JP2021174686A - Mobile body - Google Patents

Abstract

To suppress a decrease in remaining battery level of a storage battery for heating the storage battery in a mobile body equipped with the storage battery.SOLUTION: A mobile body includes a heat collector that heats a heat medium with sunlight, a storage battery that supplies power to a power source, and a medium supply unit that supplies the heat medium heated by the heat collector to the storage battery. Preferably, the mobile body further includes a heater that heats the storage battery, and a control unit that determines, on the basis of the current time, whether the mode is a first mode in which the heat collector can sufficiently heat the heat medium or a second mode in which the heat collector cannot sufficiently heat the heat medium. In that case, the control unit supplies the heat medium to the storage battery by the medium supply unit in the first mode, and operates the heater or increases the amount of heat generated by the heater in the second mode.SELECTED DRAWING: Figure 5

Description

The present invention relates to a mobile body including a storage battery.

For example, in a car in a cold region or a car in a low temperature environment such as at night, a technique for heating the storage battery is known in order to prevent a decrease in the capacity of the storage battery or improve the utilization efficiency of the storage battery while driving. .. For example, Patent Document 1 proposes that a heater module is provided at a specific position in a vehicle and faces the side surface of the battery module, and the battery module is heated by the heater module.

Japanese Patent No. 5861484

By the way, in a conventional mobile body such as an automobile, since the heater module is operated by using the electric power of the storage battery, the electric power of the storage battery cannot be supplied to the power source (for example, a motor) of the moving body by that amount, and is relative. In addition, the cruising range of the moving object due to the storage battery is reduced. Further, in order to guarantee the operation of the storage battery even in a temperature environment lower than the conventional one, the power consumption of the heater must be increased, and as a result, the cruising range of the moving body due to the storage battery is further reduced.
The present invention has been made in view of the above-mentioned problems, and an object of the present invention is to suppress a decrease in the remaining battery level of a storage battery for heating the storage battery in a mobile body provided with the storage battery.

One embodiment of the present invention includes a heat collector that heats a heat medium with sunlight, a storage battery that supplies electric power to a power source, and a medium supply unit that supplies the heat medium heated by the heat collector to the storage battery. It is a moving body equipped with.

According to an aspect of the present invention, in a mobile body provided with a storage battery, it is possible to suppress a decrease in the remaining battery level of the storage battery for heating the storage battery.

It is the schematic of the flying object of 1st Embodiment. It is a figure which shows the structure of the heat supply device mounted on the flying object of 1st Embodiment. It is a block diagram which shows the system structure of the flying object control system of 1st Embodiment. It is a flowchart which shows the whole control of the flying object control system of 1st Embodiment. It is a flowchart which shows the power control processing of a daytime mode. It is a flowchart which shows the heat control process of a daytime mode. This is a modified example of the flowchart showing the heat control process in the daytime mode. It is a flowchart which shows the power control processing of a night mode. It is a flowchart which shows the heat control process of a night mode. It is a figure which shows the structure of the heat supply device mounted on the flying object of the 2nd Embodiment. It is a flowchart which shows the heat control processing of the night mode in the flying body of the 2nd Embodiment.

(1) First Embodiment Hereinafter, an aircraft, which is an embodiment of a mobile body, will be described. The moving body of the present invention is not limited to a flying body such as an aircraft, and can be applied to other types of moving bodies such as automobiles and railroad vehicles.
The aircraft of the present embodiment may be a manned aircraft or an unmanned aerial vehicle such as a drone, but the case of an unmanned aerial vehicle will be described below.
The aircraft of the present embodiment uses a motor (motor) for rotationally driving a propeller as a power source, and supplies electric power of a battery module (storage battery) to the motor to operate the motor.
Since an aircraft can fly at high altitudes and at high latitudes, it is necessary to operate the battery module at a cryogenic temperature of several degrees to several tens of degrees below freezing. Therefore, the aircraft of the present embodiment is equipped with a heat supply device described later. The heat supply device is configured to heat the battery module by supplying the heat medium heated by the heat collector to the battery module.

