WO2022123940A1

WO2022123940A1 - Control device for unmanned aircraft, unmanned air craft, control method for unmanned aircraft, and program

Info

Publication number: WO2022123940A1
Application number: PCT/JP2021/039513
Authority: WO
Inventors: 翼嶋尾
Original assignee: 京セラ株式会社
Priority date: 2020-12-10
Filing date: 2021-10-26
Publication date: 2022-06-16
Also published as: JPWO2022123940A1

Abstract

The purpose of the present invention is to make adjustment of a battery installed in an unmanned aircraft to a temperature appropriate to operation of the unmanned aircraft and to further achieve efficient operation of the unmanned aircraft. This control device for an unmanned aircraft is provided with a temperature acquisition unit that acquires a battery temperature of a battery of the unmanned aircraft and a temperature control unit that controls a Peltier element (temperature adjustment device) that performs temperature adjustment of the battery, the temperature control unit controlling the Peltier element such that a battery temperature T acquired by the temperature acquisition unit becomes a target temperature set according to a plurality of control modes of the unmanned aircraft.

Description

Unmanned aerial vehicle controls, unmanned aerial vehicles, unmanned aerial vehicle control methods and programs

The present invention relates to a control device for an unmanned aerial vehicle, an unmanned aerial vehicle, a control method and a program for the unmanned aerial vehicle.

Conventionally, a technique for adjusting the temperature of a battery mounted on an unmanned aerial vehicle is known. For example, Patent Document 1 describes a cooling device for attaching a Pelche element to a battery for an unmanned aerial vehicle. In this cooling device, a Pelche element is used to cool the unmanned aerial vehicle battery in a high temperature environment and heat the unmanned aerial vehicle battery in a low temperature environment.

China Utility Model No. 20725189

The control device for an unmanned aerial vehicle according to the present invention includes a temperature acquisition unit that acquires the battery temperature of the battery of the unmanned aerial vehicle and a temperature control unit that controls a Pelche element that adjusts the temperature of the battery. The control unit controls the Pelche element so that the battery temperature acquired by the temperature acquisition unit becomes a temperature set according to a plurality of control modes of the unmanned aerial vehicle.

Further, the unmanned aerial vehicle according to the present invention includes an unmanned aerial vehicle main body, a battery mounted on the unmanned aerial vehicle main body, a Pelche element for adjusting the temperature of the battery, and a control device for the unmanned aerial vehicle for controlling the Pelche element. , Equipped with.

Further, the method for controlling an unmanned aerial vehicle according to the present invention includes a step of determining which control mode the unmanned aerial vehicle is controlled in, a step of acquiring the battery temperature of the battery of the unmanned aerial vehicle, and a step of acquiring the battery temperature of the unmanned aerial vehicle. The step comprises controlling the Pelche element that adjusts the temperature of the battery so that the battery temperature becomes a temperature set according to the plurality of control modes of the unmanned aerial vehicle.

Further, in the program according to the present invention, a step of determining which control mode the unmanned aerial vehicle is controlled in among a plurality of control modes, a step of acquiring the battery temperature of the battery of the unmanned aerial vehicle, and the battery temperature are set. A computer is made to perform a step of controlling a Pelche element that adjusts the temperature of the battery so that the temperature is set according to the plurality of control modes of the unmanned aerial vehicle.

FIG. 1 is an explanatory diagram schematically showing an example of an unmanned aerial vehicle according to the first embodiment. FIG. 2 is a schematic configuration diagram showing an example of the unmanned aerial vehicle and the control device for the unmanned aerial vehicle according to the first embodiment. FIG. 3 is an explanatory diagram schematically showing each control mode of the unmanned aerial vehicle. FIG. 4 is a flowchart showing an example of processing when the unmanned aerial vehicle is controlled in each control mode. FIG. 5 is a flowchart showing an example of the temperature control control process. FIG. 6 is a schematic configuration diagram showing an example of an unmanned aerial vehicle according to a modified example of the first embodiment. FIG. 7 is a schematic configuration diagram showing an example of an unmanned aerial vehicle according to another modification of the first embodiment. FIG. 8 is a schematic configuration diagram showing an example of an unmanned aerial vehicle according to another modification of the first embodiment. FIG. 9 is an explanatory diagram schematically showing an example of an unmanned aerial vehicle according to another modification of the first embodiment. FIG. 10 is an explanatory diagram schematically showing an example of an unmanned aerial vehicle according to another modification of the first embodiment. FIG. 11 is an explanatory diagram schematically showing an example of an unmanned aerial vehicle according to the second embodiment. FIG. 12 is a schematic configuration diagram showing an example of the unmanned aerial vehicle and the control device for the unmanned aerial vehicle according to the second embodiment. FIG. 13 is a flowchart showing an example of processing when the power source is a spare battery in the unmanned aerial vehicle according to the second embodiment. FIG. 14 is a flowchart showing an example of temperature control of the spare battery.

The appropriate temperature of the battery mounted on the unmanned aerial vehicle changes depending on the operating conditions of the unmanned aerial vehicle, such as before flight, during flight, before charging, and during charging. However, although the apparatus described in Patent Document 1 cools and heats according to the temperature of the ambient environment of the unmanned aerial vehicle, it does not disclose any temperature adjustment according to the operation of the unmanned aerial vehicle, and the temperature adjustment according to the operation is not disclosed. Specific means are needed. Therefore, it was made in view of the above, and the purpose is to adjust the battery mounted on the unmanned aerial vehicle to an appropriate temperature according to the operation of the unmanned aerial vehicle, and to achieve the efficient operation of the unmanned aerial vehicle. ..

The unmanned aerial vehicle control device, unmanned aerial vehicle, unmanned aerial vehicle control method and program according to the present invention adjust the battery mounted on the unmanned aerial vehicle to an appropriate temperature according to the operation of the unmanned aerial vehicle, and thus the efficiency of the unmanned aerial vehicle. It has the effect of being able to carry out various operations.

Hereinafter, the control device for the unmanned aerial vehicle, the unmanned aerial vehicle, the control method for the unmanned aerial vehicle, and the embodiment of the program according to the present invention will be described in detail with reference to the drawings. The present invention is not limited to this embodiment.

[First Embodiment]
FIG. 1 is an explanatory diagram schematically showing an example of an unmanned aerial vehicle according to the first embodiment. FIG. 2 is a schematic configuration diagram showing an example of the unmanned aerial vehicle and the control device for the unmanned aerial vehicle according to the first embodiment. The unmanned aerial vehicle 1A is, for example, a drone, and performs operations such as forward movement, reverse movement, turning, and hovering in the air. The unmanned aerial vehicle 1A may be a helicopter or the like as long as it is a small aircraft that flies unmanned. In the present embodiment, the unmanned aerial vehicle 1A automatically flies along a flight path preset by the user. The unmanned aerial vehicle 1A may fly according to manual control by the user via a control device (not shown).

