KR102615678B1 - Method, device and server for intergrating manned and unmanned air vehicle charging and diagnostic inspection - Google Patents

Abstract

The present invention relates to a method device and system for integrating charging and diagnostic testing for a manned or unmanned aircraft, which includes charging the battery of the manned or unmanned aircraft based on the charging gun provided in the charging system being connected to the manned or unmanned aircraft. ; transmitting a signal for a diagnostic test to a gateway provided in the manned or unmanned aircraft through the charging gun while charging the battery; Receiving information about a diagnostic test of the manned and unmanned aircraft from the gateway through the charging gun; and determining a defect in the manned or unmanned flying vehicle based on the information about the diagnostic test.

Description

Method, device and system for integrating charging and diagnostic testing for manned and unmanned air vehicles {METHOD, DEVICE AND SERVER FOR INTERGRATING MANNED AND UNMANNED AIR VEHICLE CHARGING AND DIAGNOSTIC INSPECTION}

The present invention relates to a method, device, and system for integrating charging and diagnostic testing of a manned and unmanned air vehicle. More specifically, a method, device, and system for performing a diagnostic test at once using a charging gun when charging the battery of a manned or unmanned air vehicle. It's about the system.

Recently, demand for manned and unmanned aircraft such as drones, urban air mobility (UAM), and advanced air vehicles (AAV) is rapidly increasing. Additionally, services such as taxis and logistics delivery are expected to spread based on these manned and unmanned aircraft. In order to provide these services, manned and unmanned aircraft that meet the purpose of each service are expected to become an inevitable means of transportation or delivery.

Meanwhile, manned and unmanned aircraft are equipped with batteries that are charged at the station and can fly to their destination using the batteries as a power source. In order to provide services using these manned and unmanned aircraft more safely, when the station lands, it is necessary to conduct an accurate diagnostic test on the aircraft along with battery charging to determine the battery and aircraft information in advance. There is a need to increase user convenience.

Korean Patent Publication No. 10-2023-0028637

The present invention is intended to solve the above-mentioned problems, and provides a method, device, and system for performing charging and diagnostic testing at the same time by implementing an interface for performing battery charging and diagnostic testing of a manned or unmanned aircraft in a charging gun. There is a purpose.

According to one aspect of the present invention, a method for integrating charging and diagnostic testing for a manned or unmanned aircraft is provided. The method of integrating charging and diagnostic testing for a manned or unmanned aircraft includes charging the battery of the manned or unmanned aircraft based on the charging gun provided in the charging system being connected to the manned or unmanned aircraft; charging the battery; Transmitting a signal for a diagnostic test to a gateway provided in the manned or unmanned aircraft through the charging gun, receiving information about a diagnostic test of the manned or unmanned aircraft from the gateway through the charging gun, and the diagnostic test It includes the step of determining a defect in the manned or unmanned flying vehicle based on the information about.

In one aspect, the step of transmitting a signal for the diagnostic test includes the step of the charging system transmitting the signal for the diagnostic test to the gateway based on a transmission terminal (Tx) provided in the charging gun. .

In another aspect, the step of receiving information about the diagnostic test includes the step of the charging system receiving information about the diagnostic test from the gateway based on a receiving terminal (Rx) provided on the charging gun. .

In another aspect, the step of receiving information about the diagnostic test includes at least one of receiving information about a battery diagnostic test of the manned and unmanned air vehicle and receiving information about an airframe diagnostic test of the manned and unmanned air vehicle. Includes one.

In another aspect, determining a defect in the manned or unmanned flying vehicle includes determining a defect in the battery of the manned or unmanned flying vehicle, determining a defect in the airframe of the manned or unmanned flying vehicle, and determining a defect in the airframe of the manned or unmanned flying vehicle. It includes at least one step of determining whether there is a defect.

In another aspect, the step of determining a defect in the battery of the manned or unmanned aircraft includes separating the battery from the manned or unmanned aircraft and performing a detailed inspection based on determining that a defect exists in the battery. Includes more.

In another aspect, the step of determining a defect in the airframe of the manned or unmanned air vehicle further includes performing a detailed inspection of the manned or unmanned air vehicle based on determining that a defect exists in the airframe.

In another aspect, the step of determining whether there is a defect in the manned or unmanned flying vehicle includes checking the remaining battery capacity of the manned or unmanned flying vehicle, checking a weather situation associated with the manned or unmanned flying vehicle, and the remaining battery amount and the weather situation. Based on this, it further includes determining the amount of battery charge required for the manned and unmanned aircraft to fly to the next destination.