(1-1) Configuration of an exemplary aircraft AV FIG. 1 shows a schematic diagram of an exemplary aircraft AV of the present embodiment. An aircraft AV is an electric vehicle that obtains propulsion by driving a motor with electric power generated by a solar panel. An aircraft control system 1, which will be described later, is mounted on the aircraft AV.
As shown in FIG. 1, the aircraft AV includes a wing portion 12, a drive portion 4 attached to the wing portion 12, a propeller 14 connected to the drive portion 4, and a fuselage portion 16. The number of propellers 14 mounted on the aircraft AV may be arbitrary. The drive unit 4 includes a motor that rotationally drives the propeller 14.
In the example of FIG. 1, battery module BTs that supply electric power to the drive unit 4 are provided on both wings of the wing unit 12. Although not shown in FIG. 1, the battery module BT is wired so as to be electrically connectable to the solar panel 32 and the drive unit 4.

As shown in FIG. 1, the solar panel 32 is preferably provided on the wing portion 12 in order to receive a large amount of sunlight and increase the amount of power generation. That is, by providing the solar panel 32 on the wing portion 12, the installation area of the solar panel 32 can be made as large as possible.
As shown in FIG. 1, a heat collector 51 is arranged on the wing portion 12 of the aircraft AV. The heat collector 51 transfers the heat energy of sunlight (that is, solar heat) to a heat medium. The heat medium is not limited, but for example, water or an antifreeze solution containing a solvent such as ethylene glycol or methyl alcohol is adopted. As will be described later, the heat medium is used to heat the battery module BT. Although the position of the heat collector 51 is not limited, it is preferable that the heat collector 51 is arranged on the wing portion 12 in order to transfer as much solar heat as possible to the heat medium.

As will be described later, the aircraft control system 1 includes an ECU (Electrical Control Unit) 2 for controlling the entire aircraft AV of the present embodiment such as flight control, charge / discharge control of the battery module BT, and solar. A BMS (Battery Management System) 31 for controlling the electric power generated by the panel 32 is included. The ECU 2 and the BMS 31 are provided, for example, on the body portion 16.

(1-2) Configuration of Heat Supply Device 5 Next, a configuration example of the heat supply device 5 (an example of the medium supply unit) mounted on the aircraft AV of the present embodiment will be described with reference to FIG.
As shown in FIG. 2, the heat supply device 5 includes a heat collector 51, a control valve 510, a pump 511, a heat radiating unit 512, and conduits 513 and 514. As the heat collector 51, for example, a vacuum tube type in which the heat medium HM is passed through a cylindrical glass tube (not shown) having a vacuum inside can be adopted so as to transfer solar heat to the heat medium HM in the glass tube. It is composed of. The heat collector 51 is not limited to the vacuum tube type, and a flat plate type (a heat collecting plate arranged on the surface and a heat insulating material provided inside to prevent heat from escaping) may be used.
The conduit 513 is a tube that guides the heat medium HM heated by the heat collector 51 to the heat radiating section 512. As shown in FIG. 2, for example, the heat radiating unit 512 is arranged adjacent to the battery module BT, preferably arranged at the bottom of the battery module BT so as to make surface contact, and directs the heat of the heat medium HM toward the battery module BT. Heat is dissipated (the battery module BT receives heat). The conduit 514 is a tube that returns the heat medium HM radiated to the battery module BT to the collector 51. The conduits 513 and 514 form part of a closed circuit of the heat medium HM that circulates the heat medium HM between the collector 51 and the heat radiating unit 512 in the heat supply device 5.
The control valve 510 is a valve for adjusting the flow rate of the heat medium HM discharged from the heat collector 51 to the closed circuit, but is not an essential component. The control valve 510 is, for example, a solenoid valve that operates based on a signal for controlling the valve opening degree from the ECU 2.
The pump 511 is a circulation pump for promoting the circulation of the heat medium HM in the closed circuit of the heat supply device 5. Although FIG. 2 shows an example in which the pump 511 is provided in the conduit 513, it may be provided in the vessel 514. The ON / OFF of the operation of the pump 511 and the flow rate of the pump 511 are preferably controlled by the ECU 2.

Although shown by a virtual line in FIG. 2, preferably, in the vicinity of the battery module BT (in the example of FIG. 2, the upper part of the battery module BT), instead of the heat supply device 5, or together with the heat supply device 5. A heater device 52 for heating the battery module BT is arranged.

(1-3) System Configuration of Aircraft Control System 1 Next, an example of a system configuration of the aircraft control system 1 of the present embodiment will be described with reference to FIG.
As shown in FIG. 3, the aircraft control system 1 includes an ECU 2, a power supply unit 3, a drive unit 4, a heat supply device 5, a data acquisition unit 6, a storage 7, and a communication unit 8. The aircraft control system 1 preferably includes a heater device 52.

