METHOD FOR OPERATING A FLYING OBJECT, AND FLYING OBJECT

Abstract

Technologies and techniques for operating a flying object, such as a battery-operated flying object that includes at least one battery system and at least one electric drive unit. During an emergency, a first power limit of the battery system can be increased to a second power limit of the battery system such that a safe emergency landing of the flying object is possible.

Claims

1-10. (canceled)

11. A method for operating a battery-operated flying object comprising at least one battery system and at least one electric drive unit, comprising: determining a first power limit for the battery system; recording state data of the drive unit; assigning target state data to the state data; determining that the state data does not meet the target data by one or more limit values; and increasing the first power limit to a second power limit when the target state data does not meet the target state data.

12. The method according to claim 11, further comprising generating a recommendation to increase the first power limit to the second power limit when the first limit value is not met.

13. The method according to claim 12, further comprising receiving a confirmation for the recommendation to increase the first power limit to the second power limit from a pilot of the battery-operated flying object.

14. The method according to claim 11, further comprising receiving a confirmation for the recommendation to increase the first power limit to the second power limit from a control facility associated with the battery-operated flying object.

15. The method according to claim 11, wherein increasing the first power limit to the second power limit comprises increasing the first power limit to the second power limit automatically when the second limit value is not met.

16. The method according to claim 11, wherein increasing the first power limit to the second power limit comprises increasing the first power limit to the second power limit manually when the second limit value is not met.

17. The method according to claim 11, wherein the one or more limit values comprises a first limit value and a second limit value, and wherein the first limit value indicates a potential malfunction, and the second limit value indicates as emergency malfunction.

18. A flying object, comprising at least one battery system; at least one drive unit; and at least one control unit, wherein the control unit is configured to determine a first power limit for the at least one battery system; record state data of the at least one drive unit; assign target state data to the state data; and determine that the state data does not meet the target data by one or more limit values; and increase the first power limit to a second power limit when the target state data does not meet the target state data.

19. The flying object according to claim 18, wherein the control unit is configured to generate a recommendation to increase the first power limit to the second power limit when the first limit value is not met.

20. The flying object according to claim 19, wherein the control unit is configured to receive a confirmation for the recommendation to increase the first power limit to the second power limit from a pilot of the battery-operated flying object.

21. The flying object according to claim 18, wherein the control unit is configured to receive a confirmation for the recommendation to increase the first power limit to the second power limit from a control facility associated with the battery-operated flying object.

22. The flying object according to claim 18, wherein the control unit is configured to increase the first power limit to the second power limit automatically when the second limit value is not met.

23. The flying object according to claim 18, wherein the control unit is configured to increase the first power limit to the second power limit manually when the second limit value is not met.

24. The flying object according to claim 18, wherein the one or more limit values comprises a first limit value and a second limit value, and wherein the first limit value indicates a potential malfunction, and the second limit value indicates as emergency malfunction.

25. A flying object, comprising at least one battery system; at least one drive unit; and at least one control unit, wherein the control unit is configured to determine a first power limit for the at least one battery system; record state data of the at least one drive unit; assign target state data to the state data; and determine that the state data does not meet the target data by one or more limit values, wherein the one or more limit values comprises a first limit value and a second limit value, and wherein the first limit value indicates a potential malfunction, and the second limit value indicates as emergency malfunction; and increase the first power limit to a second power limit when the target state data does not meet the target state data.

26. The flying object according to claim 18, wherein the control unit is configured to generate a recommendation to increase the first power limit to the second power limit when the first limit value is not met.

27. The flying object according to claim 19, wherein the control unit is configured to receive a confirmation for the recommendation to increase the first power limit to the second power limit from a pilot of the battery-operated flying object.

28. The flying object according to claim 18, wherein the control unit is configured to receive a confirmation for the recommendation to increase the first power limit to the second power limit from a control facility associated with the battery-operated flying object.

29. The flying object according to claim 18, wherein the control unit is configured to increase the first power limit to the second power limit automatically when the second limit value is not met.

30. The flying object according to claim 18, wherein the control unit is configured to increase the first power limit to the second power limit manually when the second limit value is not met.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The present disclosure will be described hereafter in exemplary embodiments based on the associated drawings. In the drawings:

[0026] FIG. 1 shows a schematic representation of an exemplary embodiment of a flying object according to some aspects of the present disclosure;

[0027] FIG. 2 shows a schematic representation of an exemplary embodiment of a method according to some aspects of the present disclosure; and

[0028] FIG. 3 shows a schematic representation of the usable cell capacity of a battery system according to an exemplary embodiment of the method according to some aspects of the present disclosure.

