Monitoring device and program

Abstract

A monitoring device (50) monitors a battery (14) mounted on an eVTOL. The monitoring device (50) comprises an acquisition unit (51) and an output unit (53). The acquisition unit (51) acquires information on the temperature unevenness of the battery (14) caused in association with the vertical movement of the eVTOL. The output unit (53) outputs a monitoring result when a predetermined condition on an abnormality of the battery (14) is satisfied on the basis of the information on the temperature unevenness. Monitoring the temperature unevenness makes it possible to quickly detect the abnormality of the battery (14) associated with the progress of a partial deterioration of the battery (14). Thus, it is possible to enhance the safety of a flight.

Description

Monitoring device and program CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This application is based on Patent Application No. 2023-96456 filed in Japan on June 12, 2023, and the contents of the original application are incorporated by reference in their entirety.

[0002] The disclosure in this specification relates to a monitoring device and a program.

[0003] Patent Document 1 discloses a method for controlling an electric flying object. The contents of the prior art document are incorporated by reference as explanations of technical elements in this specification.

[0004] Japanese Patent Application Laid-Open No. 2021-172101

[0005] In Patent Document 1, the battery state is monitored, and measures to prevent an abnormality such as a short circuit are taken after the abnormality is detected. In the above-mentioned respects and in other respects not mentioned, further improvements are required in the monitoring device and the program.

[0006] One disclosed object is to provide a monitoring device and program that can improve flight safety.

[0007] One aspect of the disclosure is a monitoring device that monitors a battery mounted on an electric flying vehicle, and includes an acquisition unit that acquires information regarding temperature unevenness in the battery that occurs as the electric flying vehicle moves vertically, and an output unit that outputs the monitoring results when predetermined conditions regarding battery abnormalities are met based on the information regarding the temperature unevenness.

[0008] When an electric flying vehicle moves vertically, the battery is required to discharge a large current for a certain period of time. This causes temperature unevenness in the battery, which in turn causes partial battery degradation. Partial degradation increases resistance, which further increases heat generation during large current discharge, further accelerating partial degradation. The disclosed monitoring device monitors temperature unevenness, making it possible to quickly detect battery abnormalities associated with the progression of partial degradation. This improves flight safety.

[0009] Another aspect of the disclosure is a program stored in a storage medium for monitoring a battery mounted on an electric flying vehicle, the program including instructions to be executed by a processor, the instructions including: obtaining information regarding temperature variations in the battery that occur as the electric flying vehicle moves vertically; and outputting the monitoring results when predetermined conditions regarding battery abnormalities are met based on the information regarding the temperature variations.

[0010] When an electric flying vehicle moves vertically, the battery is required to discharge a large current for a certain period of time. This causes temperature unevenness in the battery, which in turn causes partial battery degradation. Partial degradation increases resistance, which further increases heat generation during large current discharge, further accelerating partial degradation. The disclosed program monitors temperature unevenness, making it possible to quickly detect battery abnormalities that accompany the progression of partial degradation. This improves flight safety.

[0011] Another aspect of the disclosure is a monitoring device that monitors a battery mounted on an electric flying vehicle, and includes an acquisition unit that acquires characteristics including the temperature rise characteristics of the battery before it reaches its maximum temperature and / or the temperature relaxation characteristics after it reaches its maximum temperature, which occur as the electric flying vehicle moves vertically, and an output unit that outputs the monitoring results when predetermined conditions related to battery abnormalities are met based on the characteristics.

[0012] When an electric flying vehicle moves vertically, the battery is required to discharge a large current for a certain period of time. This causes battery degradation. Battery degradation increases resistance, which further increases heat generation during large current discharge and accelerates battery degradation. The disclosed monitoring device monitors the battery status using the temperature rise characteristics before reaching the maximum temperature and / or the temperature relaxation characteristics after reaching the maximum temperature, making it possible to quickly detect battery abnormalities associated with the progression of degradation. This improves flight safety.

[0013] The various aspects disclosed in this specification employ different technical means to achieve their respective objectives. The reference numerals in parentheses in the claims are intended to exemplarily indicate the corresponding parts of the embodiments described below, and are not intended to limit the technical scope. The objectives, features, and advantages disclosed in this specification will become more apparent by reference to the following detailed description and the accompanying drawings.

[0014] 4 is a diagram showing the configuration of an eVTOL and a ground station. FIG. 5 is a diagram showing the functional layout of a traffic management system. FIG. 6 is a diagram showing a power profile. FIG. 7 is a plan view showing a battery. FIG. 8 is a cross-sectional view taken along line VV in FIG. 4. FIG. 9 is a diagram showing a battery cell. FIG. 10 is a diagram showing temperature unevenness inside a battery cell. FIG. 11 is a diagram showing the expansion of temperature unevenness as partial degradation progresses. FIG. 12 is a diagram showing temperature unevenness between battery cells inside a battery pack. FIG. 13 is a diagram showing a monitoring device. FIG. 14 is a diagram showing temperature unevenness information. FIG. 15 is a diagram showing the relationship between battery discharge characteristics, battery temperature unevenness, and the degree of partial degradation. FIG. 16 is a flowchart showing an example of a control method. FIG. 17 is a flowchart showing another example of a control method.

[0015] Hereinafter, several embodiments will be described with reference to the drawings. Note that in each embodiment, corresponding components are designated by the same reference numerals, and redundant description may be omitted. When only a portion of the configuration is described in each embodiment, the configuration of another embodiment previously described may be applied to the remaining portion of the configuration. Furthermore, in addition to the combinations of configurations explicitly stated in the description of each embodiment, configurations of several embodiments may be partially combined together even if not explicitly stated, provided that there is no particular problem with the combination.

[0016] The monitoring device, monitoring method, and program described below are applied to an electric flying vehicle. Note that the term "A and / or B" means at least one of A and B. In other words, it may include only A, only B, or both A and B.

[0017] (First embodiment) An electric flying body has a motor (rotating electric machine) as a drive source for movement. An electric flying body is sometimes called an electric airplane, an electric aircraft, or the like. An electric flying body is capable of moving in the vertical direction and the horizontal direction. An electric flying body is capable of moving in a direction having a vertical component and a horizontal component, i.e., in a diagonal direction. Examples of electric flying bodies include electric vertical take-off and landing aircraft (eVTOL), electric short take-off and landing aircraft (eSTOL), and drones. eVTOL is an abbreviation for electronic vertical take-off and landing aircraft. eSTOL is an abbreviation for electronic short distance take-off and landing aircraft.

[0018] The electric air vehicle may be either a manned or unmanned aircraft. In the case of a manned aircraft, the electric air vehicle is operated by a pilot as a pilot. In the case of an unmanned aircraft, the electric air vehicle may be operated by remote control by a pilot or may be automatically controlled by a control system. As an example, the electric air vehicle in this embodiment is an eVTOL.