The ECU 2 has a processor and a memory (RAM (Random Access Memory) and ROM (Read Only Memory)), and controls the entire aircraft control system 1 by executing a predetermined program. The ECU 2 performs various controls such as flight control (for example, autonomous navigation control) based on the data acquired by the data acquisition unit 6, but power control processing is performed as control related to the power supply unit 3 and the heat supply device 5. And heat control processing. The power control process and the thermal control process will be described later.
The ECU 2 is an example of a control unit and a failure determination unit.

As shown in FIG. 3, the data acquisition unit 6 includes, for example, a GPS receiver 61, an air velocity sensor 62, an inertial measurement unit 63, a video camera 64, and a real-time clock (RTC) 65. .. The airspeed sensor 62 and the video camera 64 are optional elements at least in the power control process and the thermal control process described later. The ECU 2 sequentially or, if necessary, records the data acquired by each device of the data acquisition unit 6 in the storage 7. The storage 7 is a large-scale storage device such as an HDD (Hard Disk Drive).

The GPS (Global Positioning System) receiver 61 identifies the position (latitude and latitude value) of the aircraft AV based on the signal received from the GPS satellite. The airspeed sensor 62 detects the airspeed of an aircraft AV using, for example, a Pitot tube.
The inertial measurement unit 63 includes, for example, a 3-axis gyro and a 3-axis acceleration sensor, and measures three-dimensional angular velocity and acceleration. The inertial measurement unit 63 allows the ECU 2 to sequentially recognize the attitude of the aircraft AV during flight.
The video camera 64 sequentially acquires images of the aircraft AV in flight. The real-time clock 65 is a device that measures the current time.

When performing the power control process and the thermal control process described later, the ECU 2 flies based on the latitude and longitude information of the aircraft AV acquired by the GPS receiver 61 and the current time information acquired by the real-time clock 65. Determine whether the current position of the aircraft AV inside is daytime or nighttime. Further, when the current position of the aircraft AV in flight is daytime, the ECU 2 determines whether the wing portion 12 is in a direction to receive sunlight based on the attitude information of the aircraft AV acquired by the inertial measurement unit 63. judge.

The drive unit 4 includes an ESC (Electric Speed Controller) 41 and a motor 42.
The motor 42 is a power source for an aircraft AV operated by the electric power of the battery module BT. The ESC 41 controls the rotation speed of the motor 42 based on the required speed command of the aircraft AV from the ECU 2.
The communication unit 8 receives instruction information such as the operation route and / or operation speed of the aircraft AV from an external communication device (not shown) operated by the user who manages the aircraft AV, and notifies the ECU 2. The ECU 2 performs autonomous navigation control of the aircraft AV based on the instruction information received from the communication unit 8. When the ECU 2 detects a failure, the communication unit 8 also transmits a failure notification to an external communication device based on the instruction from the ECU 2.

As shown in FIG. 3, the power supply unit 3 includes a BMS 31, a solar panel 32, a DC / DC converter 33, a charging unit 34, an auxiliary battery 35, a voltage sensor 36, a current sensor 37, 321 and a temperature sensor 38, and a battery module. Equipped with BT.
The BMS 31 has a processor and a memory (RAM and ROM), and controls the entire power supply unit 3 by executing a predetermined program.
The solar panel 32 is configured by integrating a plurality of solar cells and connecting them in series, and generates, for example, a DC voltage of several V to several tens of V.
The DC / DC converter 33 boosts the DC voltage generated by the solar panel 32 to the voltage required to charge the battery module BT. For example, the DC / DC converter 33 boosts the DC voltage of several V to several tens of V generated by the solar panel 32 to the DC voltage of several tens V to several hundred V, but this is only an example. In the present embodiment, the DC voltage generated by the solar panel 32 and the DC voltage after boosting by the DC / DC converter 33 can be arbitrarily determined according to the specifications of the aircraft AV.
The battery module BT is, for example, a module in which a plurality of cells (batteries) are connected in series and / or in parallel.