As shown in FIG. 2, the unmanned aerial vehicle 1A includes an unmanned aerial vehicle main body 2 (hereinafter, simply referred to as “main body 2”), a flight device 3, a battery 4, a temperature control device 5, and a GPS (Global Positioning System). It includes a receiver 6 and a control device 100A. A part of the flight device 3, the battery 4, the temperature control device 5, the GPS receiver 6, and the control device 100A are built in the main body 2 as the main body part of the unmanned aerial vehicle 1A.

The flight device 3 includes a plurality of rotor blades 3a (see FIG. 1), a motor (not shown) as a power source for the rotor blades 3a, a transmission mechanism (not shown) for transmitting power from the motor to the rotor blades 3a, and the like. .. A motor, a transmission mechanism, etc. (not shown) of the flight device 3 are built in the main body 2, and a plurality of rotary blades 3a are attached to the outer surface of the main body 2. The flight device 3 is driven and controlled by the control device 100A, and the plurality of rotary wings 3a generate lift and propulsion force for flying the unmanned aerial vehicle 1A.

The battery 4 is connected to various devices of the unmanned aerial vehicle 1A such as the motor of the flight device 3, the temperature control device 5, the GPS receiver 6, and the control device 100A, and is used to supply the electric power required for the various devices. It is a power source. The battery 4 is a rechargeable and dischargeable secondary battery, and is built in the main body 2. The unmanned aerial vehicle 1A can be connected to an external power source via the connector 9 (see FIG. 3), and charges the battery 4 with electric power from the external power source via a charging circuit (not shown).

The temperature control device 5 is a device for cooling or heating the battery 4 to control the temperature, and includes a Pelche element 5a. The perche element 5a is a semiconductor element capable of generating a perche effect by supplying a direct current and performing both cooling and heating. The temperature control device 5 includes at least one Pelche element 5a arranged in contact with the battery 4, and by appropriately supplying a direct current to the Pelche element 5a, the battery 4 is cooled or heated to adjust the temperature. The Pelche element 5a is fixed to the surface of the battery 4, for example, via an adhesive member having high thermal conductivity. Further, for example, when the battery 4 is inserted into the housing, the Pelche element 5a may be fixed to the surface of the housing via an adhesive member having high thermal conductivity.

The temperature control device 5 adjusts the degree of cooling and heating of the battery 4 by the Pelche element 5a by adjusting the amount of current supplied to the Pelche element 5a, for example, and adjusts the temperature of the battery 4. The electric power supplied to the Pelche element 5a may be supplied from the battery 4 or may be supplied from a power supply device different from the battery 4. Another power supply device may be mounted on the unmanned aerial vehicle 1A, or may be an external power source, for example, when the unmanned aerial vehicle 1A is located on the ground during charging or before flight. Since the Pelche element 5a can switch between heating and cooling by reversing the polarity of the electric current, the unmanned aerial vehicle can be made thinner and lighter than the case where other heating means and cooling means are used. Cooling and heating by the Pelche element may be performed by reversing the polarity of the current, and the Pelche element whose endothermic surface is in contact with the battery 4 for cooling and the heat dissipation surface of the battery 4 for heating are Pelche. An element may be used.

The GPS receiver 6 receives a radio signal in a predetermined frequency band from a GPS satellite. The GPS receiver 6 performs demodulation processing of the received radio wave signal and outputs the processed signal to the control device 100A.

The control device 100A has a storage unit 10 and a control unit 20. The storage unit 10 is a memory that stores various information such as calculation contents and programs of the control unit 20, and is, for example, a RAM (Random Access Memory), a main storage device such as a ROM (Read Only Memory), and an HDD (Attachment 10). Includes at least one of external storage devices such as Hard Disk Drive). In addition to various programs, the storage unit 10 stores map information and information on the flight path of the unmanned aerial vehicle 1A on the map. The flight path includes information on the starting point and the target point of the unmanned aerial vehicle 1A on the map, is created in advance by the user, and is input to the control device 100A via an interface (not shown).

The control unit 20 is an arithmetic unit, that is, a CPU (Central Processing Unit). As shown in FIG. 2, the control unit 20 includes a flight path acquisition unit 21, a current position acquisition unit 22, an overall control unit 23, a temperature acquisition unit 24, and a temperature control unit 25. The control unit 20 realizes a flight path acquisition unit 21, a current position acquisition unit 22, an overall control unit 23, a temperature acquisition unit 24, and a temperature control unit 25 by reading a program (software) from the storage unit 10 and executing the program (software). And execute various processes.

The flight route acquisition unit 21 acquires the map information stored in the storage unit 10 and the flight route information of the unmanned aerial vehicle 1A on the map, and outputs the information to the overall control unit 23. The flight path may not be stored in advance in the storage unit 10, and may be acquired by the flight path acquisition unit 21 by communication with an external device. The current position acquisition unit 22 detects the current position of the unmanned aerial vehicle 1A based on the signal from the GPS receiver 6 and outputs it to the overall control unit 23.

The overall control unit 23 controls the unmanned aerial vehicle 1A in a plurality of control modes. The plurality of control modes of the unmanned aerial vehicle 1A include a flight movement standby mode M1, a flight movement mode M2, a charge standby mode M3, and a charge mode M4 (see FIG. 3). The details of each control mode will be described later. For example, when the control mode is the flight movement mode M2, the overall control unit 23 causes the unmanned aerial vehicle 1A to follow the flight path based on the map information, the flight path, and the current position. The flight device 3 is driven and controlled so as to fly and move from the starting point to the target point.

The temperature acquisition unit 24 acquires the battery temperature T of the battery 4. In the present embodiment, the temperature acquisition unit 24 acquires the internal resistance value of the battery 4 detected by a sensor (not shown), and calculates the battery temperature T of the battery 4 based on the acquired internal resistance value. The temperature acquisition unit 24 outputs the calculated battery temperature T to the temperature control unit 25.

The temperature control unit 25 controls the temperature control device 5 so as to adjust the temperature of the battery 4. The temperature control unit 25 acquires the current battery temperature T from the temperature acquisition unit 24. Further, the temperature control unit 25 acquires information on which mode the current control mode of the unmanned aerial vehicle 1A is from the overall control unit 23. The temperature control unit 25 is a temperature control device 5 so that the battery temperature T becomes a target temperature Tt set according to the control mode based on the acquired battery temperature T and the current control mode of the unmanned aerial vehicle 1A. To control.