DETAILED DESCRIPTION

[0029] Aspects of the present disclosure advantageously make it possible to operate components of the drive train such that these extend the power range and, accepting subsequent component damage and/or a decrease in the component service life into consideration, enable a safe landing of the flying object in the event of an emergency. Such an emergency scenario can in particular be handled by batteries of battery-operated flying objects.

[0030] The operational application of batteries in general represents a compromise between the released power or current limits and the decrease in service life associated with the operation. Higher power releases result in a shorter service life.

[0031] However, since these are possible in principle, a significant increase in power can be carried out for a short time. This results in wear on the battery, but safeguards the landing of the flying object if, for example, another battery system, which is required for normal operation, fails completely. Within the scope of the design of the drive train, requirements with regard to the redundancies of the employed technologies can be reduced with the aid of this measure, and the drive train can be configured to be less complex. As a result, the design is more cost-effective and has a lower mass, whereby the concept becomes more energy-efficient. For example, individual batteries do not have to be overdesigned, in terms of the power thereof, beyond the actual power requirement in the event of a failure of one of the systems.

[0032] The second power limit does not necessarily have to be statically defined. For example, the second power limit can be designed such that a deep discharge of the battery system is not yet or only partially possible.

[0033] In some examples, a recommendation may be provided to increase the first power limit to the second power limit when the target state data are fallen short of or exceeded by a first limit value. In this way, it is possible to convey to a pilot or, for example, a control unit that it may be advisable to increase the power limit of the battery system to the second power limit.

[0034] Alternately or in addition, the first power limit may be increased to the second power limit when the recommendation is confirmed by a pilot. The pilot consequently has a choice and can personally assess the situation. If, for example, sensors of the flying object should function in a faulty manner, the pilot himself or herself, however, is of the opinion that an increase of the first power limit to the second power limit is not necessary, the recommendation to increase the power does not need to be followed.

[0035] In some examples, the first power limit may be increased to the second power limit when the recommendation is confirmed by a control facility that is connected to the flying object. The control facility can, for example, be a ground control center, that is, an external control facility, which is wirelessly connected to the flying object. The link can be implemented by way of a communication interface, for example, via which all signal variables that arrive in the monitoring unit of the flying object are transmitted, preferably in a pooled manner, at regular intervals. The control facility can comprise a monitoring unit, which has a certain scope of functions for evaluating the state data.

[0036] Optionally, further staff can manage the control facility. The communication between the staff and the control facility is similar to that between a pilot and the monitoring of the state data in the flying object. In the event of an emergency scenario, the control facility can transmit a control recommendation to the flying object. This is incorporated into the functional block of the decision-making process in the flying object. Similar to the flying object, the control facility additionally transmits a situational assessment and recommendation for action to the pilot should the flying object require a pilot.

[0037] In some examples, the first power limit may be increased to the second power limit and carried out automatically when the target state data are fallen short of or exceeded by a second limit value during a detected emergency. As a result, it is automatically recognized that a power reserve is required since the power demand is considerably higher than expected, for example due to poor weather, or the power demand is considerably higher than expected due to the failure of a drive unit and the associated decreasing efficiency, or, for example, a second energy source in a hybrid drive has failed due to a fault. The second limit value indicates an emergency, while the first limit value draws attention to the fact that a malfunction may be present.

[0038] In some examples, a pilot may carry out the increase from the first power limit to the second power limit manually at any time.

[0039] Overall, it is provided that a prioritization of the different possible actions takes place. In this way, multiple, potentially conflicting instructions can be consolidated. For example, the pilot could release a recommendation for action and, at the same time, personally trigger an emergency program, or additionally an instruction of the control facility is present. Corresponding conflicts are resolved according to fixedly defined prioritization rules.

[0040] FIG. 1 shows a flying object 10 that includes a battery system 12 and an electric drive unit 14 in the form of four propellers. The flying object 10 is wirelessly connected to a control facility 16. Moreover, the flying object comprises a control unit 18 and a battery control unit 20. The battery system 12 has a first power limit and a second power limit. During normal operation, the battery system 12 and accordingly the flying object 10 are operated using the first power limit. During operation of the flying object 10, state data of the flying object 10, in particular of the drive unit 14, are recorded by the control unit 18. These state data are compared to target state data. When these state data deviate by a first limit value from the target state data, a recommendation to increase the first power limit to the second power limit is output by the control unit 18.