The voltage sensor 36 is configured to detect the charging voltage (voltage across the battery module BT) of the battery module BT. The current sensor 37 is configured to detect the current flowing through the wiring connected to the battery module BT. The temperature sensor 38 is configured to detect the surface temperature, the internal temperature of the battery module BT, or the atmospheric temperature in the vicinity thereof. The current sensor 321 is configured to detect the current flowing from the solar panel 32 to the DC / DC converter 33.
The detection signals of the voltage sensor 36, the current sensors 37, 321 and the temperature sensor 38 are sequentially transmitted to the BMS 31.

The charging unit 34 is an interface for charging the battery module BT by connecting to an external charger (or charging station) (not shown), for example, before the aircraft AV takes off (that is, before the start of operation). The charging of the battery module BT by the external charger via the charging unit 34 is performed under the control of the BMS 31.
The auxiliary battery 35 is an optional element. For example, the auxiliary battery 35 is used when the battery module BT that generates the main power source fails during navigation or is unable to generate sufficient electric power due to lack of electric power.

The BMS 31 has an A / D converter that receives detection signals from each sensor in the power supply unit 3 and converts each detection signal into a digital signal. The digital signal of each detection signal is taken into the processor. In the BMS 31, the processor executes a program to calculate the SOC (State of Charge) of the battery module BT based on, for example, the detection signals (digital values) of the voltage sensor 36 and the current sensor 37.

(1-4) Processing of Aircraft Control System 1 Next, the processing of the aircraft control system 1 of the present embodiment will be described with reference to the flowcharts of FIGS. 4 to 9. The flowcharts of FIGS. 4 to 9 are processes executed by the ECU 2 and the BMS 31 in cooperation with each other.

(1-4-1) Overall processing (Fig. 4)
FIG. 4 is a flowchart showing the overall processing performed in relation to the electric power control and the thermal control in the aircraft control system 1, and is sequentially executed by the ECU 2.
The ECU 2 acquires the current time information (current time information) from the real-time clock 65 (step S2), and acquires the latitude and longitude information (current position information) of the aircraft AV acquired from the GPS receiver 61 (step S4). .. The ECU 2 determines whether the current position of the aircraft AV in flight is daytime or nighttime based on the current time information acquired in step S2 and the current position information acquired in step S4 (step S6).
When the current position of the aircraft AV in flight is daytime (step S6: YES), the ECU 2 has both the daytime mode power control process (step S10) and the daytime mode thermal control process (step S10), which will be described later. S20) is executed. The execution order of steps S10 and S20 may be reversed.
On the contrary, when the current position of the aircraft AV in flight is at night (step S6: NO), the ECU 2 performs the night mode power control process (step S30) and the night mode thermal control, which will be described later. The process (step S40) is executed. The execution order of steps S30 and S40 may be reversed.
The daytime mode is an example of the first mode in which the heat medium can be sufficiently heated by the heat collector 51. The night mode is an example of a second mode in which the heat medium cannot be sufficiently heated by the collector 51.

(1-4-2) Daytime mode power control processing (Fig. 5)
FIG. 5 shows a detailed flow chart of the power control process of the daytime mode in step S10 of FIG.
In the daytime mode, it is expected that the solar panel 32 will generate sufficient electric power due to sunlight. Therefore, the ECU 2 charges the battery module BT with the electric power generated by the solar panel 32 and transfers the electric power of the battery module BT to the motor 42. Instruct the power supply unit 3 to supply the power (step S11).

The next steps S13 to S15 are processes for detecting the presence or absence of a failure of the power supply unit 3. That is, the ECU 2 acquires the current attitude information of the aircraft AV from the inertial measurement unit 63 (step S12), and the solar panel 32 provided on the wing portion 12 of the aircraft AV receives sunlight based on the acquired attitude information. It is determined whether or not the direction is to be applied (step S13). Here, when the solar panel 32 is oriented to receive sunlight, the ECU 2 acquires information on the amount of current flowing from the solar panel 32 to the DC / DC converter 33 from the BMS 31, and the amount of current is less than a predetermined threshold value. It is determined whether or not there is (step S14). If the amount of current is small (that is, if it is less than a predetermined threshold value) even though the solar panel 32 is oriented to receive sunlight, the solar panel 32 and / or the DC / DC converter 33 fails. it seems to do. Therefore, the ECU 2 notifies the failure (step S15). For example, the ECU 2 controls the communication unit 8 so that the communication unit 8 transmits a failure notification to an external communication device operated by a user who manages the aircraft AV.
When the solar panel 32 is not oriented to receive sunlight (step S13: NO), or when the amount of current flowing from the solar panel 32 to the DC / DC converter 33 is equal to or greater than the above-mentioned predetermined threshold value (step S14: NO). ECU 2 does nothing.