Next, the main parts of the first embodiment will be described. First, the control mode of the unmanned aerial vehicle 1A will be described with reference to FIGS. 3 and 4. FIG. 3 is an explanatory diagram schematically showing each control mode of the unmanned aerial vehicle. FIG. 4 is a flowchart showing an example of processing when the unmanned aerial vehicle is controlled in each control mode. The process shown in FIG. 4 is executed by the overall control unit 23 when the user is instructed to fly along the flight path.

The overall control unit 23 controls the unmanned aerial vehicle 1A in the flight movement standby mode as step S1. As shown in FIG. 3, the flight movement standby mode M1 is a control mode in which the unmanned aerial vehicle 1A is made to stand by before the flight movement of the unmanned aerial vehicle 1A along the flight path is started. The flight movement standby mode M1 is continued until the permission condition for shifting to the flight movement mode M2 is satisfied. The flight movement standby mode M1 may be performed by the user at a place different from the departure point, and then the unmanned aerial vehicle 1A may be moved to the departure point. In the present embodiment, the flight movement standby mode M1 also includes a state in which the unmanned aerial vehicle 1A is temporarily hovered in the air. Further, the control mode may include a takeoff mode for taking off from the starting point of the unmanned aerial vehicle 1A between the flight movement standby mode M1 and the flight movement mode M2. In this case, the state of hovering the unmanned aerial vehicle 1A may be a part of the takeoff mode.

As step S2, the overall control unit 23 determines whether or not the transition condition from the flight movement standby mode M1 to the flight movement mode M2 is satisfied. The condition for shifting from the flight movement standby mode M1 to the flight movement mode M2 includes that the battery temperature T of the battery 4 is equal to or higher than the flight permission temperature T1 described later. When the overall control unit 23 determines that the transition condition is not satisfied (No in step S2), the flight movement standby mode M1 is continued, and when it is determined that the transition condition is satisfied (Yes in step S2), the step Proceed to S3.

The overall control unit 23 controls the unmanned aerial vehicle 1A in the flight movement mode M2 as step S3. The flight movement mode M2 is a control mode for flying and moving the unmanned aerial vehicle 1A along the flight path. That is, the overall control unit 23 drives and controls the flight device 3 so as to fly and move the unmanned aerial vehicle 1A from the starting point to just above the target point along the flight path. Further, when the unmanned aerial vehicle 1A reaches directly above the target point, the overall control unit 23 lands the unmanned aerial vehicle 1A at the target point. The control mode may include a landing mode in which the unmanned aerial vehicle 1A is landed at the target point from directly above the target point.

The overall control unit 23 executes the charge standby mode M3 as step S4. The charge standby mode M3 is a control mode after the unmanned aerial vehicle 1A has landed at the target point and the flight movement is completed, but before the battery 4 is charged. The overall control unit 23 prevents the unmanned aerial vehicle 1A from flying in the charge standby mode M3. The processing after the charging standby mode M3 does not have to be performed at the target point, and the user may move the unmanned aerial vehicle 1A to a place where the charging device is located.

As step S5, the overall control unit 23 determines whether or not the transition condition from the charge standby mode M3 to the charge mode M4 is satisfied. The condition for shifting from the charge standby mode M3 to the charge mode M4 includes that the battery temperature T of the battery 4 is equal to or less than the charge permission temperature T3 described later. When the overall control unit 23 determines that the transition condition is not satisfied (No in step S5), the charge standby mode M3 is continued, and when it is determined that the transition condition is satisfied (Yes in step S5), step S6 Proceed to, and the charging mode M4 is executed. In the charging mode M4, the overall control unit 23 charges the battery 4 with electric power from an external power source via the connector 9 and a charging circuit (not shown). When the charging of the battery 4 is completed, the overall control unit 23 ends this routine.

Here, the conditions related to the battery temperature T have been described as the transition conditions between the control modes. Other transition conditions include, for example, whether the flight distance or flight time of the unmanned aerial vehicle 1A has reached a preset value, and whether the unmanned aerial vehicle 1A can fly according to the usage status of the battery 4. Whether or not, the determination condition such as what position on the flight path the current position of the unmanned aerial vehicle 1A detected based on the signal from the GPS receiver 6 is included is included.

Next, with reference to FIG. 5, the temperature control that adjusts the battery temperature of the battery 4 to the target temperature Tt set according to each control mode will be described. FIG. 5 is a flowchart showing an example of the temperature control control process. The process shown in FIG. 5 is repeatedly executed by the temperature control unit 25 at predetermined time intervals while the unmanned aerial vehicle 1A is running.

The temperature control unit 25 determines in step S10 which of the plurality of control modes the unmanned aerial vehicle 1A is controlled. When the temperature control unit 25 determines in step S10 that the control mode is the flight movement standby mode M1, the temperature control unit 25 proceeds to the processing after step S11.

The temperature control unit 25 acquires the current battery temperature T from the temperature acquisition unit 24 as step S11. Next, the temperature control unit 25 sets the target temperature Tt to the preset flight permission temperature T1 in step S12. The flight permission temperature T1 is preset by the user as a temperature capable of suppressing a decrease in the life of the battery 4 or a decrease in power efficiency due to the battery temperature T being too low during flight movement of the unmanned aerial vehicle 1A. Will be done. The flight permit temperature T1 is, for example, 5 ° C. or higher and 15 ° C. or lower.

As step S13, the temperature control unit 25 controls the Pelche element 5a of the temperature control device 5 so that the battery temperature T becomes the target temperature Tt, that is, the flight permission temperature T1. Since the flight movement standby mode M1 is before the start of flight movement of the unmanned aerial vehicle 1A, it is highly possible that the battery 4 is basically not sufficiently warmed up. Therefore, the temperature control unit 25 adjusts the temperature of the battery 4 by the Pelche element 5a so that the flight permission temperature T1 is reached.

The temperature control unit 25 determines in step S14 whether or not the battery temperature T has reached the flight permission temperature T1 or higher. When the temperature control unit 25 determines that the battery temperature T is not equal to or higher than the flight permission temperature T1 (No in step S14), the temperature control unit 25 repeats this routine from the beginning and continues the temperature adjustment of the battery 4. On the other hand, when the temperature control unit 25 determines that the battery temperature T is equal to or higher than the flight permission temperature T1 (Yes in step S14), the temperature control unit 25 proceeds to step S15, and among the transition conditions to the flight movement mode M2, the battery temperature T Allow migration conditions for. As a result, if other transition conditions are satisfied, the overall control unit 23 shifts the control mode to the flight movement mode M2.