[0019] <eVTOL> Fig. 1 shows an eVTOL and a ground station. As shown in Fig. 1, an eVTOL 10 includes an airframe 11, fixed wings 12, rotors 13, a battery 14, an EPU 15, a BMS 16, and the like.

[0020] The aircraft main body 11 is the fuselage of the aircraft. The aircraft main body 11 has a shape that extends in the front-to-rear direction. The aircraft main body 11 has a passenger compartment for passengers and / or a luggage compartment for carrying luggage.

[0021] The fixed wing 12 is a wing portion of the aircraft and is connected to the aircraft body 11. The fixed wing 12 provides gliding lift. The gliding lift is the lift generated by the fixed wing 12. The fixed wing 12 may have a main wing 121 and a tail 122. The main wing 121 extends left and right from near the center of the aircraft body 11 in the fore-and-aft direction. The tail 122 extends left and right from the rear of the aircraft body 11. The shape of the fixed wing 12 is not particularly limited. For example, a swept wing, a delta wing, a straight wing, etc. may be used.

[0022] A plurality of rotors 13 are provided on the airframe. At least some of the plurality of rotors 13 may be provided on the fixed wing 12. At least some of the plurality of rotors 13 may be provided on the airframe main body 11. The number of rotors 13 provided on the eVTOL 10 is not particularly limited. A plurality of rotors 13 may be provided on each of the airframe main body 11 and the main wing 121.

[0023] The rotor 13 may be referred to as a rotor, a propeller, a fan, etc. The rotor 13 may have blades 131 and a shaft 132. The blades 131 are attached to the shaft 132. The blades 131 are vanes that rotate together with the shaft 132. A plurality of blades 131 extend radially around the axis of the shaft 132. The shaft 132 is the rotation axis of the rotor 13 and is driven to rotate by a motor of the EPU 15.

[0024] The rotor 13 generates a thrust force by rotation. The thrust force acts on the eVTOL 10 mainly as rotational lift during takeoff and landing operations of the eVTOL 10. The rotor 13 mainly provides rotational lift during takeoff and landing operations. Rotational lift is lift generated by the rotation of the rotor 13. During takeoff and landing operations, the rotor 13 may provide only rotational lift, or may provide forward thrust in addition to rotational lift. The rotor 13 provides rotational lift when the eVTOL 10 is hovering.

[0025] The propulsive force acts primarily as thrust on the eVTOL 10 during cruise operation of the eVTOL 10. The rotor 13 primarily provides thrust during cruise operation. During cruise operation, the rotor 13 may provide thrust alone or may provide lift in addition to thrust.

[0026] The battery (BAT) 14 is a device for driving the rotor 13 to rotate. The battery 14 is sometimes referred to as a battery pack. The battery 14 is capable of storing DC power and includes rechargeable battery cells. The battery 14 includes at least one assembled battery including multiple battery cells. The battery cells are secondary batteries that generate electromotive force through a chemical reaction. Examples of the battery cells include lithium-ion secondary batteries and nickel-metal hydride secondary batteries. The battery cells may be secondary batteries with a liquid electrolyte or so-called all-solid-state batteries with a solid electrolyte. The battery cells may be configured such that the battery reaction occurs when ions (electrolytes) that contribute to the battery reaction move between positive and negative electrodes via an electrolytic solution and / or solid electrolyte. In addition to the battery 14, the eVTOL 10 may also include a fuel cell, a generator, or the like as a power source for supplying power to the device. The battery 14 supplies power to the EPU 15. The battery 14 may supply power to auxiliary equipment (not shown) such as an air conditioner, an ECU 20 (described later), a lift adjustment mechanism (not shown), and the like.

[0027] The battery 14 of the eVTOL 10 is required to have high capacity and high output performance. For this reason, a battery cell that can provide both high capacity and high output is desirable. From the standpoint of output, a battery cell with low resistance over a wide SOC range is desirable. In particular, a battery cell with low resistance and high output even in a low SOC range is desirable. SOC is an abbreviation for State Of Charge.

[0028] Positive electrode materials for battery cells can include, for example, LCO, NMC, NCA, LFP, and LMFP. LCO is lithium cobalt oxide (LiCoO2). NMC is lithium nickel cobalt manganese oxide (Li(NiMnCo)O2). NCA is lithium nickel cobalt aluminate (Li(NiCoAl)O2). LFP is lithium iron phosphate (LiFePO4). LMFP is lithium manganese iron phosphate (LiFexMnyPO4). LCO, NMC, and NCA are layered compounds.

[0029] The negative electrode material for the battery cell can be, for example, a carbon-based material such as hard carbon or soft carbon, a silicon-based material, a lithium-based material, or a titanium-based material such as LTO or NTO. LTO is lithium titanate (Li4Ti5O12). NTO is niobium titanium oxide (TiNb2O7). In particular, carbon-based and titanium-based negative electrodes are preferred because of their low resistance in the low SOC region.

[0030] The EPU 15 rotates and drives the rotors 13, which provide propulsive force to the eVTOL 10. The EPU 15 is a device for rotating and driving the rotors 13. EPU is an abbreviation for Electric Propulsion Unit. The EPU 15 corresponds to an electric propulsion device. The EPU 15 includes a motor. The EPU 15 may also include an inverter and an ESC in addition to the motor. ESC is an abbreviation for Electronic Speed ​​Controller. The number of EPUs 15 may be the same as the number of rotors 13. For example, the eVTOL 10 may include six EPUs 15. Each EPU 15 and each rotor 13 are connected one-to-one. Alternatively, two or more rotors 13 may be connected to one EPU 15 via a gearbox.

[0031] The BMS 16 monitors the status of the unit batteries that make up the battery 14. BMS is an abbreviation for Battery Management System. The BMS 16 can monitor the voltage, current, temperature, internal resistance, SOC, SOH, and other safety-related conditions of the battery 14, such as internal pressure and gas leakage. SOH is an abbreviation for State Of Health. The BMS 16 may be provided integrally with the battery 14. The BMS 16 may be provided separately from the battery 14. A part of the BMS 16 may be provided inside the battery 14, and another part may be provided outside the battery 14.

[0032] The BMS 16 may be provided individually for each battery pack. One BMS 16 may be provided for multiple battery packs. One BMS 16 may be provided for all battery packs. When multiple BMSs 16 are provided, a function for controlling all BMSs 16 may be provided separately from the BMS 16, or may be provided integrally with the BMS 16.

[0033] The eVTOL 10 further includes an ECU 20 and auxiliary equipment (not shown). ECU is an abbreviation for Electronic Control Unit. The eVTOL 10 may also include a lift adjustment mechanism (not shown). The lift adjustment mechanism adjusts the gliding lift of the fixed wing 12. The lift adjustment mechanism increases or decreases the gliding lift generated by the fixed wing 12. The eVTOL 10 may also include, for example, a tilt mechanism or a flap as the lift adjustment mechanism. The tilt mechanism is driven to adjust the tilt angle of the rotor 13. The flap is a movable wing piece provided on the fixed wing 12.