(1-4-3) Daytime mode thermal control processing (Figs. 6 and 7)
FIG. 6 shows a detailed flow chart of the heat control process of the daytime mode in step S20 of FIG.
In the daytime mode, since the battery module BT can be heated by using the heat supply device 5 by sunlight, the heater device 52 can be turned off to suppress the power consumption.
Therefore, first, the ECU 2 turns off the heater device 52 (step S22) when the heater device 52 is ON in the daytime mode (step S21: YES). Next, the ECU 2 turns on the heat supply device 5 (step S23). That is, the ECU 2 operates the pump 511 of the heat supply device 5, whereby the heat medium starts to circulate in the closed circuit of the heat supply device 5. When the heat medium begins to circulate, the heat medium heated by the heat collector 51 is propagated to the heat radiating section 512 and dissipates heat toward the battery module BT, thereby heating the battery module BT.

The steps S24 to S28 performed next correspond to the detection of the presence or absence of a failure of the heat supply device 5 and the processing at the time of the failure. That is, the ECU 2 acquires the current attitude information of the aircraft AV from the inertial measurement unit 63 (step S24), and the heat collector 51 provided on the wing portion 12 of the aircraft AV collects sunlight based on the acquired attitude information. It is determined whether or not the receiving direction is received (step S25). Here, when the collector 51 is oriented to receive sunlight, the ECU 2 sequentially starts with the BMS 31 and sequentially determines the surface temperature, the internal temperature, or the ambient temperature in the vicinity of the battery module BT (that is, the temperature of the battery module BT). Get the data. The temperature of the battery module BT is based on the detection signal received by the BMS 31 from the temperature sensor 38.
For example, when the amount of decrease in temperature of the battery module BT for a predetermined time after determining that the heat collector 51 is suitable for receiving sunlight is larger than a predetermined threshold value (step S26: YES), the heat supply device It is considered that the battery module BT is not heated by 5 and the heat supply device 5 is out of order. In that case, the ECU 2 notifies the failure (step S27). For example, the ECU 2 controls the communication unit 8 so that the communication unit 8 transmits a failure notification to an external communication device operated by a user who manages the aircraft AV. Since the battery module BT cannot be heated by the heat supply device 5, the ECU 2 turns on the heater device 52 in order to heat the battery module BT by the heater device 52 (step S28).
If the collector 51 is not oriented to receive sunlight (step S25: NO), or if the amount of decrease in temperature of the battery module BT is not larger than a predetermined threshold value (step S26: NO), the ECU 2 has nothing. do not.

In the flowchart of FIG. 6, a case where the heater device 52 is not operated and only the heat supply device 5 is operated in the normal state is illustrated, but this is not the case. The heater device 52 may also be operated as an auxiliary according to the amount of heat required for the battery module BT. In that case, if it is determined in step S26 that the heat supply device 5 is out of order, control may be performed to increase the amount of heat generated by the heater device 52. Thereby, the amount of heat that the heat supply device 5 cannot provide can be covered by the heater device 52.

The flowchart of FIG. 7 shows a modified example of the thermal control process of the night mode of FIG.
FIG. 7 differs from FIG. 6 only in step S26A. That is, in the detection of the presence or absence of failure of the heat supply device 5 in the flowchart of FIG. 7, the amount of decrease in the temperature of the heat collector 51 for a predetermined time after determining that the heat collector 51 is in the direction of receiving sunlight is determined. If it is larger than a predetermined threshold value (step S26A: YES), it is determined that the heat supply device 5 has failed, and the ECU 2 notifies the failure (step S27). In this modification, it is necessary to provide a temperature sensor for detecting the surface temperature or the internal temperature of the heat collector 51, or the temperature in the vicinity thereof.
As another modification, a temperature sensor for measuring the temperature of the heat medium on the upstream side of the heat radiating unit 512 is provided, for example, in the conduit 513, and it is determined that the heat collector 51 is oriented to receive sunlight. When the amount of decrease in temperature of the temperature sensor over time is larger than a predetermined threshold value, it may be determined that the heat supply device 5 is out of order.