In another aspect, the step of checking the weather situation associated with the manned and unmanned aircraft includes checking the weather situation at the departure point of the manned and unmanned aircraft, confirming the weather situation at the destination of the manned and unmanned aircraft, and It includes at least one step of checking the weather conditions on the flight path of the manned and unmanned aircraft.

According to another aspect of the present invention, an integrated charging and diagnostic testing device for a manned or unmanned aircraft is provided. The charging and diagnostic test integrated device for the manned and unmanned aircraft includes a charging module that charges the battery of the manned and unmanned aircraft based on the charging gun being connected to the manned and unmanned aircraft, and the charging gun while charging the battery. An input/output module transmits a signal for a diagnostic test to a gateway provided in the manned or unmanned aircraft through the gateway, and receives information about the diagnostic test of the manned or unmanned aircraft from the gateway, and the manned or unmanned aircraft based on the information about the diagnostic test Includes a processor that determines defects in the aircraft.

In one aspect, the input/output module transmits a signal for the diagnostic test to the gateway based on a transmission terminal (Tx) provided in the charging gun.

In another aspect, the input/output module receives information about the diagnostic test from the gateway based on the receiving terminal (Rx) provided in the charging gun.

In another aspect, the input/output module receives at least one of information about a battery diagnostic test of the manned and unmanned aircraft and information about an airframe diagnostic test of the manned and unmanned aircraft.

In another aspect, the processor determines at least one of a defect in the battery of the manned and unmanned aircraft, a defect in the airframe of the manned and unmanned aircraft, and no defect in the manned or unmanned aircraft.

In another aspect, the processor separates the battery from the manned and unmanned aircraft and performs a detailed inspection based on determining that a defect exists in the battery.

In another aspect, the processor performs a detailed inspection of the manned and unmanned aircraft based on determining that a defect exists in the aircraft.

In another aspect, the processor checks the remaining battery capacity of the manned and unmanned aircraft, checks weather conditions associated with the manned and unmanned aircraft, and moves the manned and unmanned aircraft to the next destination based on the remaining battery capacity and the weather situation. Determine the amount of charge needed for flight.

In another aspect, the processor confirms at least one of the weather conditions for the departure point of the manned and unmanned aircraft, the weather conditions for the destination of the manned and unmanned aircraft, and the weather conditions for the flight path of the manned and unmanned aircraft.

According to another aspect of the present invention, an integrated charging and diagnostic testing system for manned and unmanned aircraft is provided. The integrated charging and diagnostic test system for the manned and unmanned aircraft includes a charging gun that charges the battery of the manned and unmanned aircraft based on being connected to the manned and unmanned aircraft, and a charging gun that is provided to the manned and unmanned aircraft through the charging gun while charging the battery. It includes a server that transmits a signal for a diagnostic test to a gateway, receives information about the diagnostic test of the manned and unmanned air vehicle from the gateway, and determines a defect in the manned or unmanned air vehicle based on the information about the diagnostic test. do.

Embodiments of the present invention can have effects including the following advantages. However, since this does not mean that the embodiments of the present invention must include all of them, the scope of the rights of the present invention should not be understood as limited thereby.

The charging and diagnostic test integrated method, device, and system for manned and unmanned aircraft according to an embodiment of the present invention determine the safety of the aircraft through a diagnostic test performed when charging the aircraft, and determine flight suitability in advance to prevent emergency situations. Accidents can be prevented in advance.

In addition, information on diagnostic tests performed during charging can be stored for each aircraft, and future optimal flight routes, battery development data, and aircraft optimization data can be provided using this information.

In addition, when necessary, the battery of the aircraft is removed and a detailed inspection is performed, which has the effect of preventing safety accidents.

In addition, depending on the weather conditions, the aircraft's flight time, flight potential, battery status, aircraft condition, and optimal battery charge amount can be determined.

In addition, it can revitalize industries and markets based on manned and unmanned aircraft.

Figure 1 is a diagram schematically showing an integrated charging and diagnostic test system for a manned and unmanned aircraft according to an embodiment of the present invention.
Figure 2 is a diagram showing the internal structure of the rechargeable gun.
Figure 3 is a diagram showing removing the battery and performing a detailed inspection.
Figure 4 is a flowchart of a method for integrating charging and diagnostic testing for a manned and unmanned aircraft according to an embodiment of the present invention.
Figure 5 is a detailed flowchart showing the operation after step S440.
Figure 6 is a block diagram of a charging and diagnostic testing integrated device for manned and unmanned aircraft according to an embodiment of the present invention.

Since the present invention can make various changes and have various embodiments, specific embodiments will be illustrated in the drawings and described in detail. However, this is not intended to limit the present invention to specific embodiments, and should be understood to include all changes, equivalents, and substitutes included in the spirit and technical scope of the present invention.