[0034] <Traffic Traffic Management System> The Traffic Management System is a system for formulating flight plans, monitoring flight status, collecting and managing flight information, and supporting flight operations. At least some of the functions of the Traffic Management System may be located in the onboard computer of the eVTOL 10. At least some of the functions of the Traffic Management System may be located in an external computer capable of wireless communication with the eVTOL 10. The external computer may be the server 31 of the ground station 30 as shown in FIG. 1. The ground station 30 is capable of wireless communication with the eVTOL 10. The ground stations 30 are capable of wireless communication with each other.

[0035] As an example, in this embodiment, some of the functions of the traffic management system are allocated to the ECU 20 of the eVTOL 10, and some of the functions of the traffic management system are allocated to the server 31 of the ground station 30. The functions of the traffic management system are shared between the ECU 20 and the server 31.

[0036] As shown in FIG. 1 , the ECU 20 is configured to include a processor (PC) 201, a memory (MM) 202, a storage (ST) 203, and a communication circuit (CC) 204 for wireless communication. The processor 201 executes various processes by accessing the memory 202. The memory 202 is a rewritable volatile storage medium. The memory 202 is, for example, a RAM. RAM is an abbreviation for Random Access Memory. The storage 203 is a rewritable non-volatile storage medium. The storage 203 stores a program (PG) 203P executed by the processor 201. The program 203P configures multiple functional units by causing the processor 201 to execute multiple instructions. The ECU 20 may include multiple processors 201.

[0037] Like the ECU 20, the server 31 is configured to include a processor (PC) 311, a memory (MM) 312, a storage (ST) 313, a communication circuit (CC) 314, and the like. The processor 311 executes various processes by accessing the memory 312. The memory 312 is a rewritable volatile storage medium, such as a RAM. The storage 313 is a rewritable non-volatile storage medium. The storage 313 stores a program (PG) 313P to be executed by the processor 311. The program 313P configures multiple functional units by causing the processor 311 to execute multiple instructions. The server 31 may include multiple processors 311.

[0038] FIG. 2 shows an example of the functional layout of the traffic management system. The traffic management system 40 shown in FIG. 2 has an external management unit 41 and an internal management unit 42. The external management unit 41 is functionally arranged in the server 31 of the ground station 30. The internal management unit 42 is functionally arranged in the ECU 20 of the eVTOL 10. In this way, some of the functions of the traffic management system 40 may be arranged in the server 31, and other parts of the functions may be arranged in the ECU 20. The external management unit 41 and the internal management unit 42 can communicate with each other wirelessly. The internal management unit 42 can communicate with various devices arranged in the eVTOL 10 via wired or wireless communication.

[0039] <Power Profile> Figure 3 shows the power profile of the eVTOL 10 from takeoff to landing. Note that the power profiles of electric flying vehicles other than the eVTOL 10 are similar to those of the eVTOL 10. Period P1 is referred to as takeoff, takeoff flight, takeoff operation, etc. Period P2 is referred to as cruising, cruising flight, cruising operation, etc. Period P3 is referred to as landing, landing flight, landing operation, etc. Periods P1 and P3 are referred to as takeoff and landing, takeoff and landing flight, takeoff and landing operation, etc. For convenience, in Figure 3, the required power, i.e., output, is constant throughout almost the entire range of each of periods P1 and P3.

[0040] The eVTOL 10 ascends from the takeoff point to the cruise start point during period P1. The eVTOL 10 cruises at a predetermined altitude during period P2. The eVTOL 10 descends from the end point of period P2 to the landing point during period P3. The movement of the eVTOL 10 includes a primarily horizontal component during period P2 and a primarily vertical component during periods P1 and P3. During periods P1 and P3 when the eVTOL 10 moves vertically, high output is required to drive the rotor 13 for a predetermined continuous period of time.

[0041] Thus, a high output load is applied to the battery 14 during vertical movement. The greatest output is required during takeoff and landing. The output of the battery 14 varies greatly between vertical movement and horizontal movement. The output of the battery 14 varies greatly between takeoff and landing and cruising. Vertical movement, particularly the high output during takeoff and landing, can cause temperature unevenness inside the battery 14 to become apparent, which can cause partial deterioration of the battery 14 and lead to an abnormality in the battery 14.

[0042] <Battery> Fig. 4 shows an example of a battery 14. Fig. 5 is a cross-sectional view taken along line VV in Fig. 4. Fig. 5 shows a simplified configuration of the battery cell. Fig. 6 is a diagram showing the arrangement of the electrode terminals. In the following, the height direction of each battery cell is referred to as the Z direction, a direction perpendicular to the Z direction is referred to as the Y direction, and a direction perpendicular to both the Z direction and the Y direction is referred to as the X direction. In Fig. 5, for convenience, the entire battery cell is shown with metallic hatching.

[0043] As shown in Figures 4 and 5, the battery 14 includes at least one assembled battery 141. The assembled battery 141 is configured to include a plurality of battery cells 142. The plurality of battery cells 142 may have a common structure, or some of the structures may be different from the others. There are no particular limitations on the number or arrangement of the plurality of battery cells 142. The plurality of battery cells 142 may be connected in series, or may be connected in parallel and in series.

[0044] The battery cell 142 has a power generating element and a battery case that houses the power generating element. The battery case provides the outer shell of the battery cell 142. The battery case may be formed, for example, using a metal material or a laminate film. The shape of the battery cell 142, i.e., the battery case, is not particularly limited. It may be rectangular, laminated, or cylindrical.

[0045] Each battery cell 142 has electrode terminals 142P and 142N. As shown in FIG. 6 , the electrode terminals 142P and 142N may be provided on a common surface or on different surfaces. For example, they may be provided on one surface and the opposite surface. The electrode terminals 142P and 142N may protrude from the corresponding surface. The electrode terminal 142P is electrically connected to the positive electrode of the battery cell 142. The electrode terminal 142P may be referred to as a positive terminal, P terminal, etc. The electrode terminal 142N is electrically connected to the negative electrode of the battery cell 142. The electrode terminal 142N may be referred to as a negative terminal, N terminal, etc. The electrode terminals may also be referred to as battery cell terminals, current collecting tabs, etc.

[0046] The battery cell 142 shown in Figures 4 and 5 has a rectangular shape, specifically a flat shape that is thin in the Y direction. The multiple battery cells 142 are arranged side by side in the Y direction. The electrode terminals 142P and 142N are provided on one of the end faces in the Z direction, i.e., on a common surface. The multiple battery cells 142 are arranged such that the electrode terminals 142P and the electrode terminals 142N are positioned alternately in the Y direction. The electrode terminals 142P and the electrode terminals 142N of adjacent battery cells 142 are electrically connected by a bus bar (not shown).

[0047] The battery pack 141 may include a plurality of battery cells 142 arranged in the Y direction. The arrangement of the battery cells 142 is not limited to the arrangement described above. For example, in the case of cylindrical battery cells 142, they may be arranged in a staggered pattern when viewed from the Z direction.