(1-4-4) Night mode power control processing (Fig. 8)
FIG. 8 shows a detailed flow chart of the power control process of the night mode in step S30 of FIG.
In the night mode, the solar panel 32 cannot generate electric power, so that the electric power of the aircraft AV during navigation depends exclusively on the battery module BT. Therefore, the ECU 2 instructs the power supply unit 3 to supply the electric power of the battery module BT to the motor 42 (step S31).

If the battery module BT runs out of power during sailing, it cannot sail. Therefore, it is preferable that the ECU 2 sequentially confirms whether or not the aircraft AV can continue sailing at night. Specifically, the ECU 2 determines whether or not the remaining battery level of the battery module BT is equal to or greater than the nighttime power consumption of the motor 42 (step S32).

Here, when calculating the nighttime power consumption by the motor 42, the ECU 2 sets the day based on, for example, the current time information acquired from the real-time clock 65 and the current position information acquired from the GPS receiver 61. You may estimate the time until the solar panel 32 can start charging after dawn. If the average power consumption per unit time by the motor 42 is empirically known, the nighttime power consumption by the motor 42 can be estimated. Further, the BMS 31 can be configured to estimate the remaining battery level of the battery module BT based on the detection signals of the voltage sensor 36 and the current sensor 37 and notify the ECU 2.

When the remaining battery level of the battery module BT is less than the power consumption at night by the motor 42 (step S32: NO), the aircraft AV cannot continue sailing at night, so for example, the ECU 2 notifies the forced landing (step S32: NO). Step S33). For example, the ECU 2 controls the communication unit 8 so that the communication unit 8 transmits a forced landing notification to an external communication device operated by a user who manages the aircraft AV.

(1-4-5) Thermal control process in night mode (Fig. 9)
FIG. 9 shows a detailed flow chart of the heat control process of the night mode in step S40 of FIG.
In the night mode, the battery module BT cannot be heated by using the heat supply device 5, so it is necessary to heat the battery module BT by using the heater device 52.
Therefore, first, when the heat supply device 5 is ON (step S41: YES) in the night mode, the ECU 2 turns off the heat supply device 5 (step S42). Specifically, the ECU 2 stops the operation of the pump 511 to stop the circulation of the heat medium. Next, the ECU 2 controls the heater device 52 to be turned on (step S43). As a result, the battery module BT is heated by the heat generated by the heater device 52.
When the heater device 52 is already operated as an auxiliary in addition to the heat supply device 5 in the daytime mode, the amount of heat generated by the heater device 52 is largely controlled in step S43 in the flowchart of the nighttime mode. May be good.

As described above, the aircraft AV of the present embodiment has a battery module BT that supplies electric power to the motor 42 that is a power source, and a heat collector 51 that heats a heat medium with sunlight. It is configured to include a heat supply device 5 configured to supply the heat medium heated by the battery module BT to the battery module BT. Therefore, since the battery module BT can be heated by the heat medium, it is not necessary to operate the heater device 52 to heat the battery module BT itself, so that it is possible to suppress a decrease in the remaining battery level of the battery module BT. ..
The aircraft AV of the present embodiment may be provided with a heater device 52 in order to provide an auxiliary heating function for the heat supply device 5. Even in that case, the operation of the heater device 52 can be performed with low power consumption such as in a power saving mode.
Further, by providing the heater device 52, the battery module BT can be heated by the heater device 52 instead of the heat supply device 5 in the night mode in which the heat supply device 5 cannot supply the heat medium to the battery module BT.

(2) Second Embodiment Hereinafter, the aircraft which is the second embodiment will be described.
The aircraft of the present embodiment has a heat supply device different from that of the first embodiment (see FIG. 2), but other parts are the same as those of the first embodiment, so duplicate description will be omitted. In the following, a description will be made focusing on a portion different from the first embodiment.