Terms such as first, second, A, B, etc. may be used to describe various components, but the components should not be limited by the terms. The above terms are used only for the purpose of distinguishing one component from another. For example, a first component may be referred to as a second component, and similarly, the second component may be referred to as a first component without departing from the scope of the present invention. The term and/or includes any of a plurality of related stated items or a combination of a plurality of related stated items.

When a component is said to be 'connected' or 'connected' to another component, it is understood that it may be directly connected or connected to the other component, but that other components may exist in between. It should be. On the other hand, when a component is mentioned as being 'directly connected' or 'directly connected' to another component, it should be understood that there are no other components in between.

The terms used herein are only used to describe specific embodiments and are not intended to limit the invention. Singular expressions include plural expressions unless the context clearly dictates otherwise. In this application, terms such as 'include' or 'have' are intended to designate the presence of features, numbers, steps, operations, components, parts, or combinations thereof described in the specification, but are not intended to indicate the presence of one or more other features. It should be understood that this does not exclude in advance the possibility of the existence or addition of elements, numbers, steps, operations, components, parts, or combinations thereof.

Unless otherwise defined, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by a person of ordinary skill in the technical field to which the present invention pertains. Terms defined in commonly used dictionaries should be interpreted as having a meaning consistent with the meaning in the context of the related technology, and unless clearly defined in the present application, should not be interpreted as having an ideal or excessively formal meaning. No.

Before providing a detailed description of the drawings, it would be clarified that the division of components in this specification is merely a division according to the main function each component is responsible for. That is, two or more components, which will be described below, may be combined into one component, or one component may be divided into two or more components for more detailed functions.

In addition to the main functions it is responsible for, each of the components described below may additionally perform some or all of the functions handled by other components, and some of the main functions handled by each component may be performed by other components. It may also be carried out in full charge by . Therefore, the presence or absence of each component described throughout this specification should be interpreted functionally.

As used herein, “A or B” may mean “only A,” “only B,” or “both A and B.” In other words, as used herein, “A or B” may be interpreted as “A and/or B.” For example, as used herein, “A, B or C” refers to “only A,” “only B,” “only C,” or “any and all combinations of A, B, and C ( It can mean “any combination of A, B and C)”.

The slash (/) or comma used in this specification may mean “and/or.” For example, “A/B” can mean “A and/or B.” Accordingly, “A/B” can mean “only A,” “only B,” or “both A and B.” For example, “A, B, C” can mean “A, B, or C.”

As used herein, “at least one of A and B” may mean “only A,” “only B,” or “both A and B.” In addition, in this specification, the expression "at least one of A or B" or "at least one of A and/or B" means "at least one It can be interpreted the same as "at least one of A and B".

Additionally, as used herein, “at least one of A, B and C” means “only A”, “only B”, “only C”, or “A, B and C”. It can mean “any combination of A, B and C.” Also, “at least one of A, B or C” or “at least one of A, B and/or C” means It may mean “at least one of A, B and C.”

Hereinafter, preferred embodiments of the present invention will be described in more detail with reference to the attached drawings. In order to facilitate overall understanding when describing the present invention, the same reference numerals are used for the same components in the drawings, and duplicate descriptions for the same components are omitted.

Figure 1 is a diagram schematically showing an integrated charging and diagnostic test system for a manned and unmanned aircraft according to an embodiment of the present invention.

Referring to FIG. 1, the integrated charging and diagnostic test system 100 for manned and unmanned aircraft according to this embodiment includes a physical interface that can diagnose and inspect the state of the aircraft using a charging gun when charging a manned or unmanned aircraft, and utilizes this. It is intended to prevent emergency situations in advance by performing diagnostics and inspections, and may include a manned and unmanned aircraft 110, a charging system 120, a database 130, and a charging backbone 140.

The integrated charging and diagnostic inspection system for manned and unmanned aircraft (100) checks the battery status of the manned and unmanned aircraft through diagnosis and inspection and the weather conditions of the departure point, destination, and flight route, and determines the battery charge amount accordingly to ensure safe flight. can do. The integrated charging and diagnostic test system 100 for manned and unmanned aircraft may be implemented with a charging system 120 equipped with a charging gun as the performing entity. Based on the integrated charging and diagnostic testing system 100 for manned and unmanned aircraft of FIG. 1, a business model (BM) that integrates charging and diagnostic testing for manned and unmanned aircraft can be implemented.

The manned and unmanned aircraft 110 is a device for transporting people or objects to their destination. The manned and unmanned aircraft 110 can be implemented as a drone, urban air mobility (UAM), or advanced air vehicle (AAV). Although the manned and unmanned aircraft 110 described below is a drone as an example, other types of aircraft described above can also be applied.