[0048] <Temperature Unevenness> As described above, during vertical movement, particularly during takeoff and landing, the battery 14 that drives the EPU 15 is required to discharge at a large current for a predetermined period of time. For example, during takeoff and landing, the battery 14 discharges continuously (continuously) at a maximum discharge rate of approximately 3 C to approximately 15 C for approximately 30 seconds to approximately 90 seconds.

[0049] The discharge rate indicates the relative ratio of the current during discharge to the battery capacity, and is expressed in units of C. A discharge rate of 1C indicates the current value at which a cell with a nominal capacity is discharged at a constant current until discharge is complete in one hour. The maximum discharge rate during cruising of an electric aircraft or an electric vehicle (BEV) is approximately 1C to 2C. In the case of a BEV, this is a level at which the maximum discharge rate continues for approximately 5 to 10 seconds. BEV is an abbreviation for Battery Electric Vehicle. As such, there is a large variation in discharge characteristics between takeoff and landing and cruising.

[0050] As described above, during vertical movement, particularly during takeoff and landing, the battery 14 is required to discharge at a higher current for a longer period of time than during cruising or in a BEV. The battery 14 generates heat as a result of the discharge, causing the temperature to rise. When discharging at a high current, the temperature rises significantly, and temperature unevenness becomes apparent, particularly due to current concentration at specific locations inside the battery cell 142. The temperature unevenness inside the battery cell 142 is the temperature distribution and temperature variation within the battery cell 142.

[0051] During large current discharge, current concentration is likely to occur near the electrode terminals 142P, 142N. The temperature of the battery cell 142 is highest at the electrode terminals 142P, 142N or near the electrode terminals 142P, 142N, and is lower at positions farther away from the electrode terminals 142P, 142N. In a configuration in which the electrode terminals 142P, 142N are arranged on the same surface, current concentration is likely to occur on the surface on which the electrode terminals 142P, 142N are arranged, but current concentration is unlikely to occur on the opposite surface. In a configuration in which the electrode terminal 142P is arranged on one surface and the electrode terminal 142N is arranged on the opposite surface, current concentration is likely to occur near the electrode terminals 142P, 142N, but current concentration is unlikely to occur near the center of the battery cell 142.

[0052] Figure 7 shows the relationship between flight time and battery temperature. The solid line indicates the temperature in areas where current is likely to concentrate during high-current discharge. The dashed line indicates the temperature in areas where current is unlikely to concentrate during high-current discharge. Figure 7 shows the temperature change when the eVTOL 10 begins takeoff at time t0, moves vertically until time t1, and then moves horizontally after time t1. As described above, current concentration occurs, resulting in a significant temperature rise in areas where current concentrates. The temperature then subsides due to conduction to areas where current is unlikely to concentrate during high-current discharge, the external release of accumulated heat, and conduction to other low-temperature cells. As such, areas where current is likely to concentrate experience greater temperature fluctuations than areas where current is unlikely to concentrate. During high-current discharge, temperature variations occur within the battery cell 142.

[0053] Temperature unevenness causes degradation of some of the battery cells 142 that make up the battery pack 141, particularly parts inside the battery cells 142, i.e., partial degradation. Resistance increases in the partially deteriorated areas. This causes further heat generation during the next large-current discharge, ultimately leading to a vicious cycle of expanding temperature unevenness. Repeated discharges cause partial degradation, increasing temperature unevenness as shown in Figure 8. The white arrows in Figure 8 indicate the increase in temperature unevenness that accompanies the progression of partial degradation. As partial degradation progresses through repeated discharges, there is a risk of abnormal degradation, resulting in a sudden decrease in capacity, or thermal runaway. Thermal runaway can occur, for example, when metallic lithium deposition or localized abnormal heat generation during charging damages the separator, resulting in a short circuit. In electric flying vehicles such as the eVTOL 10, the lightweight design makes active cooling during flight difficult, making the issue of temperature unevenness more pronounced.

[0054] Temperature unevenness in the battery 14 also manifests due to variations in heat dissipation within the battery pack 141. In the battery pack 141, differences in heat dissipation tend to cause heat to accumulate in the battery cells 142 located near the center, and heat to dissipate more easily from the battery cells 142 located at the ends. For example, in the example shown in FIG. 5 , among the multiple battery cells 142 stacked in the Y direction, heat tends to accumulate in the battery cell 142 located near the center. For this reason, as shown in FIG. 9 , a difference in maximum temperature occurs between the battery cell 142 located at the center and the battery cells 142 located at the ends. In other words, temperature unevenness occurs between the battery cells 142. Temperature unevenness within the battery pack 141 is the temperature distribution within the battery pack 141, i.e., the temperature variations among the multiple battery cells 142.

[0055] In the battery pack 141, deterioration or abnormality of some of the battery cells 142 may lead to deterioration or abnormality of the battery pack 141 itself, which may lead to rapid deterioration or thermal runaway of the battery pack 141. If the charging and discharging of some of the battery cells 142 is restricted, the battery pack 141 itself is also restricted. If some of the battery cells 142 experience thermal runaway, the heat may propagate, causing other battery cells 142 to experience thermal runaway in a chain reaction.

[0056] In order to extend the range of an electric aircraft, a lightweight, high-energy-density battery cell 142 is required. Currently, the cathode materials used in many of the world's high-energy-density cells, such as the aforementioned LCO, NMC, and NCA, are compounds with a layered structure, and charging and discharging occur through the movement of lithium ions between the layers. Compared to charging, in which lithium ions are removed from the interlayers, discharging, in which lithium ions are inserted between the layers, results in higher reaction resistance. In other words, it becomes more difficult for ions to move between the layers. For this reason, battery cells 142 using layered compound-based cathodes have high resistance during discharge, which tends to accelerate temperature rise and the accompanying temperature increase inconsistencies.

[0057] <Monitoring device> Fig. 10 shows a monitoring device. The monitoring device 50 monitors the battery 14. The functional layout of the monitoring device 50 is not particularly limited. At least some of the functions of the monitoring device 50 may be located on board or outside the aircraft. The functions of the monitoring device 50 may be distributed across multiple devices on board. The functions of the monitoring device 50 may be distributed across multiple devices outside the aircraft. Some of the functions of the monitoring device 50 may be located on board, and other parts of the functions may be located outside the aircraft.

[0058] For example, at least some of the functions of the monitoring device 50 may be arranged in the BMS 16. At least some of the functions of the monitoring device 50 may be arranged in the ECU 20. At least some of the functions of the monitoring device 50 may be arranged in the server 31 of the ground station 30. At least some of the functions of the monitoring device 50 may be arranged in the traffic management system 40. At least some of the functions of the monitoring device 50 may be arranged in the on-board management unit 42. At least some of the functions of the monitoring device 50 may be arranged in the off-board management unit 41.