When the temperature control control unit 25 determines in step S10 that the control mode is the flight movement mode M2, the temperature control unit 25 proceeds to the processing after step S21. The temperature control unit 25 acquires the current battery temperature T from the temperature acquisition unit 24 as step S21. Next, the temperature control unit 25 sets the target temperature Tt to the preset flight temperature T2 in step S22. The temperature during flight movement T2 is preset as a temperature at which it is possible to suppress a decrease in the life of the battery 4 or a decrease in power efficiency during flight movement. The flight moving temperature T2 is a temperature higher than the flight permit temperature T1, and is, for example, 15 ° C. or higher and 40 ° C. or lower.

As step S23, the temperature control unit 25 controls the Pelche element 5a of the temperature control device 5 so that the battery temperature T is maintained at the target temperature Tt, that is, the temperature during flight movement T2. The temperature control unit 25 repeatedly executes this process while the flight movement mode M2 is being executed, that is, while the unmanned aerial vehicle 1A is flying and moving to the target point. In addition, "so that the battery temperature T is maintained at the temperature T2 during flight movement" means that the battery temperature T is not only maintained at a completely constant value but also maintained within a range having a certain temperature range. include. For example, when the flight moving temperature T2 is set to 20 ° C., the battery temperature T is maintained in the range of 18 ° C. or higher and 22 ° C. or lower. In other words, the flight moving temperature T2 may be set as a predetermined temperature range. Further, "so that the battery temperature T is maintained at the flight moving temperature T2" means that, for example, when the difference between the battery temperature T and the flight moving temperature T2 is a predetermined value (for example, 10 ° C.) or more, the difference is It includes keeping the temperature within a predetermined range (for example, 5 ° C.).

If the temperature control control unit 25 determines in step S10 that the control mode is the charge standby mode M3, the temperature control unit 25 proceeds to the process after step S31. The temperature control unit 25 acquires the current battery temperature T from the temperature acquisition unit 24 as step S31. Next, the temperature control unit 25 sets the target temperature Tt to the preset charge permission temperature T3 in step S32. The charge permission temperature T3 is set in advance as a temperature at which it is possible to suppress a decrease in the life of the battery 4 or a decrease in power efficiency due to the battery temperature T being too high during charging. The charge permission temperature T3 is a value lower than the flight movement temperature T2. Further, the charge permission temperature T3 is a higher value than the flight permission temperature T1. The charge permission temperature T3 is, for example, 5 ° C. or higher and 40 ° C. or lower. As an example, each temperature T1 to T3 is set to 5 ° C. for the flight permission temperature T1, 15 ° C. for the flight movement temperature T2, and 10 ° C. for the charge permission temperature T3. Further, as an example, the flight permission temperature T1 is set to 15 ° C., the flight movement temperature T2 is set to 40 ° C., and the charge permission temperature T3 is set to 30 ° C.

As step S33, the temperature control unit 25 controls the Pelche element 5a of the temperature control device 5 so that the battery temperature T becomes the charge permission temperature T3. Since the charge standby mode M3 is after the flight movement of the unmanned aerial vehicle 1A is completed, it is highly possible that the battery 4 is basically not sufficiently cooled. Therefore, the temperature control unit 25 adjusts the temperature of the battery 4 by the Pelche element 5a so that the charge permission temperature T3 is reached.

The temperature control unit 25 determines in step S34 whether or not the battery temperature T is equal to or less than the charge permission temperature T3. When the temperature control unit 25 determines that the battery temperature T is not equal to or lower than the charge permission temperature T3 (No in step S34), the temperature control unit 25 repeats this routine from the beginning and continues the temperature adjustment of the battery 4. On the other hand, when the temperature control unit 25 determines that the battery temperature T is equal to or lower than the charge permission temperature T3 (Yes in step S34), the temperature control unit 25 proceeds to step S35, and is related to the battery temperature T among the transition conditions to the charge mode M4. Allow migration conditions. As a result, if other transition conditions are satisfied, the overall control unit 23 shifts the control mode to the charge mode M4.

As described above, the control device 100A of the unmanned aircraft 1A according to the first embodiment is a temperature acquisition unit 24 that acquires the battery temperature T of the battery 4 of the unmanned aircraft 1A, and a temperature control device that adjusts the temperature of the battery 4. A temperature control unit 25 for controlling the Pelche element 5a of the 5 is provided, and the temperature control unit 25 has a battery temperature T acquired by the temperature acquisition unit 24 set according to a plurality of control modes of the unmanned aircraft 1A. The Pelche element 5a is controlled so as to have a target temperature Tt.

With this configuration, the battery temperature T can be adjusted to the target temperature Tt according to a plurality of control modes of the unmanned aerial vehicle 1A. For example, the temperature of the battery can be raised before the start of flight movement, the battery temperature can be maintained during flight movement, and the temperature of the battery can be lowered before the start of charging. As a result, battery life can be further extended and power efficiency can be improved. Therefore, according to the first embodiment, the battery 4 mounted on the unmanned aerial vehicle 1A can be adjusted to an appropriate temperature according to the operation of the unmanned aerial vehicle 1A, and the unmanned aerial vehicle 1A can be operated efficiently.

Further, the plurality of control modes include a flight movement standby mode M1 before starting the flight movement of the unmanned aircraft 1A and a flight movement mode M2 for flying and moving the unmanned aircraft 1, and the flight movement mode from the flight movement standby mode M1. The transition condition to M2 includes that the battery temperature T is equal to or higher than the preset flight permission temperature T1, and the temperature control unit 25 determines that the battery temperature T flies when the control mode is the flight movement standby mode M1. The Pelche element 5a of the temperature control device 5 is controlled so that the allowable temperature is T1 or higher. With this configuration, the battery temperature T can be adjusted to an appropriate temperature during the flight movement before the start of the flight movement.

In the present embodiment, in the flight movement standby mode M1, the battery temperature T is adjusted to the flight permission temperature T1 by the Pelche element 5a of the temperature control device 5 in a state where the unmanned aerial vehicle 1A is on standby on the ground. I made it. However, the temperature of the battery 4 here does not have to be adjusted on the ground. That is, in the flight movement standby mode M1, the battery temperature T may be adjusted to the flight permission temperature T1 by the Pelche element 5a of the temperature control device 5 while hovering the unmanned aerial vehicle 1A. As a result, electric power is taken out from the battery 4 in order to hover the unmanned aerial vehicle 1A, so that the battery temperature T can be raised more quickly. Further, the hovering time can be shortened by adjusting the temperature of the battery 4 by using the Pelche element 5a as in the present embodiment, as compared with the case where the battery temperature T is raised only by taking out the electric power by hovering. ..