[0041] In this way, the complete discharge range until a cut-off voltage in the form of the second power limit is reached can be provided in its entirety as regularly usable energy source. The fact that the regular cut-off voltage, serving as the second power limit, has been reached is visualized to a pilot in the battery control unit 20 and/or the control facility 16 as 0% SOC, that is 0% state-of-charge. At the same time, a reserve, not to be used, of approximately 15%, for example, is additionally visualized by the battery control unit 20. This reserve may be activated in that, in the event of an exceptional or emergency situation, flying is possible beyond the 0% SOC level, for example, when a planned landing hub is occupied or blocked. One emergency situation that would also be conceivable is that the weather situation requires an unplanned deviation of the route or that the approach for a landing at the planned hub has to be repeated unexpectedly multiple times.

[0042] The battery control unit 20 recognizes that the cell voltage of the battery system falls short of a limit of 3 V, for example, and puts out a notice. However, no shut-off occurs, and no restriction of the power limits. The deep discharge by another 0.5 to 1 V provides an energy reserve of up to 20% of the overall energy content. After a successful emergency landing, the battery control unit 20 suppresses charging access or further discharging access to the battery system 12. Using a suitable location, for example a fault memory, the battery control unit stores the notice that a cell-damaging emergency deep discharge has occurred, and that a replacement of the battery system 12 is necessary. As an alternative, it is possible to reduce the state of health (SOH) using an aging model, and the battery system 12 can continue to be used if the remaining SOH is still sufficient.

[0043] FIG. 2 shows a schematic, step-by-step representation of an exemplary embodiment of a method according to the present disclosure for operating the flying object 10 according to FIG. 1. In step 100, it is recognized that state data of the flying object 10 or of the drive unit 14 do not correspond to the previously defined target state data. Step 120 shows the case when the state data deviate from the target state data by a higher, second limit value. In this case, an emergency is to be assumed. In step 120, the first power limit is therefore automatically increased to the second power limit so that the flying object 10 is able to carry out an emergency landing.

[0044] Step 160 shows the case when the state data deviate from the target state data by a first limit value. In this case, no emergency exists yet. The control unit 18 therefore, in step 180, only issues a recommendation that it may be advisable to increase the first power limit to the second power limit. This recommendation can be accepted or rejected by a pilot in step 200. It is also conceivable for the flying object 10 to be autonomously operated, without a pilot. As an alternative or in addition, this recommendation can be accepted or rejected by the control facility 16 or staff working in the control facility 16.

[0045] Step 240 illustrates that a pilot present in the flying object 10 at any time has the option of manually increasing the first power limit to the second power limit. Likewise, the staff in the control facility 16 can manually increase the first power limit to the second power limit. These options for action, which are summarized by the dotted line, can partially be carried out in parallel. For this purpose, a prioritization of the actions is provided for in step 260. In the event that, for example in step 200, the recommendation of the control unit 18 to increase the first power limit to the second power limit from step 180 was rejected, in the meantime, however, the situation has turned into an emergency, the automatic increase of the first power limit to the second power limit according to step 140 is nevertheless ultimately carried out in step 280. This decision is signaled to the pilot.

[0046] FIG. 3 shows the regularly usable cell capacity 22, which is, for example, an expected power load profile of 19 Ah. Furthermore, the additional cell capacity 24 is apparent. A release of the reduced cut-off voltage to the second power limit can be 6 Ah. In the case of a deep discharge of this scope, the cell must subsequently be replaced. The effects to be expected, which result from the deep discharge, can be a dissolution of copper out of the collector at the anode side, for example, and a copper dendrite formation on the carbon anode. The anode can become damaged by cracks. Cracks can also arise at the cathode side. Moreover, aluminum corrosion at the collector on the cathode side is to be expected, along with an associated loss of contact.

LIST OF REFERENCE SIGNS

[0047] 10 flying object [0048] 12 battery system [0049] 14 drive unit [0050] 16 control facility [0051] 18 control unit [0052] 20 battery control unit [0053] 22 regularly usable cell capacity [0054] 24 additional cell capacity