[0059] 10 , the monitoring device 50 may include an acquisition unit 51, a determination unit 52, and an output unit 53. The acquisition unit 51 acquires information (temperature unevenness information) related to temperature unevenness in the battery 14 that occurs as the eVTOL 10 moves in the vertical direction. The acquisition unit 51 may acquire, as the temperature unevenness information, information related to temperature unevenness that occurs as the eVTOL 10 moves in the vertical direction during takeoff and / or landing. When the eVTOL 10 temporarily moves in the vertical direction during cruising, the acquisition unit 51 may acquire, as the temperature unevenness information, information related to temperature unevenness that occurs as the eVTOL 10 moves in the vertical direction during cruising. The acquisition unit 51 may acquire, in addition to information related to temperature unevenness that occurs as the eVTOL 10 moves in the vertical direction during cruising, information related to temperature unevenness that occurs as the eVTOL 10 moves in the vertical direction during cruising.

[0060] Temperature unevenness occurs between the battery cells 142 in the battery pack 141. The monitoring device 50 may monitor the temperature difference between the plurality of battery cells 142 in the battery pack 141. The acquisition unit 51 may acquire the temperatures of the plurality of battery cells 142. As described above, the temperature of the battery pack 141 is higher near the center. Therefore, the acquisition unit 51 may acquire the temperatures of at least the battery cells 142 arranged near the center of the battery pack 141. Furthermore, the acquisition unit 51 may acquire the temperatures of the battery cells 142 arranged near the ends, which have good heat dissipation properties.

[0061] The temperature unevenness occurs inside the battery cell 142. The acquisition unit 51 may acquire information related to the temperature unevenness inside the battery cell 142. Temperatures at multiple locations in one battery cell 142 may be acquired as the temperature unevenness information. As shown in Fig. 11 , as partial degradation progresses, the rate of rise to the maximum temperature (highest temperature) increases with vertical movement. Fig. 11 corresponds to Fig. 8 and shows a state in which partial degradation progresses and the maximum temperature rises from Tmax1 to Tmax2.

[0062] The rate of temperature rise Sr2 leading to the maximum temperature Tmax2 is greater than the rate of temperature rise Sr1 leading to the maximum temperature Tmax1. Furthermore, as partial degradation progresses, the relaxation rate after the maximum temperature increases. The relaxation rate Sb2 after the maximum temperature Tmax2 is greater than the relaxation rate Sb1 after the maximum temperature Tmax1. In other words, the greater the temperature unevenness, the steeper the temperature change slope. The acquisition unit 51 may use the temperature rise characteristics before the maximum temperature and / or the temperature relaxation characteristics after the maximum temperature as temperature unevenness information. Using these parameters, it is possible to monitor temperature unevenness (the degree of temperature unevenness) within the battery cell 142 even with temperature information from a single location. For example, the temperature near the electrode terminal 142P of the battery cell 142 located near the center of the battery pack 141 may be acquired.

[0063] Parameters related to the temperature of the battery 14 are affected by discharge characteristics, environmental temperature, and the like. Therefore, taking these parameter fluctuations into consideration can improve the accuracy of abnormality determination. The discharge characteristic information, i.e., the parameter indicating the discharge characteristics during vertical movement, may be the discharged power (Wh) or the discharged capacity (Ah). The integral of the square of the discharge current or the value obtained by integrating the integral over a predetermined period may also be used. If the discharge power or discharge current during vertical movement is approximately constant, the discharge time may also be used. If the discharge time during vertical movement is approximately constant, the discharge power or discharge current may also be used. If the discharge time is approximately constant, the square of the discharge current may also be used instead of the discharge current. The discharge rate may also be used instead of the discharge current. Environmental information may also be, for example, temperature, wind speed, wind direction, and the like.

[0064] The acquisition unit 51 may acquire information such as temperature unevenness information and discharge characteristic information from the BMS 16 or the traffic management system 40. The acquisition unit 51 may acquire actual measured values ​​or intermediate calculated values ​​as the information. The acquisition unit 51 may acquire calculated values ​​such as feature quantities indicating discharge characteristics as the information. The information may be acquired by performing calculations within the monitoring device 50 based on the actual measured values ​​and intermediate calculated values ​​acquired from the BMS 16, the traffic management system 40, etc. The acquisition unit 51 acquires information via wireless communication and / or wired communication.

[0065] The determination unit 52 determines whether or not there is a battery abnormality based on the temperature unevenness information acquired by the acquisition unit 51. The determination unit 52 detects a battery abnormality. The determination unit 52 corresponds to a detection unit. The determination unit 52 determines that there is an abnormality when the temperature unevenness or the degree of partial deterioration estimated from the temperature unevenness exceeds a predetermined threshold. The calculation to estimate the degree of partial deterioration may be performed by the determination unit 52 or the acquisition unit 51. In the monitoring device 50, the calculation may be performed by a calculation unit separate from the acquisition unit 51 and the determination unit 52.

[0066] The predetermined threshold may be set based on the temperature unevenness (degree of temperature unevenness) or the degree of partial deterioration that is determined to indicate the possibility of abnormal deterioration of the battery 14 or the precipitation of metallic lithium. The threshold may be set with a predetermined margin added. The threshold may be set by conducting a preliminary experiment using a sample cell. For example, the predetermined threshold may be set by analyzing the relationship between temperature unevenness and abnormal deterioration or metallic lithium precipitation through a preliminary experiment. The predetermined threshold may be set by analyzing the relationship between temperature unevenness and the degree of partial deterioration, or the relationship between the degree of partial deterioration and abnormal deterioration or metallic lithium precipitation through a preliminary experiment. In the preliminary experiment, for example, battery cells in which temperature unevenness has occurred in a large current discharge test (various conditions) may be disassembled to check the state of partial deterioration of the electrodes.

[0067] As described above, the determination unit 52 may determine the presence or absence of an abnormality using only the temperature unevenness information. For example, if the flight route is fixed and the discharge characteristics, etc. do not change significantly from flight to flight, the threshold can be easily determined using only the temperature unevenness information. As described above, parameters related to the temperature of the battery 14 are affected by the discharge characteristics, the ambient temperature, etc. Therefore, fluctuations in these parameters may also be taken into consideration. The determination unit 52 may determine the presence or absence of an abnormality based on the temperature unevenness information corrected using information such as the discharge characteristics and the ambient temperature.

[0068] The determination unit 52 may determine the presence or absence of an abnormality using information on the degree of partial deterioration based on the temperature unevenness information. The degree of partial deterioration may be estimated only from the temperature unevenness information. For example, the accuracy of abnormality determination can be improved by determining the relationship between temperature unevenness and the degree of partial deterioration by taking into account fluctuations in discharge characteristic information and environmental information during vertical movement. The relationship may be derived by performing the above-mentioned experiment and using a regression model constructed by a map model, machine learning, or the like.