Further, the plurality of control modes include a charge standby mode M3 before charging the battery 4 after the flight movement mode M2 and a charge mode M4 for charging the battery 4, and the transition from the charge standby mode M3 to the charge mode M4. The condition includes that the battery temperature T is equal to or less than the preset charge permission temperature T3, and the temperature control control unit 25 sets the battery temperature T to be less than or equal to the charge permission temperature T3 when the control mode is the charge standby mode M3. The Pelche element 5a of the temperature control device 5 is controlled so as to be. With this configuration, the battery temperature T can be adjusted to an appropriate temperature during charging before the start of charging.

In the present embodiment, in the charge standby mode M3, the battery temperature T is adjusted to the charge permitted temperature T3 by the Pelche element 5a of the temperature control device 5 while the unmanned aerial vehicle 1A is on the ground. However, the temperature of the battery 4 here does not have to be adjusted on the ground. As described above, the control mode may include a landing mode in which the unmanned aerial vehicle 1A is landed at the target point from directly above the target point. Then, when the control mode is the landing mode, the temperature control unit 25 may control the battery temperature T to the charge permission temperature T3 by the Pelche element 5a of the temperature control device 5. That is, in the landing mode, the processes of steps S31 to S35 of FIG. 5 may be executed. Thereby, while the unmanned aerial vehicle 1A is in the air, the temperature can be adjusted so that the battery temperature T becomes the charge permission temperature T3, or at least approaches the charge permission temperature T3. As a result, after the unmanned aerial vehicle 1 lands, it becomes possible to shift to the charging mode M4 more quickly.

Further, when the control mode is the flight movement mode M2, the temperature control control unit 25 controls the Pelche element 5a of the temperature control device 5 so that the battery temperature T is maintained at the flight movement temperature T2. With this configuration, the battery temperature T during flight movement can be maintained at an appropriate temperature.

Further, in the present embodiment, as shown in FIG. 5, the temperature control of the battery 4 in the flight movement standby mode M1, the flight movement standby mode M2, and the charge standby mode M3 has been described. However, the temperature control of the battery 4 may also be executed in the charge mode M4. When the control mode is the charge mode M4, the temperature control unit 25 may adjust the temperature so that the battery temperature T is maintained at a preset charge temperature by the Pelche element 5a of the temperature control device 5. The charging temperature is preset as a temperature at which it is possible to suppress a decrease in the life of the battery 4 or a decrease in power efficiency due to the battery temperature T being too low or too high during charging. The charging temperature may be, for example, the same temperature as the charging permitted temperature T3. The charging temperature is, for example, 5 ° C. or higher and 40 ° C. or lower. The term "to be maintained" here has the same meaning as "to be maintained" at the above-mentioned battery temperature T during flight movement.

Further, the above-mentioned flight permission temperature T1, flight movement temperature T2, charging permission temperature T3, and charging temperature do not have to be fixed values. For example, the flight permit temperature T1, the flight transfer temperature T2, the charge permit temperature T3, and the charge temperature may be appropriately changed based on the information of the ambient environment. Information on the surrounding environment is, for example, meteorological information, outside air temperature, and the like. The weather information may be input in advance before the flight of the unmanned aerial vehicle 1A starts, or the unmanned aerial vehicle 1A may acquire the weather information by communication from the outside. The outside air temperature may be acquired by, for example, a temperature sensor attached to the unmanned aerial vehicle 1A. The relationship between the flight permission temperature T1, the flight transfer temperature T2, the charge permission temperature T3, and the charging temperature and the information of the ambient environment is based on experiments, analyzes, or the actual value of the battery temperature T in the actual machine, etc. It should be specified in. Further, for example, the flight permit temperature T1, the flight transfer temperature T2, the charge permit temperature T3, and the charge temperature may be appropriately changed according to the type of the battery 4, the usage state in consideration of the aging deterioration of the battery 4, and the like. ..

Further, the temperature acquisition unit 24 acquires the internal resistance value of the battery 4 and calculates the battery temperature T based on the internal resistance value.

With this configuration, the battery temperature T can be calculated accurately for each unmanned aerial vehicle 1A because it is not affected by the external environment and the information from the target battery 4, that is, the internal resistance value is used. .. Further, the battery temperature T can be calculated in both the high temperature and low temperature cases. Further, it is not necessary to separately provide a temperature sensor for detecting the battery temperature T, and it is possible to prevent an increase in the number of parts.

Here, the acquisition of the battery temperature T by the temperature acquisition unit 24 is not limited to the above-mentioned configuration and method. FIG. 6 is a schematic configuration diagram showing an example of an unmanned aerial vehicle according to a modified example of the first embodiment. As shown in the figure, the unmanned aerial vehicle 1B shown in FIG. 6 includes a built-in thermistor 7 as a temperature sensor built in the temperature control device 5 and a control device 100B. The built-in thermistor 7 detects the temperature of the Pelche element 5a and outputs it to the temperature acquisition unit 24 of the control device 100B.

The temperature acquisition unit 24 of the control device 100B calculates the battery temperature T based on the temperature of the Pelche element 5a input from the built-in thermistor 7. That is, since the heat from the battery 4 is transferred to the Pelche element 5a provided in contact with the battery 4, the estimated value of the battery temperature T can be calculated based on the temperature of the Pelche element 5a. The calculation of the battery temperature T can be performed by prescribing the relationship between the temperature of the Pelche element 5a and the battery temperature T by a function or the like based on an experiment, analysis, or an actual value of the temperature of the Pelche element 5a in an actual machine. good.

With this configuration, the estimated value of the battery temperature T can be calculated based on the temperature of the Pelche element 5a regardless of the variation in the internal resistance value for each battery 4, and it is appropriate for each unmanned aerial vehicle 1B. It is possible to adjust the battery temperature T. Further, by detecting the temperature of the Pelche element 5a itself by the built-in thermistor 7, the cooling and heating by the Pelche element 5a can be controlled more finely. As a result, it is possible to reduce the risk of damage to the battery due to excessive heating.

FIG. 7 is a schematic configuration diagram showing an example of an unmanned aerial vehicle according to another modification of the first embodiment. As shown in the figure, the unmanned aerial vehicle 1C according to another modification includes an external thermistor 8 as a temperature sensor for detecting the outside air temperature and a control device 100C. The external thermistor 8 detects the outside air temperature around the unmanned aerial vehicle 1 and outputs it to the temperature acquisition unit 24 of the control device 100C.

The temperature acquisition unit 24 of the control device 100C acquires the outside air temperature input from the external thermistor 8 and calculates an estimated value of the battery temperature T based on the acquired outside air temperature. At this time, the temperature acquisition unit 24 acquires the current altitude information from the information on the current position of the unmanned aerial vehicle 1 calculated by the current position acquisition unit 22 based on the signal from the GPS receiver 6. Then, it is preferable that the temperature acquisition unit 24 corrects the estimated value of the battery temperature T based on the altitude. For the calculation and correction of the battery temperature T, the relationship between the outside air temperature, the altitude, and the battery temperature T may be defined in advance by a function or the like based on an experiment, an analysis, or an actual value of the battery temperature T in an actual machine. ..