The manned and unmanned aircraft 110 can charge its battery while landing at a station or in stationary flight on a station, and then fly to the next station based on the charged battery. The station may be implemented as a general type station or a special type station depending on the type of aircraft. As an example, a general airfield including a runway may be implemented as a station. As another example, a vertiport for vertical takeoff and landing may be implemented as a station.

The manned and unmanned aircraft 120 may be equipped with a gateway for communicating with the charging system 120. The manned and unmanned aircraft 120 may transmit information about the battery and information about the aircraft to the charging system 120 through the gateway. Here, information about the battery may be information obtained from the battery management system (BMS) of the manned or unmanned aircraft. And the information about the aircraft may be information obtained from the flight control computer (FCC) of the manned or unmanned aircraft. The manned and unmanned aircraft may be equipped with a separately built central gateway (C-Gateway) to transmit BMS information and FCC information to the charging system 120 at once.

The charging system 120 is a device provided at the station to charge the battery of the manned and unmanned aircraft. The charging system 120 may be implemented with a charging gun for battery charging and a terminal or server connected to the charging gun. These terminals or servers may be implemented as PCs, laptops, PDAs, etc. The charging system 120 described below is described as an example of a system consisting of a charging gun and a PC, but other types of combinations described above (a charging gun and a laptop, a charging gun and a PDA) can also be applied.

The charging gun of the charging system 120 and the PC may be connected by wire. As an example, they can be connected to each other through a charging cable. When the station manager connects the charging gun to the manned and unmanned aircraft, power to charge the battery of the manned and unmanned aircraft can be transmitted through the charging cable. For example, when a charging gun is connected to a charging plug provided on a manned or unmanned aircraft, the PC can transmit a control signal for charging and control power to be transmitted through the charging cable. At this time, in order to identify whether the charging gun is properly connected to the charging plug of the manned or unmanned aircraft, a sensor for detecting connection may be further provided to the charging gun. The PC can determine whether the charger is connected or not through these sensors and then transfer power to the battery of the manned or unmanned aircraft through the charging cable.

Meanwhile, the charging gun of the charging system 120 may be additionally equipped with a physical interface for performing a diagnostic test on the manned and unmanned aircraft 110, unlike the conventional charging gun. A physical interface can be implemented as a transmission/reception terminal for transmitting/receiving specific data or a specific signal. The PC of the charging system 120 may transmit a signal for a diagnostic test through a transmission terminal (Tx) and receive information about the diagnostic test through a reception terminal (Rx). For example, when the charging gun is connected to the manned and unmanned aircraft 110, the PC can transmit a signal for a diagnostic test to the gateway of the manned and unmanned aircraft 110 through the transmission and reception terminal, and receive information about the diagnostic test from the gateway. there is. Here, diagnostic tests for manned and unmanned aircraft may include battery diagnostic tests and airframe diagnostic tests. The charging system 120 transmits signals for the battery diagnostic test and aircraft diagnostic test to the manned or unmanned aircraft, and then receives information about each diagnostic test from the manned or unmanned aircraft to perform the battery diagnostic test and the aircraft diagnostic test at the same time. there is.

The database 130 is a device that stores data processed from the charging system 120. Data stored in the database 130 may include aircraft information, diagnostic information, and inspection information of the manned and unmanned aircraft 110. The database 130 may further store information on weather conditions (temperature, humidity, wind speed, wind direction, etc.) related to the flight of the manned and unmanned aircraft. The database 130 may be implemented as a PC, laptop, PDA, smartphone, mobile terminal, etc. The database 130 described below takes the case of a PC as an example, but other types of devices described above can also be applied.

The charging backbone 140 is a device that supplies power to charge the battery. The charging backbone 140 can transmit predetermined power to the manned and unmanned aircraft 110 under the control of the charging system 120. For example, when the battery charge amount is determined through the charging system 120, power corresponding to the predetermined charge amount may be transmitted from the charging backbone 140 to the charging gun through the charging cable. Accordingly, the battery of the manned or unmanned aircraft connected to the charging gun can be charged by a predetermined amount of charge. The charging backbone 140 may be implemented with an energy storage, storage, battery, etc. provided in the station. The charging backbone 140 described below uses an energy storage as an example, but other types of devices described above may also be applied.

Figure 2 is a diagram showing the internal structure of the rechargeable gun.

Referring to Figure 2, a plurality of terminals may be provided as physical interfaces inside the charging gun. As an example, a power supply terminal (VCC) may be provided to charge the battery of the manned or unmanned aircraft. As another example, a transmission terminal (Tx) for transmitting a diagnostic test may be provided. As another example, a receiving terminal (Rx) may be provided to receive information about a diagnostic test. In addition, a ground terminal (GND) may be further provided for arc discharge of the charger gun.