[0069] FIG. 12 shows an example of the relationship between battery discharge characteristics, battery temperature unevenness, and the degree of partial degradation. FIG. 12 illustrates this relationship at an ambient temperature of 20°C. Lv0, Lv10, Lv20, and Lv30 indicate the degree of partial degradation. The larger the value, the more advanced the partial degradation. The determination unit 52 may set multiple detection levels, i.e., determination thresholds. For example, the determination unit 52 may determine that an abnormality exists and that an alarm should be output when the degree of partial degradation exceeds Lv10 (first determination threshold) shown in FIG. 12 . The determination unit 52 may determine that an abnormality exists and that an avoidance operation should be performed when the degree of partial degradation exceeds Lv20 (second determination threshold). Lv0 indicates an initial value indicating that no partial degradation has occurred. Lv30 indicates an upper limit, and anything above Lv30 indicates an abnormality occurrence range.

[0070] The output unit 53 outputs the abnormality determination result to the outside of the monitoring device 50. The output unit 53 outputs the monitoring result when a predetermined condition regarding an abnormality is met based on the temperature unevenness information. The output unit 53 may output the determination result, for example, to issue an alarm to the crew or the ground station 30. The output unit 53 may output the determination result to trigger a transition to avoidance operation. The output unit 53 may output the determination result to the traffic management system 40 that displays the operational status of the aircraft and controls operation. The monitoring device 50 itself may display the result. The output unit 53 may output a control request for avoidance operation to a control device that controls flight. The control device may be provided integrally as a function of the traffic management system 40, or may be provided separately.

[0071] The output unit 53 may output in multiple stages, such as issuing an alarm in a first stage and taking evasive action in a second stage or later. As the evasive action, for example, redundant operation of the battery 14 may be adopted, or an emergency landing action may be adopted. The redundant operation of the battery 14 may, for example, stop the output of a system that shows signs of an abnormality and continue flight using the remaining system. As the evasive action, multiple actions may be executed simultaneously. The evasive action may be capable of being performed in stages. The output unit 53 may estimate the time until an abnormality occurs based on the time series transition of the target information, and output the estimate as urgency information.

[0072] <Monitoring Method> As described above, monitoring device 50 may be disposed in ECU 20 of eVTOL 10. In this case, the execution of processing of each functional block of monitoring device 50 by processor 201 corresponds to the execution of the monitoring method. The monitoring device may be disposed in server 31 of ground station 30. In this case, the execution of processing of each functional block of monitoring device 50 by processor 311 corresponds to the execution of the monitoring method.

[0073] As a monitoring method, for example, the method shown in Fig. 13 may be used. Monitoring device 50 (e.g., processor 201) repeatedly executes the process shown in Fig. 13 at a predetermined interval. First, monitoring device 50 determines whether eVTOL 10 has started moving vertically (step S10). Instead of the start of vertical movement, the start of takeoff flight or the start of landing flight may be used.

[0074] If vertical movement has not started, the monitoring device 50 ends the series of processes. If vertical movement has started, the monitoring device 50 acquires temperature unevenness information (step S20). The monitoring device 50 compares the acquired temperature unevenness with a predetermined threshold Th1 and determines whether the temperature unevenness (degree of temperature unevenness) is greater than the threshold Th1 (step S30).

[0075] If the temperature variation is greater than the threshold value Th1, the monitoring device 50 determines that an abnormality exists in the battery 14, outputs an abnormality presence signal (step S40), and ends the series of processes. If the temperature variation is equal to or less than the threshold value Th1, the monitoring device 50 does not execute the process of step S40 and ends the series of processes.

[0076] The monitoring method may be the method shown in FIG. 14 . First, the monitoring device 50 executes the process of step S10, similar to the method shown in FIG. 13 . When the eVTOL 10 starts moving in the vertical direction, the monitoring device 50 acquires temperature unevenness information and discharge characteristic information instead of the process of step S20 (step S20A). Next, the monitoring device 50 calculates the degree of partial degradation based on the temperature unevenness information acquired in step S20A (step S25). Next, the monitoring device 50 calculates the degree of partial degradation based on the partial and discharge characteristic information (step S25). The monitoring device 50 estimates the degree of partial degradation through the calculation.

[0077] Next, instead of the process of step S30, the monitoring device 50 compares the acquired degree of partial deterioration with a predetermined threshold Th2 and determines whether the degree of partial deterioration is greater than the threshold Th2 (step S30A). If the degree of partial deterioration is greater than the threshold Th2, the monitoring device 50 executes the process of step S40 and ends the series of processes, similar to the method shown in Fig. 13. If the degree of partial deterioration is equal to or less than the threshold Th2, the monitoring device 50 does not execute the process of step S40 and ends the series of processes.

[0078] 13, if the temperature unevenness is equal to or less than the threshold value Th1, the monitoring device 50 may output that there is no abnormality and then terminate the series of processes. Similarly, in the method shown in FIG. 14, if the degree of partial degradation is equal to or less than the threshold value Th2, the monitoring device 50 may output that there is no abnormality and then terminate the series of processes.

[0079] In the method shown in Fig. 13, after acquiring temperature unevenness information, the degree of partial deterioration may be calculated based on the temperature unevenness information. Then, the degree of partial deterioration may be compared with a predetermined judgment threshold to determine whether or not an abnormality exists. In the method shown in Fig. 14, after acquiring temperature unevenness information and discharge characteristic information, the temperature unevenness information corrected using the discharge characteristic information may be compared with a predetermined judgment threshold to determine whether or not an abnormality exists.

[0080] As shown in Figures 13 and 14, an example of a monitoring method in which, upon detection of vertical movement, information acquisition, determination, and output of the determination results are performed consecutively is shown. For example, an example in which, upon detection of the start of takeoff flight, processing up to step S40 is performed during flight is shown. However, temperature unevenness information accompanying vertical movement may be acquired during flight, and the determination and output processes may be performed after the flight. The determination and output processes may also be performed before the next flight.

[0081] Summary of First Embodiment As described above, when the eVTOL 10 (electric flying vehicle) moves vertically, the battery 14 is required to discharge a large current for a predetermined period of time. This causes temperature variations inside the battery 14, which in turn cause partial degradation of the battery 14. Partial degradation increases resistance, which further increases heat generation during large current discharge, accelerating partial degradation. Progression of partial degradation may lead to abnormalities such as rapid degradation of the battery 14 or thermal runaway.

[0082] The monitoring device 50 of this embodiment acquires information about battery temperature variations that occur as the eVTOL 10 moves vertically. If predetermined conditions related to battery 14 abnormalities are met based on the information about the temperature variations, the monitoring device outputs a monitoring result. By monitoring temperature variations in this way, abnormalities due to the progression of partial deterioration can be detected quickly, thereby improving flight safety.

[0083] The monitoring device 50 may acquire information about the discharge characteristics during vertical movement along with the temperature unevenness information, and output the monitoring results based on the temperature unevenness information and the discharge characteristic information. Discharge characteristics vary considerably for each flight. Therefore, by adding the discharge characteristic information to the temperature unevenness information, the conditions of each flight can be reflected, and abnormalities such as abnormal degradation and thermal runaway can be detected with high accuracy.