With this configuration, the battery temperature T can be calculated with a simple configuration without incorporating a temperature sensor in the temperature control device 5. Further, by correcting the battery temperature T using the altitude information among the GPS information, the calculation accuracy can be improved as compared with the case where the battery temperature T is calculated only by the outside air temperature while utilizing the GPS information. Can be done.

FIG. 8 is a schematic configuration diagram showing an example of an unmanned aerial vehicle according to another modification of the first embodiment. As shown in the figure, the unmanned aerial vehicle 1D according to another modification includes a control device 100D. The control device 100D includes a weather information acquisition unit 26. The weather information acquisition unit 26 acquires weather information in the flight path of the unmanned aerial vehicle 1D from the outside by communication and outputs it to the temperature acquisition unit 24. The weather information may be acquired so as to be updated at any time when the unmanned aerial vehicle 1D is in operation.

The temperature acquisition unit 24 of the control device 100D calculates the battery temperature T based on the outside air temperature and the like in the flight path of the unmanned aerial vehicle 1 included in the acquired weather information. The weather information includes information such as outside air temperature, weather, and wind speed. The calculation of the battery temperature T is performed by experimenting, analyzing, or based on the actual value of the battery temperature T in the actual machine, etc. It should be specified in.

With this configuration, the battery temperature T can be calculated with the same program simply by acquiring and updating the weather information. Further, it is not necessary to separately provide a temperature sensor, and it is possible to prevent an increase in the number of parts.

The configurations of the unmanned

aerial vehicles

1A, 1B, 1C, and 1D may be combined. That is, when the temperature acquisition unit 24 acquires the battery temperature T, it is calculated based on the internal resistance value of the battery 4, calculated based on the temperature of the Pelche element 5a detected by the built-in thermistor 7, and the outside air temperature detected by the external thermistor 8. And some of the calculations based on altitude and the calculations based on weather information may be used in combination, or all of them may be used in combination.

FIG. 9 is an explanatory diagram schematically showing an example of an unmanned aerial vehicle according to another modification of the first embodiment. In the unmanned aerial vehicle 1E shown in FIG. 9, the battery 4 and the Pelche element 5a are attached to the outer surface of the main body 2. In the example shown in FIG. 9, the battery 4 is fixed to the top plate of the main body 2, and the Pelche element 5a is fixed on the battery 4 by the surface (the other main surface) 51a. That is, the battery 4 is located between the main body 2 and the Pelche element 5a. Further, in the Pelche element 5a, the rotary blade 3a is located on the side opposite to the surface 51a fixed to the battery 4. With this configuration, when the rotary blade 3a is driven, the air flow generated by the rotary blade 3a flows around the perche element 5a, so that heat exchange of the perche element 5a can be promoted. It is also possible to cool the battery 4 by the air flow generated by the rotary blade 3a. Further, since the battery 4 and the Pelche element 5a are located outside the main body 2, the battery 4 and the Pelche element 5a can be cooled by the air flow around the unmanned aerial vehicle 1E. Therefore, it is possible to promote the cooling of the battery 4 and the Pelche element 5a itself, particularly in modes such as the flight movement mode M2, the charge standby mode M3, and the charge mode M4, in which the battery 4 is expected to be cooled. The battery 4 and the Pelche element 5a may be fixed to the bottom plate of the main body 2 or may be fixed to the side surface.

Further, as shown in the figure, the unmanned aerial vehicle 1E is provided with heat radiation fins 30 fixed to the surface (one main surface) 52a of the Pelche element 5a. The heat radiation fin 30 is a member for improving heat dissipation by increasing the surface area. The heat radiation fin 30 has a plurality of rod-shaped or plate-shaped protrusions, for example. The heat radiating fin 30 may be a member having a relatively high heat radiating property such as iron, aluminum or silver. The heat radiation fin 30 can be reduced in weight by containing, for example, aluminum. The heat radiating fin 30 may be fixed to the surface of the Pelche element, for example, via an adhesive member having high thermal conductivity. As a result, heat exchange of the Pelche element 5a can be promoted, and the temperature of the battery 4 can be adjusted in a wider temperature range. Also in this case, it is possible to promote the cooling of the battery 4 and the Pelche element 5a itself, particularly in the modes in which the battery 4 is expected to be cooled, such as the flight movement mode M2, the charge standby mode M3, and the charge mode M4. .. The heat radiation fin 30 may be applied even when the Pelche element 5a is built in the main body 2.

FIG. 10 is an explanatory diagram schematically showing an example of an unmanned aerial vehicle according to another modification of the first embodiment. In the unmanned aerial vehicle 1F shown in FIG. 10, the control device 100A is in contact with the surface 52a of the Pelche element 5a opposite to the surface 51a fixed to the battery 4. With this configuration, when the battery 4 is heated on the surface 51a side of the Pelche element 5a, the surface 52a is endothermic, so that the heat generated from the control device 100A can be absorbed to cool the control device 100A. .. In particular, in the flight movement standby mode M1 which is supposed to mainly heat the battery 4, the cooling of the control device 100 can be promoted.

[Second Embodiment]
FIG. 11 is an explanatory diagram schematically showing an example of an unmanned aerial vehicle according to the second embodiment. FIG. 12 is a schematic configuration diagram showing an example of the unmanned aerial vehicle and the control device for the unmanned aerial vehicle according to the second embodiment. As shown in the figure, the unmanned aerial vehicle 1G according to the second embodiment includes a spare battery 40 in addition to the battery 4. Further, the unmanned aerial vehicle 1G is equipped with a temperature control device 5G. Further, the unmanned aerial vehicle 1G includes a control device 100G according to the second embodiment. Since the other configurations of the unmanned aerial vehicle 1G are the same as those of the unmanned aerial vehicle 1A, the description thereof is omitted, and the same configurations are designated by the same reference numerals. The configuration described in the unmanned

aerial vehicle

1B, 1C, 1D, 1E, and 1F may be applied to the unmanned aerial vehicle 1G according to the second embodiment.

As shown in FIG. 11, the spare battery 40 is a rechargeable and dischargeable secondary battery mounted on the unmanned aerial vehicle 1G separately from the battery 4. The spare battery 40 is connected to various devices of the unmanned aerial vehicle 1G and is a spare power source for supplying the power required for the various devices. The spare battery 40 may be the same type of battery as the battery 4, or may be a different type of battery. Like the battery 4, the spare battery 40 can be connected to an external power source via a connector 9 (see FIG. 3), and charges power from the external power source via a charging circuit for a spare battery (not shown). can do.