(2-1) Configuration of Heat Supply Device 5A The configuration of the heat supply device 5A mounted on the aircraft of the present embodiment is shown in FIG.
As shown in FIG. 10, the heat supply device 5A includes a heat collector 51, control valves 510A, 510B, 510C, a pump 511A, a heat radiating unit 512, a heat storage tank 53, and conduits 515 to 517. The heat collector 51 and the heat radiating unit 512 may be the same as those in the first embodiment (see FIG. 2).
The heat supply device 5A of the present embodiment is different from the heat supply device 5 in that the heat storage tank 53 is provided in the closed circuit of the heat medium HM. The heat medium HM heated by the heat collector 51 is supplied to the heat storage tank 53 via the conduit 515. The heat storage tank 53 has a structure in which a heat insulating material is interposed between the container (not shown) for storing the heat medium HM and the exterior, and the loss of heat to the outside can be suppressed. In the present embodiment, the heat medium HM is stored in the heat storage tank 53 so that the heat medium HM can be provided to the battery module BT at night when the heat medium HM cannot be heated by the heat collector 51.

Referring to FIG. 10, the conduit 515 is a pipe that guides the heat medium HM heated by the heat collector 51 to the heat storage tank 53. The control valve 510A is provided in the conduit 515 and controls the flow rate of the heat medium HM from the heat collector 51 to the heat storage tank 53.
The conduit 516 is a pipe that guides the heat medium HM stored in the heat storage tank 53 to the heat dissipation unit 512. The control valve 510B is provided in the conduit 516 and controls the flow rate of the heat medium HM from the heat storage tank 53 to the heat dissipation unit 512.
The conduit 517 is a pipe that returns the heat medium HM of the heat radiating unit 512 to the collector 51. The control valve 510C is provided in the conduit 517 and controls the flow rate of the heat medium HM from the heat radiating unit 512 to the heat collector 51.
The control valves 510A, 510B, and 510C can be composed of solenoid valves like the control valve 510, and the valve opening degree of each valve can be independently controlled by the ECU 2.
The pump 511A is a circulation pump for promoting the circulation of the heat medium HM in the closed circuit of the heat supply device 5A. Although FIG. 10 shows an example in which the pump 511A is provided in the conduit 516, it may be provided in another conduit. The ON / OFF of the operation of the pump 511A and the flow rate of the pump 511 are preferably controlled by the ECU 2.

Although shown by a virtual line in FIG. 10, preferably, in the vicinity of the battery module BT (in the example of FIG. 10, the upper part of the battery module BT), instead of the heat supply device 5A or together with the heat supply device 5A. A heater device 52 for heating the battery module BT is arranged.

(2-2) Thermal Control Process Next, the thermal control process of the present embodiment will be described.

(2-2-1) Heat control process in daytime mode The heat control process in daytime mode is as shown in the flowchart of FIG. 6, but the operation when the heat supply device 5A is turned on in step S23 is as follows. It is as follows.
The ECU 2 of the present embodiment controls the heat supply device 5A so that the control valves 510A, 510B, and 510C are all opened and the pump 511A operates. As a result, the heat medium begins to circulate in the closed circuit of the heat supply device 5A. When the heat medium begins to circulate, the heat medium heated by the heat collector 51 is propagated to the heat radiating section 512 via the heat storage tank 53 and dissipates heat toward the battery module BT, thereby heating the battery module BT. NS.
When the current position of the aircraft AV is no longer in the daytime and the heat control process in the daytime mode is not performed any more, the ECU 2 closes all the control valves 510A, 510B, and 510C and stops the pump 511A. In this state, the heat medium is accumulated in the heat storage tank 53.

(2-2-2) Thermal control processing in night mode (Fig. 11)
FIG. 11 shows a detailed flow chart of the heat control process of the night mode in the present embodiment of step S40 of FIG.
By operating the heat supply device 5A in the daytime mode, the heat medium is accumulated in the heat storage tank 53. The heat medium in the heat storage tank 53 retains high heat energy even at night due to the effect of the heat insulating material of the heat storage tank 53. Therefore, when the night mode is set, the ECU 2 opens the control valve 510B and operates the pump 511A to send the heat medium having high thermal energy in the heat storage tank 53 to the heat radiating unit 512 (step S51). .. Thereby, the battery module BT can be heated even at night.

If the heating effect of the heat medium is not sufficient, the ECU 2 can operate the heater device 52 (step S52). For example, after executing step S51, the ECU 2 sequentially acquires temperature data of the battery module BT from the BMS 31, and when the amount of increase in the temperature is less than a predetermined threshold value after a lapse of a predetermined time, the heater device 52 is used. You may decide to operate.
In the present embodiment, even when the heater device 52 is operated, the battery module BT is heated by the heat medium provided from the heat storage tank 53 to the heat radiating unit 512, so that the heater device 52 is in the power saving mode. It is possible to suppress the power consumption of the heater device 52, such as by operating the heater device 52.