[0084] Monitoring device 50 may monitor temperature variations that occur during takeoff and landing and / or landing of eVTOL 10. By monitoring temperature variations that occur during takeoff and landing, when the greatest power output is required during flight, that is, temperature variations in the maximized state, the accuracy of detecting abnormalities can be further improved.

[0085] The monitoring device 50 may monitor temperature variations due to vertical movement when the discharge rate of the battery 14 is 3 C or higher and the duration of the discharge is 30 seconds or longer. By monitoring the temperature variations in the maximized state, the accuracy of detecting abnormalities can be further improved.

[0086] As described above, electric flying vehicles such as the eVTOL 10 experience large fluctuations in discharge characteristics. The greater the fluctuations in discharge characteristics, the greater the likelihood of temperature variations, enhancing the effectiveness of early detection by the monitoring device 50. For example, the effectiveness of early detection is enhanced when the ratio of the maximum discharge rate during vertical movement to the maximum discharge rate during horizontal movement is 1.5 times or greater. Even higher ratios, such as 2 times or greater, 3 times or greater, or 5 times or greater, can achieve even greater effects. The higher the maximum discharge rate during takeoff and landing, the greater the effectiveness of early detection by the monitoring device 50. The effectiveness of early detection is enhanced when the maximum discharge rate is 3C or greater. Even higher maximum discharge rates, such as 5C or greater, 7C or greater, or 10C or greater, can achieve even greater effects.

[0087] The monitoring device 50 may acquire temperature unevenness information for the battery 14 that includes battery cells 142 containing a layered compound material as the positive electrode material. As described above, battery cells 142 that use a layered compound positive electrode have high resistance during discharge, which tends to accelerate the expansion of temperature unevenness. Therefore, monitoring temperature unevenness can particularly improve flight safety.

[0088] The monitoring device 50 may acquire, as the temperature unevenness information, information regarding temperature unevenness inside the battery cell 142. Temperature unevenness becomes apparent due to current concentration at a specific location inside the battery cell 142. Therefore, by acquiring the temperature unevenness information inside the battery cell 142, it is possible to accurately detect signs of an abnormality.

[0089] The monitoring device 50 may include temperature rise characteristics before reaching the maximum temperature and / or temperature relaxation characteristics after reaching the maximum temperature associated with vertical movement of the electric flying vehicle at the electrode terminals 142P, 142N of the battery cell 142 or near the electrode terminals 142P, 142N. During high-current discharge, current concentration is likely to occur near the electrode terminals 142P, 142N. By monitoring the vicinity of the electrode terminals 142P, 142N, where temperature variations are likely to occur and where temperature changes associated with temperature variations are severe, it is possible to accurately grasp changes in the state. The temperature rise characteristics before reaching the maximum temperature and the temperature relaxation characteristics after reaching the maximum temperature are both parameters that accurately and reproducibly indicate the state of temperature variations. Therefore, changes in temperature variations can be accurately monitored. Temperature variation information can be monitored at a single location, simplifying the configuration without compromising quality.

[0090] The temperature unevenness information of the monitoring device 50 may include information on the electrode terminals 142P, 142N of the battery cells 142 located near the center of the battery pack 141 or information in the vicinity of the electrode terminals 142P, 142N. By monitoring near the center where heat tends to accumulate, the worst-case conditions within the battery pack 141 can be directly monitored. This improves the accuracy of detecting abnormalities.

[0091] The program of this embodiment is stored in a storage medium and includes instructions to be executed by a processor for monitoring the battery 14. The program includes instructions to acquire information regarding temperature variations in the battery 14 that occur as the eVTOL 10 moves vertically, and to output the monitoring results when predetermined conditions regarding an abnormality in the battery 14 are met based on the information regarding the temperature variations. By monitoring the temperature variations in this manner, abnormalities associated with the progression of partial deterioration can be detected early, thereby improving flight safety.

[0092] The monitoring device 50 acquires characteristics of the battery 14, including the temperature rise characteristics before reaching the maximum temperature and / or the temperature relaxation characteristics after reaching the maximum temperature, that occur as the eVTOL 10 moves in the vertical direction. If a predetermined condition related to an abnormality in the battery 14 is met based on the acquired characteristics, the monitoring device 50 may output a monitoring result. Because the state of the battery 14 is monitored using the temperature rise characteristics before reaching the maximum temperature and / or the temperature relaxation characteristics after reaching the maximum temperature, an abnormality in the battery 14 due to the progression of deterioration can be detected early, thereby improving flight safety.

[0093] The monitoring device 50 may include at least an acquisition unit 51 and an output unit 53. The acquisition unit 51 may acquire information regarding temperature unevenness of the battery 14 that occurs with vertical movement of the eVTOL 10. The output unit 53 may output the monitoring result when a predetermined condition regarding an abnormality in the battery 14 is met based on the information regarding the temperature unevenness. The acquisition unit 51 may acquire characteristics including a temperature rise characteristic of the battery 14 before reaching a maximum temperature and / or a temperature relaxation characteristic after reaching a maximum temperature that occurs with vertical movement of the eVTOL 10. The output unit 53 may output the monitoring result when a predetermined condition regarding an abnormality in the battery 14 is met based on the characteristics.

[0094] (Other Embodiments) The disclosure in this specification and drawings, etc. is not limited to the exemplified embodiments. The disclosure encompasses the exemplified embodiments and modifications thereto by those skilled in the art. For example, the disclosure is not limited to the combinations of parts and / or elements shown in the embodiments. The disclosure can be implemented in various combinations. The disclosure can have additional parts that can be added to the embodiments. The disclosure encompasses the omission of parts and / or elements from the embodiments. The disclosure encompasses the substitution or combination of parts and / or elements between one embodiment and another embodiment. The disclosed technical scope is not limited to the description of the embodiments. Some disclosed technical scopes are defined by the claims, and should be interpreted as including all modifications within the meaning and scope equivalent to the claims.

[0095] The disclosure in the specification, drawings, etc. is not limited by the claims. The disclosure in the specification, drawings, etc. encompasses the technical ideas described in the claims, and extends to more diverse and broader technical ideas than the technical ideas described in the claims. Therefore, various technical ideas can be extracted from the disclosure in the specification, drawings, etc. without being bound by the claims.

[0096] When an element or layer is referred to as being "on," "coupled," "connected," or "coupled," it may be directly on, coupled, connected, or coupled to another element or layer, and intervening elements or layers may be present. In contrast, when an element is referred to as being "directly on," "directly coupled," "directly connected," or "directly coupled" to another element or layer, there are no intervening elements or layers present. Other language used to describe relationships between elements should be construed in a similar manner (e.g., "between" vs. "directly between," "adjacent" vs. "directly adjacent," etc.). As used in this specification, the term "and / or" includes any and all combinations of one or more of the associated listed items.