The temperature control device 5G has at least one Pelche element 5b in addition to the Pelche element 5a. As shown in FIG. 11, the Pelche element 5b is arranged in contact with the spare battery 40, and cools or heats the spare battery 40 to adjust the temperature. Since the function and arrangement configuration of the Pelche element 5b are the same as those of the Pelche element 5a, the description thereof will be omitted.

The control device 100G includes an overall control unit 23G instead of the overall control unit 23, and a temperature control unit 25G instead of the temperature control unit 25. When the battery 4 as the main power source becomes unsuitable for use during the execution of the flight movement mode M2, the overall control unit 23G switches the power source to the use of the spare battery 40, and each device of the unmanned aerial vehicle 1A. To supply power to. When the temperature control unit 25G acquires prior information that the battery 4 is in a state unsuitable for use, the temperature control unit 25G controls the Pelche element 5a for the spare battery 40 before switching to the use of the spare battery 40 to control the spare battery 40. Adjust the temperature in advance.

Next, the main parts of the second embodiment will be described. FIG. 13 is a flowchart showing an example of processing when the power source is a spare battery in the unmanned aerial vehicle according to the second embodiment. The process shown in FIG. 13 is repeatedly executed by the overall control unit 23G in parallel with the process shown in FIG. 4 while the flight movement mode M2 is being executed.

As step S41, the overall control unit 23G determines whether or not the battery 4 is in a state unsuitable for use. Here, "a state in which the battery 4 is not suitable for use" means that the charge rate of the battery 4 has dropped to a predetermined charge rate or less, the battery 4 has generated heat to a specified temperature or higher, and the expansion rate of the battery 4 has been increased. Includes the fact that the expansion rate is equal to or higher than the specified expansion rate. The expansion coefficient of the battery 4 can be calculated based on, for example, a value detected by a strain gauge sensor (not shown).

When the overall control unit 23G determines that the battery 4 is not suitable for use (Yes in step S41), as step S42, the power source to be used is switched to the spare battery 40, and the process of this routine is repeated. On the other hand, when the overall control unit 23G determines that the battery 4 is not in a state unsuitable for use (No in step S41), the overall control unit 23G sets the battery 4 to be used as a power source in step S43, and processes this routine. repeat. As a result, if the battery 4 is no longer suitable for use during the execution of the flight movement mode M2, power is supplied by the spare battery 40, and the battery 4 is restored to a state suitable for use. Occasionally, power is supplied by the battery 4. After the switch to the use of the spare battery 40 is performed once, the spare battery 40 may be continuously used until the movement along the flight path of the unmanned aerial vehicle 1A is completed.

Next, the temperature control of the spare battery will be described with reference to FIG. FIG. 14 is a flowchart showing an example of temperature control of the spare battery. The process shown in FIG. 14 is repeatedly executed by the temperature control unit 25G while the flight movement mode M2 is being executed and the battery 4 is being used as the power source. The process shown in FIG. 14 is executed in parallel with the process shown in FIG. When the spare battery 40 is used as the power source, the temperature control unit 25 executes the process shown in FIG. 5 by using the Pelche element 5b for controlling the temperature of the spare battery 40.

As step S51, the temperature control unit 25G acquires advance information from the overall control unit 23G that makes the battery 4 unsuitable for use. Here, "preliminary information that the battery 4 becomes unsuitable for use" means that the above-mentioned battery 4 becomes unsuitable for use and it is necessary to switch to the use of the spare battery 40 in advance. Information to be transmitted. Therefore, the prior information is obtained from the overall control unit 23G to the temperature control unit when each monitoring target for the battery 4 becomes a threshold value looser than each threshold value when the battery 4 is in a state unsuitable for use. It is output to 25G. For example, when the charge rate of the battery 4 becomes a predetermined value higher than the above-mentioned specified charge rate, the overall control unit 23G sets the battery temperature T of the battery 4 to a predetermined value lower than the above-mentioned specified temperature. When the expansion rate of the battery 4 becomes lower than the above-mentioned specified expansion rate and becomes a predetermined value or more, the prior information is output to the temperature control unit 25G.

If the temperature control unit 25G has not acquired prior information that makes the battery 4 unsuitable for use (No in step S51), the temperature control unit 25G temporarily terminates this routine and executes it from the beginning again. On the other hand, when the temperature control unit 25G acquires prior information that makes the battery 4 unsuitable for use (Yes in step S51), the temperature control unit 25G acquires the temperature of the spare battery 40 in step S52. The temperature of the spare battery 40 is acquired by the temperature acquisition unit 24 by the same method as the battery temperature T of the battery 4, and is output to the temperature control unit 25G. When the temperature control unit 25G acquires the temperature of the spare battery 40, in step S53, the temperature control unit 25G controls the Pelche element 5b so that the temperature of the spare battery 40 becomes the flight permission temperature T1. The temperature control unit 25G repeatedly executes the processes of steps S51 to S53 while the battery 4 is in use.

As described above, in the second embodiment, when the temperature control unit 25G acquires the prior information that the battery 4 is in a state unsuitable for use, the spare battery 40 mounted on the unmanned aerial vehicle 1G separately from the battery 4 Before switching to the use of the spare battery 40, the Pelche element 5b for the spare battery 40 is controlled to adjust the temperature of the spare battery 40 in advance. With this configuration, it is possible to suppress the decrease in the life of the spare battery 40 and the decrease in the power efficiency after switching the power source from the battery 4 to the spare battery 40 as much as possible.

In step S53, the Pelche element 5b may be controlled so that the temperature of the spare battery 40 becomes a predetermined temperature other than the flight permission temperature T1. That is, the temperature may be such that when switching to the spare battery 40 occurs during the execution of the flight movement mode M2, it is possible to suppress a decrease in the life of the spare battery 40 or a decrease in power efficiency. ..

Further, when the "battery 4 is not suitable for use", it is preferable to switch the power source to the spare battery 40 even if the temperature of the spare battery 40 does not reach the flight permission temperature T1. In other words, if there is time to continue using the battery 4 between the time when the temperature control unit 25G acquires the prior information and the time when the battery 4 becomes "unsuitable for use", it is reserved. The fact that the temperature of the battery 40 reaches the flight permission temperature T1 may be a condition for switching from the battery 4 to the spare battery 40.