The charging system can perform a diagnostic test at once while charging the battery of the manned or unmanned aircraft based on each terminal provided in the charging gun. That is, while the charging gun is connected to the manned and unmanned aircraft, power supplied from the charging backbone 140 can be transmitted through the power supply terminal, and a signal for diagnostic testing can be transmitted to the manned and unmanned aircraft (gateway) through the transmission terminal. . And a signal for a diagnostic test can be received from a manned or unmanned aircraft (gateway) through the receiving terminal. As shown in Figure 2, the cross-sectional shape of the charging gun is circular as an example, but it can also be implemented in other shapes such as ellipses or polyhedrons. Additionally, the arrangement positions of each terminal can also be changed.

Figure 3 is a diagram showing removing the battery and performing a detailed inspection.

Referring to FIG. 3, if the battery of the aircraft is determined to be defective based on information about the diagnostic test from the charging system 120, the battery can be removed from the aircraft and a detailed test can be performed. A detailed inspection of the battery may be performed using a separate detailed inspection device provided at the station. The precision inspection device can precisely inspect the battery by measuring the voltage of the battery cells in each state, such as normal voltage, voltage in a discharged state, voltage in a fully charged state, and voltage in a charging state, for each of the plurality of cells included in the battery. there is. Accordingly, it can be determined whether to recycle or discard the battery that has been initially determined to be defective by the charging system 120.

Figure 4 is a flowchart of a method for integrating charging and diagnostic testing for a manned and unmanned aircraft according to an embodiment of the present invention.

Referring to FIG. 4, the method 400 for integrating charging and diagnostic testing for manned and unmanned aircraft includes steps S410 to S440. The method 400 for integrating charging and diagnostic testing for manned and unmanned aircraft according to this embodiment is explained through the operation of the charging system 120 described with reference to FIG. 1 .

In step S410, the charging system 120 charges the battery of the aircraft based on the charging gun being connected to the aircraft. The charging system 120 detects that the charging gun is connected and transmits power to the manned or unmanned aircraft connected to the charging gun.

In step S420, the charging system 120 transmits a signal for diagnostic testing to the gateway provided in the aircraft through the charging gun while charging the battery of the manned and unmanned aircraft. The charging system 120 transmits a signal for diagnostic testing to the gateway of the manned or unmanned aircraft based on the transmission terminal (Tx) provided in the charging gun.

In step S430, the charging system 120 receives information about the diagnostic test of the aircraft from the gateway through the charging gun. The charging system 120 receives information about the diagnostic test from the gateway based on the receiving terminal (Rx) provided in the charging gun. The charging system 120 may receive at least one of information about a battery diagnostic test of a manned or unmanned aircraft and information about an airframe diagnostic test of a manned or unmanned aircraft as diagnostic test information.

Meanwhile, the charging system 120 may perform a diagnostic test on the aircraft through steps S420 and S430. For example, after transmitting a signal for a diagnostic test in step S420, information about the diagnostic test performed from the aircraft may be received in step S430. As another example, after transmitting a signal for a diagnostic test in step S420, information about the diagnostic test may be received in response to the signal for the diagnostic test from the aircraft in step S430. In other words, the charging system 120 may directly perform a diagnostic test on the aircraft based on the signal for the diagnostic test, or may receive the results of the diagnostic test performed from the aircraft based on the signal for the diagnostic test.

In step S440, the charging system 120 determines a defect in the manned or unmanned aircraft based on information about the diagnostic test. The charging system 120 may determine at least one of a defect in the battery of the manned or unmanned aircraft, a defect in the airframe of the manned or unmanned aircraft, and no defect in the manned or unmanned aircraft. For example, if an abnormality in the battery is found based on information obtained from a battery management system (BMS), a defect in the battery can be determined. As another example, if an abnormality in the aircraft or a sensor provided on the aircraft is found based on information obtained from a flight control computer (FCC), a defect in the aircraft may be determined. As another example, if no abnormality is found based on BMS information and FCC information, it can be determined that there is no defect in the manned or unmanned aircraft.

Figure 5 is a detailed flowchart showing the operation after step S440.

Referring to FIG. 5, the charging system 120 further performs steps S510 to S560. The charging system 120 may further perform at least one of steps S520 to S560 depending on the type of defect determined in step S510.

In step S510, the charging system 120 determines a defect in the manned or unmanned aircraft based on information about the diagnostic test. Step S510 may be the same step as step S440 described above with reference to FIG. 4. The charging system 120 may determine a defect in the manned or unmanned aircraft based on information about the diagnostic test received from the manned or unmanned aircraft.