[0097] The various flowcharts shown in this disclosure are merely examples, and the number of steps constituting the flowcharts and the order of execution of the processes can be changed as appropriate. Furthermore, the devices, systems, and methods described herein may be implemented by a special-purpose computer comprising a processor programmed to perform one or more functions embodied in a computer program. The devices and methods described herein may be implemented using special-purpose hardware logic circuits. Furthermore, the devices and methods described herein may be implemented by one or more special-purpose computers configured by combining a processor executing a computer program with one or more hardware logic circuits.

[0098] For example, some or all of the functions of the processor 311 may be realized as hardware. A form in which a certain function is realized as hardware includes a form in which it is realized using one or more ICs, etc. As the processor (computation core), a CPU, MPU, GPU, DFP, etc. can be used. CPU is an abbreviation for Central Processing Unit. MPU is an abbreviation for Micro-Processing Unit. GPU is an abbreviation for Graphics Processing Unit. DFP is an abbreviation for Data Flow Processor.

[0099] Some or all of the functions of the processor 201 may be realized by combining multiple types of arithmetic processing devices. Some or all of the functions of the processor 201 may be realized using SoC, ASIC, FPGA, etc. SoC is an abbreviation for System on Chip. ASIC is an abbreviation for Application Specific Integrated Circuit. FPGA is an abbreviation for Field-Programmable Gate Array. The same applies to the processor 311.

[0100] Furthermore, the computer program may be stored as instructions executed by a computer on a computer-readable non-transitory tangible storage medium. Examples of storage media for the program include HDDs, SSDs, and flash memories. HDD stands for Hard-Disk Drive. SSD stands for Solid State Drive. The scope of this disclosure also includes programs for causing a computer to function as a control device or control system, and non-transitory tangible storage media such as semiconductor memories on which the programs are recorded.

[0101] (Disclosure of Technical Ideas) This specification discloses multiple technical ideas described in the following multiple clauses. Some clauses may be described in a multiple dependent form, with the subsequent clause alternatively referring to the preceding clause. Furthermore, some clauses may be described in a multiple dependent form, with the subsequent clause referring to another multiple dependent clause. These multiple dependent clauses define multiple technical ideas.

[0102] <Technical Idea 1> A monitoring device that monitors a battery (14) mounted on an electric flying body (10), comprising: an acquisition unit (51) that acquires information about temperature unevenness of the battery that occurs with vertical movement of the electric flying body; and an output unit (53) that outputs a monitoring result when a predetermined condition related to an abnormality in the battery is met based on the information about the temperature unevenness.

[0103] <Technical Idea 2> The monitoring device according to Technical Idea 1, wherein the acquisition unit acquires information about the temperature unevenness of the battery as well as information about the discharge characteristics during movement in the vertical direction, and the output unit outputs the monitoring result based on the information about the temperature unevenness and the information about the discharge characteristics.

[0104] <Technical Concept 3> The monitoring device according to Technical Concept 1 or 2, wherein the vertical movement is a takeoff flight and / or a landing flight.

[0105] <Technical Concept 4> The monitoring device according to Technical Concept 3, wherein the discharge rate of the battery during the vertical movement is 3C or more, and the duration of the vertical movement is 30 seconds or more.

[0106] <Technical Concept 5> The monitoring device according to any one of Technical Concepts 1 to 4, wherein the battery has a plurality of battery cells (142), and the battery cells contain a layered compound material as a positive electrode material.

[0107] <Technical Idea 6> The battery includes a battery pack (141) including a plurality of battery cells (142), and the information about the temperature unevenness includes information about temperature unevenness inside the battery cells. The monitoring device according to any one of Technical Ideas 1 to 5.

[0108] <Technical Idea 7> The battery cell has electrode terminals (142P, 142N), and the information related to the temperature unevenness includes temperature rise characteristics before reaching a maximum temperature and / or temperature relaxation characteristics after reaching a maximum temperature, which accompany the vertical movement of the electric flying body, at or near the electrode terminals of the battery cell. This is the monitoring device described in Technical Idea 6.

[0109] Technical Concept 8 The monitoring device according to Technical Concept 7, wherein the information regarding the temperature unevenness includes information regarding the electrode terminals or the vicinity of the electrode terminals of the battery cells arranged near the center of the battery pack.

Claims

1. A monitoring device for monitoring a battery (14) mounted on an electric flying object (10), comprising: an acquisition unit (51) for acquiring information regarding temperature unevenness of the battery that occurs with vertical movement of the electric flying object; and an output unit (53) for outputting a monitoring result when a predetermined condition regarding an abnormality of the battery is satisfied based on the information regarding the temperature unevenness.

2. The monitoring device of claim 1, wherein the acquisition unit acquires information regarding the discharge characteristics during movement in the vertical direction together with information regarding the temperature unevenness of the battery, and the output unit outputs the monitoring result based on the information regarding the temperature unevenness and the information regarding the discharge characteristics.

3. The monitoring device of claim 1 or 2, wherein the vertical movement is a takeoff flight and / or a landing flight.

4. The monitoring device according to claim 3, wherein the discharge rate of the battery during the vertical movement is 3C or more and the duration of the movement is 30 seconds or more.

5. The monitoring device according to claim 1, wherein the battery has a plurality of battery cells (142), and the battery cells include a layered compound material as a positive electrode material.

6. The monitoring device according to claim 1, wherein the battery includes a battery pack (141) comprising a plurality of battery cells (142), and the information regarding the temperature unevenness includes information regarding the temperature unevenness inside the battery cells.

7. The monitoring device of claim 6, wherein the battery cell has electrode terminals (142P, 142N), and the information relating to the temperature unevenness includes temperature rise characteristics before reaching a maximum temperature and / or temperature relaxation characteristics after reaching a maximum temperature associated with the vertical movement of the electric flying body at or near the electrode terminals of the battery cell.

8. The monitoring device according to claim 7, wherein the information relating to the temperature unevenness includes information at or near the electrode terminal of the battery cell arranged near the center of the battery pack.

9. A program stored in a storage medium (203) for monitoring a battery (14) mounted on an electric flying object (10), the program including instructions to be executed by a processor (201), the program including the instructions to execute the following: obtaining information regarding temperature unevenness of the battery that occurs with the vertical movement of the electric flying object; and outputting a monitoring result when a predetermined condition regarding an abnormality of the battery is met based on the information regarding the temperature unevenness.

10. A monitoring device for monitoring a battery (14) mounted on an electric flying body (10), comprising: an acquisition unit (51) for acquiring characteristics including the temperature rise characteristics of the battery before reaching a maximum temperature and / or the temperature relaxation characteristics after reaching a maximum temperature that occur as the electric flying body moves in the vertical direction; and an output unit (53) for outputting a monitoring result when a predetermined condition regarding an abnormality in the battery is met based on the characteristics.

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