Further, the Pelche element 5a may be electrically connected to either the battery 4 or various devices mounted on the main body 2. By giving a temperature gradient to the endothermic surface and the heating surface, the Pelche element 5a can generate power by the Seebeck effect as an effect opposite to the Pelche effect. Therefore, the Pelche element 5a can generate electricity by utilizing the difference between the battery temperature T and the temperature of the ambient environment of the Pelche element 5a. With this configuration, the electric power generated by the Pelche element 5a can be charged to the battery 4 or supplied to various devices such as the flight device 3, so that the unmanned aerial vehicle 1A can be flown for a longer period of time. The power generation by the Pelche element 5a is performed when the temperature of the battery 4 is not controlled by the Pelche element 5a. The mode switching between the power generation by the Pelche element 5a and the temperature control of the battery 4 may be performed according to conditions such as the battery temperature T, the temperature of the Pelche element 5a, the outside air temperature, the flight time, and the flight distance. In particular, when there is a built-in thermistor 7 that detects the temperature of the Pelche element 5a, since the temperature of the Pelche element 5a can be detected accurately, the mode switching between the power generation by the Pelche element 5a and the temperature control of the battery 4 is finely executed. be able to. The same may apply to the Pelche element 5b and the spare battery 40 described in the second embodiment.

1A, 1B, 1C, 1D, 1E, 1F, 1G unmanned aerial vehicle 2 unmanned aerial vehicle body (main body)
3 Flight device 3a Rotorcraft 4 Battery 5,5G

Temperature control device

5a, 5b Pelche element 51a surface (other main surface)
52a surface (one main surface)
6 GPS receiver 7 Built-in thermistor 8 External thermistor 9 Connector 10 Storage unit 20 Control unit 21 Flight route acquisition unit 22 Current

position acquisition unit

23,23G Overall control unit 24

Temperature acquisition unit

25,25G Temperature control unit 26 Meteorological information acquisition Part 40

Spare battery

100A, 100B, 100C, 100D, 100G Control device M1 Flight movement standby mode M2 Flight movement mode M3 Charge standby mode M4 Charging mode T Battery temperature Tt Target temperature T1 Flight permission temperature T2 Flight movement temperature T3 Charge permission temperature

Claims

A temperature acquisition unit that acquires the battery temperature of the battery of an unmanned aerial vehicle,
A temperature control unit that controls the Pelche element that adjusts the temperature of the battery, and
Equipped with
The temperature control unit is a control device for an unmanned aerial vehicle that controls the Pelche element so that the battery temperature acquired by the temperature acquisition unit becomes a temperature set according to a plurality of control modes of the unmanned aerial vehicle.
The plurality of control modes include a flight movement standby mode before starting the flight movement of the unmanned aerial vehicle and a flight movement mode in which the unmanned aerial vehicle is made to fly and move.
The transition condition from the flight movement standby mode to the flight movement mode includes that the battery temperature is equal to or higher than the preset flight permission temperature.
The control device for an unmanned aerial vehicle according to claim 1, wherein the temperature control unit controls the Pelche element so that the battery temperature becomes equal to or higher than the flight permission temperature when the control mode is the flight movement standby mode. ..
The plurality of control modes include a charge standby mode after the flight movement mode and before charging the battery, and a charge mode for charging the battery.
The transition condition from the charge standby mode to the charge mode includes that the battery temperature is equal to or lower than the preset charge permission temperature.
The control device for an unmanned aerial vehicle according to claim 2, wherein the temperature control unit controls the Pelche element so that the battery temperature is equal to or lower than the charge permission temperature when the control mode is the charge standby mode.
Claim 2 or claim 3 that the temperature control unit controls the Pelche element so that the battery temperature is maintained at a preset flight movement temperature when the control mode is the flight movement mode. The control device for the unmanned aerial vehicle described in.
When the temperature control unit acquires prior information that the battery is in a state of being unsuitable for use, the Pelche for the spare battery is used before switching to the use of the spare battery mounted on the unmanned aerial vehicle separately from the battery. The control device for an unmanned aerial vehicle according to any one of claims 1 to 4, wherein the element is controlled to adjust the temperature of the spare battery in advance.
The control device for an unmanned aerial vehicle according to any one of claims 1 to 5, wherein the temperature acquisition unit acquires the internal resistance value of the battery and calculates the battery temperature based on the internal resistance value.
The unmanned aerial vehicle according to any one of claims 1 to 6, wherein the temperature acquisition unit calculates the battery temperature based on the temperature of the Pelche element detected by the temperature sensor built in the Pelche element. Aircraft control device.
Claims 1 to 7 calculate the battery temperature based on the outside air temperature detected by the temperature sensor that detects the outside air temperature around the unmanned aerial vehicle and the altitude of the unmanned aerial vehicle. The control device for an unmanned aerial vehicle according to any one of the above.
The temperature acquisition unit acquires information on the weather of the planned route on which the unmanned aerial vehicle will fly, and calculates the battery temperature based on the acquired information on the weather. Unmanned aerial vehicle control device.
Unmanned aerial vehicle body and
The battery mounted on the unmanned aerial vehicle body and
The Pelche element that adjusts the temperature of the battery and
The control device for an unmanned aerial vehicle according to any one of claims 1 to 9, which controls the Pelche element.
Unmanned aerial vehicle equipped with.
Further provided with a heat radiating fin fixed to one main surface of the Pelche element,
The other main surface of the Pelche element is fixed to the battery.
The unmanned aerial vehicle according to claim 10.
The unmanned aerial vehicle body is equipped with rotary wings and
The Pelche element is located between the unmanned aerial vehicle body and the battery.
The unmanned aerial vehicle according to claim 10 or 11.
The unmanned aerial vehicle body is equipped with rotary wings and
The battery is located between the unmanned aerial vehicle body and the Pelche element.
The unmanned aerial vehicle according to any one of claims 10 to 12.
The unmanned aerial vehicle according to claim 10, wherein the control device is in contact with the side of the Pelche element opposite to the surface fixed to the battery.
The Pelche element is electrically connected to either the battery or a device mounted on the unmanned aerial vehicle body, and the difference between the temperature of the battery and the temperature of the ambient environment is connected to either the battery or the device. The unmanned aerial vehicle according to any one of claims 10 to 14, which supplies the electric power generated by the vehicle.
A step to determine which of the multiple control modes the unmanned aerial vehicle is controlled by,
Steps to get the battery temperature of the unmanned aerial vehicle battery,
A step of controlling the Pelche element that adjusts the temperature of the battery so that the battery temperature becomes a temperature set according to the plurality of control modes of the unmanned aerial vehicle.
How to control an unmanned aerial vehicle.
A step to determine which of the multiple control modes the unmanned aerial vehicle is controlled by,
Steps to get the battery temperature of the unmanned aerial vehicle battery,
A step of controlling the Pelche element that adjusts the temperature of the battery so that the battery temperature becomes a temperature set according to the plurality of control modes of the unmanned aerial vehicle.
A program that causes a computer to run.