Since the battery module BT is placed in a low temperature environment in the night mode rather than the day mode, the amount of heat medium supplied to the battery module BT (that is, the heat radiation unit 512 is supplied in the night mode). The amount of heat medium) may be controlled to be larger than in the daytime mode.
For example, in order to make the flow rate of the pump 511A larger than that in the daytime mode in the nighttime mode, the rotation speed of the pump 511A is set to the first rotation speed in the daytime mode, and the rotation speed of the pump 511A is set to the first rotation speed in the nighttime mode. The second rotation speed may be higher than that. Alternatively, in the daytime mode, the valve opening degree of the control valve 510B may be set as the first opening degree, and in the nighttime mode, the valve opening degree of the control valve 510B may be set as the second opening degree larger than the first opening degree. Both the rotation speed of the pump 511A and the valve opening degree of the control valve 510B may be different values in the daytime mode and the nighttime mode.

Although the mobile body embodiment of the present invention has been described in detail above, the present invention is not limited to the above embodiment. Further, the above-described embodiment can be improved or modified in various ways without departing from the spirit of the present invention. For example, the individual technical matters described in each embodiment and modification can be appropriately combined as long as there is no contradiction.

AV ... Aircraft 1 ... Aircraft control system 12 ... Wings 14 ... Propellers 16 ... Fuselage 2 ... ECU
3 ... Power supply unit 31 ... BMS
32 ... Solar panel 321 ... Current sensor 33 ... DC / DC converter 34 ... Charging unit 35 ... Auxiliary battery 36 ... Voltage sensor 37 ... Current sensor 38 ... Temperature sensor BT ... Battery module 4 ... Drive unit 41 ... ESC
42 ... Motor 5,5A ... Heat supply device 51 ... Heat collector 510, 510A, 510B, 510C ... Control valve 511,511A ... Pump 512 ... Heat dissipation unit 513 to 517 ... Conduit HM ... Heat medium 52 ... Heater device 53 ... Heat storage Tank 6 ... Data acquisition unit 61 ... GPS receiver 62 ... Anti-air velocity sensor 63 ... Inertial measurement unit 64 ... Video camera 65 ... Real-time clock 7 ... Storage 8 ... Communication unit

Claims (10)

A heat collector that heats the heat medium with sunlight,
A storage battery that supplies power to the power source,
A medium supply unit that supplies the heat medium heated by the heat collector to the storage battery, and
A mobile body equipped with. The medium supply unit further includes a tank for storing the heat medium.
The mobile body according to claim 1. Further provided with a heater for heating the storage battery,
The mobile body according to claim 1 or 2. A heater that heats the storage battery and
Based on the current time, it is determined whether the mode is the first mode in which the heat collector can sufficiently heat the heat medium, or the second mode in which the heat collector cannot sufficiently heat the heat medium. With a control unit,
In the first mode, the control unit supplies a heat medium to the storage battery by the medium supply unit, and in the second mode, operates the heater or generates heat generated by the heater. Enlarge,
The mobile body according to claim 1 or 2. Based on the current time, it is determined whether the mode is the first mode in which the heat collector can sufficiently heat the heat medium, or the second mode in which the heat collector cannot sufficiently heat the heat medium. Equipped with a control unit
The control unit controls the medium supply unit so that the amount of heat medium supplied to the storage battery in the second mode is larger than that in the first mode.
The mobile body according to any one of claims 1 to 4. A failure determination unit for determining the presence or absence of a failure based on a temperature change of the storage battery or the heat collector when the heat medium is being supplied to the storage battery by the medium supply unit is further provided.
The mobile body according to any one of claims 1 to 5. A failure determination unit for determining the presence or absence of a failure based on a temperature change of the heat medium supplied to the storage battery when the heat medium is being supplied to the storage battery by the medium supply unit is further provided.
The mobile body according to any one of claims 1 to 5. Further provided with a heater for heating the storage battery,
When the failure determination unit determines that there is a failure, the heater is operated or the amount of heat generated by the heater is increased.
The mobile body according to claim 6 or 7. The moving body is a flying body,
The mobile body according to any one of claims 1 to 8. The motor that is the power source and
Further equipped with a propeller connected to the motor,
The mobile body according to any one of claims 1 to 9.

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