WO2021220685A1 - Corps mobile - Google Patents

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Publication number
WO2021220685A1
WO2021220685A1 PCT/JP2021/012637 JP2021012637W WO2021220685A1 WO 2021220685 A1 WO2021220685 A1 WO 2021220685A1 JP 2021012637 W JP2021012637 W JP 2021012637W WO 2021220685 A1 WO2021220685 A1 WO 2021220685A1
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WO
WIPO (PCT)
Prior art keywords
heat
mode
storage battery
heat medium
medium
Prior art date
Application number
PCT/JP2021/012637
Other languages
English (en)
Japanese (ja)
Inventor
孝 吉田
猛 戸神
裕貴 佐藤
慶紀 成岡
Original Assignee
株式会社スリーダム
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 株式会社スリーダム filed Critical 株式会社スリーダム
Publication of WO2021220685A1 publication Critical patent/WO2021220685A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U50/00—Propulsion; Power supply
    • B64U50/10—Propulsion
    • B64U50/19—Propulsion using electrically powered motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
    • B64D27/02—Aircraft characterised by the type or position of power plants
    • B64D27/24—Aircraft characterised by the type or position of power plants using steam or spring force
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/615—Heating or keeping warm
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
    • H01M10/625—Vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/63—Control systems
    • H01M10/633—Control systems characterised by algorithms, flow charts, software details or the like
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/655—Solid structures for heat exchange or heat conduction
    • H01M10/6556—Solid parts with flow channel passages or pipes for heat exchange
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/656—Means for temperature control structurally associated with the cells characterised by the type of heat-exchange fluid
    • H01M10/6567—Liquids
    • H01M10/6568—Liquids characterised by flow circuits, e.g. loops, located externally to the cells or cell casings
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/657—Means for temperature control structurally associated with the cells by electric or electromagnetic means
    • H01M10/6571—Resistive heaters
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/658—Means for temperature control structurally associated with the cells by thermal insulation or shielding
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C39/00—Aircraft not otherwise provided for
    • B64C39/02—Aircraft not otherwise provided for characterised by special use
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U50/00—Propulsion; Power supply
    • B64U50/30—Supply or distribution of electrical power
    • B64U50/31—Supply or distribution of electrical power generated by photovoltaics
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U50/00—Propulsion; Power supply
    • B64U50/30—Supply or distribution of electrical power
    • B64U50/37—Charging when not in flight
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T50/00—Aeronautics or air transport
    • Y02T50/60—Efficient propulsion technologies, e.g. for aircraft

Definitions

  • the present invention relates to a mobile body including a storage battery.
  • Japanese Patent No. 5861484 proposes to provide a heater module at a specific position in a vehicle and to face the side surface of the battery module, and to heat the battery module by the heater module.
  • 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.
  • the cruising range of the moving object due to the storage battery is reduced.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • battery module BTs that supply electric power to the drive unit 4 are provided on both wings of the wing unit 12.
  • the battery module BT is wired so as to be electrically connectable to the solar panel 32 and the drive unit 4.
  • 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.
  • 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.
  • 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.
  • 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 power generated by the panel 32 is included.
  • the ECU 2 and the BMS 31 are provided, for example, on the body portion 16.
  • 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.
  • 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.
  • 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.
  • a heater device 52 for heating the battery module BT is arranged.
  • 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.
  • flight control for example, autonomous navigation control
  • power control processing is performed as control related to the power supply unit 3 and the heat supply device 5.
  • 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.
  • 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.
  • the ECU 2 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • FIGS. 4 to 9 are processes executed by the ECU 2 and the BMS 31 in cooperation with each other.
  • 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).
  • 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.
  • step S20 is executed. The execution order of steps S10 and S20 may be reversed.
  • step S30 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.
  • FIG. 5 shows a detailed flow chart of the power control process of the daytime mode in step S10 of FIG.
  • 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 in 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).
  • 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.
  • the solar panel 32 is not oriented to receive sunlight (step S13: NO)
  • 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.
  • FIG. 6 shows a detailed flow chart of the heat control process of the daytime mode in step S20 of FIG.
  • 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).
  • 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.
  • the ECU 2 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.
  • the flowchart of FIG. 6 illustrates a case where the heater device 52 is not operated and only the heat supply device 5 is operated under normal conditions, 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.
  • 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.
  • 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.
  • FIG. 8 shows a detailed flow chart of the power control process of the night mode in step S30 of FIG.
  • 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).
  • 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).
  • the ECU 2 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.
  • step S32: NO 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. Therefore, 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.
  • FIG. 9 shows a detailed flow chart of the heat control process of the night mode in step S40 of FIG.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • FIG. 10 The configuration of the heat supply device 5A mounted on the aircraft of the present embodiment is shown in FIG.
  • 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.
  • 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.
  • 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.
  • 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.
  • a heater device 52 for heating the battery module BT is arranged.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • valve opening degree of the control valve 510B may be set as the first opening degree
  • the valve opening degree of the control valve 510B in the nighttime mode, 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.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Manufacturing & Machinery (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Automation & Control Theory (AREA)
  • Secondary Cells (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

Selon un aspect, la présente invention concerne un corps mobile comprenant un collecteur thermique qui chauffe un milieu de transfert de chaleur à l'aide de la lumière solaire, une batterie de stockage qui fournit de l'énergie électrique à une source d'alimentation, et une unité d'alimentation en milieu qui fournit le milieu de transfert de chaleur chauffé par le collecteur thermique à la batterie de stockage. De préférence, le corps mobile comprend en outre un dispositif de chauffage qui chauffe la batterie de stockage et une unité de commande qui détermine, sur la base du temps courant, si un mode est un premier mode dans lequel le milieu de transfert de chaleur peut être chauffé suffisamment par le collecteur thermique ou un second mode dans lequel le milieu de transfert de chaleur ne peut pas être chauffé suffisamment par le collecteur thermique. Dans ce cas, l'unité de commande fournit le milieu de transfert de chaleur de l'unité d'alimentation en milieu à la batterie de stockage si le mode est le premier mode, et active le dispositif de chauffage ou augmente la quantité de chaleur produite par le dispositif de chauffage si le mode est le second mode.
PCT/JP2021/012637 2020-04-27 2021-03-25 Corps mobile WO2021220685A1 (fr)

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JP2020078064A JP2021174686A (ja) 2020-04-27 2020-04-27 移動体
JP2020-078064 2020-04-27

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WO2021220685A1 true WO2021220685A1 (fr) 2021-11-04

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Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2013101772A (ja) * 2011-11-07 2013-05-23 Toyota Industries Corp 電池温度調節システム
WO2017207968A1 (fr) * 2016-05-31 2017-12-07 Elson Space Engineering Ese Limited Système de batterie

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2013101772A (ja) * 2011-11-07 2013-05-23 Toyota Industries Corp 電池温度調節システム
WO2017207968A1 (fr) * 2016-05-31 2017-12-07 Elson Space Engineering Ese Limited Système de batterie

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