In step S520, the charging system 120 separates the battery from the manned and unmanned vehicle and performs a detailed inspection based on the judgment that a defect exists in the battery of the manned or unmanned vehicle based on information about the diagnostic test. Precision inspection may be performed through a precision inspection device linked to the charging system 120. The precision inspection device may be equipped with a station together with the charging system 120, and the battery determined to be a battery defect in the charging system 120 can be removed from the manned and unmanned aircraft and then moved to the precision inspection device to perform a detailed inspection. there is.

In step S530, the charging system 120 performs a detailed inspection of the manned and unmanned aircraft based on the information about the diagnostic test and determining that a defect exists in the aircraft. Precision inspection can be performed using a precision inspection device, similar to step S510. At this time, since a defect has occurred in the aircraft (fuselage and sensor of the manned/unmanned aircraft) rather than the battery, a detailed inspection can be performed without removing the battery.

In step S540, the charging system 120 determines that there is no defect in the manned or unmanned aircraft based on information about the diagnostic test and checks the remaining battery capacity of the manned or unmanned aircraft. Basically, the battery of a manned or unmanned aircraft can be charged with the power required for flight from the flight start location (station) to the destination (next station). However, depending on weather conditions or flight route changes, there may be remaining power in the battery. Alternatively, there may be some remaining power left as extra power is charged to prevent the battery from discharging during flight. The charging system 120 may measure the amount of remaining power remaining in the battery in step S540.

In step S550, the charging system 120 checks the weather situation associated with the manned and unmanned aircraft. Here, the weather situation related to the manned or unmanned aircraft includes at least one of the weather conditions at the departure point of the manned and unmanned aircraft, the weather situation at the destination of the manned and unmanned aircraft, and the weather situation on the flight path of the manned and unmanned aircraft. The charging system 120 can receive information about weather conditions stored in the database 130 and check weather conditions associated with the manned or unmanned aircraft. Here, the database 130 may be included in the system described with reference to FIG. 1 or may be a separate database. For example, after storing information about the weather situation in the database 130 included in the system, information about the weather situation can be received from the database 130 when checking the weather situation in step S550. As another example, information on weather conditions for the location where the manned or unmanned aircraft intends to fly may be received by communicating with the Korea Meteorological Administration database in real time.

In step S560, the charging system 120 determines the amount of battery charge required for the manned and unmanned aircraft to fly to the next destination based on the remaining battery capacity and weather conditions. The charging system 120 stores a default value for the amount of charging required for flight from the current station to the next station. According to step S560, the charging system 120 may adjust the amount of charge required for flight to the next station based on the remaining amount of the battery currently equipped in the manned and unmanned aircraft and the weather situation, instead of applying the default value for the amount of charge. For example, if it is confirmed that a strong headwind is blowing based on the weather situation, the battery can be charged with a charge amount increased by a certain amount from the default charge amount. As another example, if it is confirmed that a strong tailwind is blowing based on weather conditions, the battery can be charged with a charge amount reduced by a certain amount from the default charge amount.

Based on this operation, the charging system 120 can calculate the accurate flight time of the aircraft. For example, before starting charging, the remaining battery capacity can be checked and information about the remaining battery capacity and weather conditions at the previous station can be received by communicating with the charging system 120 of the previous station. Likewise, the charging system of the next station can also receive information about remaining battery capacity and weather conditions by communicating with the charging system 120 of the current station. Accordingly, the charging system at each station can estimate the actual flight time of the manned or unmanned aircraft to arrive at the current station based on information about the remaining battery capacity and weather conditions.

Meanwhile, based on the results of estimating the flight time, the flight path to the next station can be modified or the optimal flight path can be calculated. For example, the charging system of the previous station (first charging system), the charging system of the current station (second charging system), and the charging system of the next station (third charging system) collect their respective data ( The result of estimating the flight time) can be shared, and the next flight path of the manned or unmanned aircraft can be modified through at least one of the first to third charging systems.

Figure 6 is a block diagram of a charging and diagnostic testing integrated device for manned and unmanned aircraft according to an embodiment of the present invention.

Referring to FIG. 6, the charging and diagnostic test integrated device 600 for a manned or unmanned aircraft includes a charging module 610, an input/output module 620, a communication module 630, a memory 640, and a processor 650. The charging and diagnostic testing integrated device 600 for a manned or unmanned aircraft may be implemented with the charging system 120 previously described with reference to FIG. 1 .

The charging module 610 charges the battery of the manned and unmanned aircraft. The charging module 610 is connected to the power supply terminal (VCC) described with reference to FIG. 2. When the charging module 610 transmits a control signal to the charging backbone based on the charging gun being connected to the plug of the manned or unmanned aircraft, power may be transmitted from the charging backbone. The transmitted power is transmitted to the charging gun through the charging cable and to the battery of the manned or unmanned aircraft connected to the charging gun. The charging module 610 may be controlled to automatically transmit power by detecting that the charging gun is connected, or may be controlled to transmit power manually through the station manager.

The input/output module 620 transmits a signal for diagnostic testing to the gateway provided in the manned or unmanned aircraft through the charging gun while charging the battery. And, information about the diagnostic test of the manned and unmanned aircraft is received from the gateway. The input/output module 620 may be connected to the transmission terminal (Tx) and the reception terminal (Rx) described with reference to FIG. 2. The input/output module 620 can transmit a signal for diagnostic testing to the gateway of the manned or unmanned aircraft through a transmission terminal. Additionally, information about the diagnostic test can be received through the receiving terminal.

The communication module 630 transmits the results of battery diagnosis to the database 130 or receives information about weather conditions from the database 130. The communication module 630 may be implemented as a module or modem for communicating with a database or a separate server.

The memory 640 stores control commands for battery charging and diagnostic testing of the manned and unmanned aircraft. The memory 640 may be implemented as data storage such as HDD or SSD of the integrated charging and diagnostic test device 600 for manned or unmanned aircraft.

The processor 650 determines a defect in the manned or unmanned aircraft based on information about the diagnostic test. The processor 650 may be implemented as a CPU, MCU, or AP of the integrated charging and diagnostic test device 600 for manned and unmanned aircraft.

Meanwhile, the above-described integrated charging and diagnostic test device 600 for manned and unmanned aircraft may be implemented as a program (or application) including an executable algorithm that can be executed on a computer. The program may be stored and provided in a temporary or non-transitory computer readable medium.

In order to help understand the method, device, and system for integrating charging and diagnostic testing for manned and unmanned aircraft according to an embodiment of the present invention, the description has been made with reference to the embodiments shown in the drawings, but this is merely illustrative and is not subject to common practice in the technical field. Those skilled in the art will understand that various modifications and other equivalent embodiments are possible. Therefore, the true technical protection scope of the present invention should be determined by the attached patent claims.

Claims (19)

In a method of integrating charging and diagnostic testing for manned and unmanned aircraft,
Charging the battery of the manned and unmanned aircraft based on the charging gun provided in the charging system of the current station being connected to the manned and unmanned aircraft;
transmitting a signal for a diagnostic test to a gateway provided in the manned or unmanned aircraft through the charging gun while charging the battery;
Receiving information about a diagnostic test of the manned and unmanned aircraft from the gateway through the charging gun; and
Including determining a defect in the manned or unmanned aircraft based on the information about the diagnostic test,
The step of determining whether there is a defect in the manned or unmanned aircraft,
Checking the remaining battery capacity of the manned and unmanned aircraft;
Confirming weather conditions associated with the manned and unmanned aircraft; and
Further comprising determining the amount of battery charge required for the manned and unmanned aircraft to fly to the next destination based on the remaining battery capacity and the weather situation,
A method of integrating charging and diagnostic testing for manned and unmanned aircraft, where the actual flight time of the manned and unmanned aircraft calculated based on the remaining battery capacity and weather conditions of the previous station received from the charging system of the previous station is shared with the charging system of the next station. The method of claim 1, wherein transmitting a signal for the diagnostic test comprises:
A method of integrating charging and diagnostic testing for a manned and unmanned aircraft, comprising the step of the charging system transmitting a signal for the diagnostic test to the gateway based on a transmission terminal (Tx) provided in the charging gun. The method of claim 1, wherein receiving information about the diagnostic test comprises:
A charging and diagnostic test integration method for a manned and unmanned aircraft comprising the step of the charging system receiving information about the diagnostic test from the gateway based on a receiving terminal (Rx) provided on the charging gun. The method of claim 1, wherein receiving information about the diagnostic test comprises:
Receiving information about a battery diagnostic test of the manned and unmanned aircraft; and
A charging and diagnostic test integration method for a manned or unmanned aircraft, comprising at least one of the steps of receiving information about a diagnostic test of the manned or unmanned aircraft. The method of claim 1, wherein the step of determining a defect in the manned or unmanned aircraft comprises:
Determining a defect in the battery of the manned or unmanned aircraft;
Determining a defect in the airframe of the manned or unmanned aircraft; and
A method of integrating charging and diagnostic testing for a manned or unmanned aircraft, comprising at least one of the steps of determining whether the manned or unmanned aircraft is defective. The method of claim 5, wherein the step of determining a defect in the battery of the manned or unmanned aircraft comprises:
A method of integrating charging and diagnostic testing for a manned or unmanned aircraft further comprising the step of separating the battery from the manned and unmanned aircraft and performing a thorough inspection based on determining that a defect in the battery exists. The method of claim 5, wherein the step of determining a defect in the airframe of the manned or unmanned aircraft comprises:
A charging and diagnostic test integration method for a manned and unmanned aircraft, further comprising performing a detailed inspection of the manned and unmanned aircraft based on determining that a defect exists in the aircraft. delete The method of claim 1, wherein the step of checking weather conditions associated with the manned or unmanned aircraft comprises:
Confirming weather conditions at the departure point of the manned and unmanned aircraft;
Confirming weather conditions for the destination of the manned and unmanned aircraft; and
A method of integrating charging and diagnostic testing for a manned or unmanned aircraft, comprising at least one of the steps of checking weather conditions on the flight path of the manned and unmanned aircraft. In a charging and diagnostic testing integrated device for manned and unmanned aircraft,
A charging module that charges the battery of the manned or unmanned aircraft based on the charging gun being connected to the manned or unmanned aircraft;
An input/output module that transmits a signal for a diagnostic test to a gateway provided in the manned or unmanned aircraft through the charging gun while charging the battery, and receives information about a diagnostic test of the manned or unmanned aircraft from the gateway; and
Includes a processor that determines a defect in the manned or unmanned aircraft based on information about the diagnostic test,
The processor checks the remaining battery capacity of the manned and unmanned aircraft, determines weather conditions associated with the manned and unmanned aircraft, and determines the battery charge required for the manned and unmanned aircraft to fly to the next destination based on the remaining battery capacity and the weather situation. Charging for manned and unmanned aircraft, which determines and shares the actual flight time of the manned and unmanned aircraft calculated based on the remaining battery capacity and weather conditions at the previous station received from the charging system of the previous station with the charging system of the next station. Diagnostic testing integrated device. According to claim 10,
The input/output module is a charging and diagnostic test integrated device for a manned or unmanned aircraft that transmits a signal for the diagnostic test to the gateway based on a transmission terminal (Tx) provided in the charging gun. According to claim 10,
The input/output module is a charging and diagnostic test integrated device for a manned or unmanned aircraft that receives information about the diagnostic test from the gateway based on a receiving terminal (Rx) provided in the charging gun. According to claim 10,
The input/output module is a charging and diagnostic test integrated device for a manned or unmanned aircraft that receives at least one of information about a battery diagnostic test of the manned and unmanned aircraft and information about an airframe diagnostic test of the manned and unmanned aircraft. According to claim 10,
The processor determines at least one of a defect in the battery of the manned and unmanned aircraft, a defect in the airframe of the manned and unmanned aircraft, and no defect in the manned and unmanned aircraft. An integrated device for charging and diagnostic testing for a manned and unmanned aircraft. According to claim 14,
The processor separates the battery from the manned and unmanned aircraft and performs a detailed inspection based on determining that a defect exists in the battery. According to claim 14,
The processor is a charging and diagnostic inspection integrated device for a manned and unmanned aircraft, wherein the processor performs a detailed inspection of the manned and unmanned aircraft based on determining that a defect exists in the aircraft. delete According to claim 10,
The processor is configured to check at least one of a meteorological situation for the departure point of the manned and unmanned aircraft, a weather situation for the destination of the manned and unmanned aircraft, and a weather situation for the flight path of the manned and unmanned aircraft, and a charging system for the manned and unmanned aircraft. Diagnostic testing integrated device. In an integrated charging and diagnostic testing system for manned and unmanned aircraft,
A charging gun that charges the battery of the manned or unmanned aircraft based on being connected to the manned or unmanned aircraft; and
While charging the battery, a signal for a diagnostic test is transmitted to a gateway provided in the manned and unmanned aircraft through the charging gun, information about the diagnostic test of the manned and unmanned aircraft is received from the gateway, and the diagnostic test is performed. Includes a server that determines defects in the manned or unmanned aircraft based on information about the
The server checks the remaining battery capacity of the manned and unmanned aircraft, determines weather conditions associated with the manned and unmanned aircraft, and determines the battery charge required for the manned and unmanned aircraft to fly to the next destination based on the remaining battery capacity and the weather situation. Charging for manned and unmanned aircraft, which determines and shares the actual flight time of the manned and unmanned aircraft calculated based on the remaining battery capacity and weather conditions at the previous station received from the charging system of the previous station with the charging system of the next station. Diagnostic testing integrated system.

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