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CN109131841A - Method of supplying power to, device, flight control system and the aircraft of aircraft - Google Patents

Method of supplying power to, device, flight control system and the aircraft of aircraft Download PDF

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Publication number
CN109131841A
CN109131841A CN201810939576.2A CN201810939576A CN109131841A CN 109131841 A CN109131841 A CN 109131841A CN 201810939576 A CN201810939576 A CN 201810939576A CN 109131841 A CN109131841 A CN 109131841A
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CN
China
Prior art keywords
aircraft
battery
flight
discharge rate
phase
Prior art date
Legal status (The legal status 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 status listed.)
Pending
Application number
CN201810939576.2A
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Chinese (zh)
Inventor
秦威
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Shenzhen Autel Intelligent Aviation Technology Co Ltd
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Shenzhen Autel Intelligent Aviation Technology Co Ltd
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 Shenzhen Autel Intelligent Aviation Technology Co Ltd filed Critical Shenzhen Autel Intelligent Aviation Technology Co Ltd
Priority to CN201810939576.2A priority Critical patent/CN109131841A/en
Publication of CN109131841A publication Critical patent/CN109131841A/en
Priority to PCT/CN2019/100919 priority patent/WO2020035042A1/en
Pending legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C19/00—Aircraft control not otherwise provided for
    • 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
    • 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

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

The present embodiments relate to vehicle technology fields, disclose method of supplying power to, device, flight control system and the aircraft of a kind of aircraft.Wherein, this method comprises: determining the current flight stage of the aircraft；The battery of control and discharge-rate corresponding to the current flight stage is that the motor of the aircraft is powered.The flight time of aircraft can be improved in the method for supplying power to of the aircraft provided through the embodiment of the present invention.

Description

Power supply method and device for aircraft, flight control system and aircraft
Technical Field
The embodiment of the invention relates to the technical field of aircrafts, in particular to a power supply method of an aircraft, a power supply device of the aircraft, a flight control system and the aircraft with the flight control system.
Background
At present, aircrafts are applied to various fields, such as Unmanned Aerial Vehicles (UAVs), and have the advantages of small size, low manufacturing cost, convenience in use, low requirement on combat environment, strong battlefield viability and the like, so that the aircrafts are widely applied to the fields of police, city management, agriculture, geology, meteorology, electric power, emergency rescue and relief, video shooting and the like. The flight of an aircraft is utilized to perform various tasks, such as performing aerial photography, line patrol, survey, metrology, cargo transport, and the like.
In the practical application of an aircraft, it is generally desirable to increase the flight time of the aircraft as much as possible so that the aircraft can be better suited for performing various flight tasks, such as a large survey that typically requires the aircraft to fly for a longer period of time to perform the survey task. Therefore, how to increase the flight time of the aircraft becomes a problem to be solved.
Disclosure of Invention
The invention mainly aims to provide a power supply method and device of an aircraft, a flight control system and the aircraft, which can improve the flight time of the aircraft.
The embodiment of the invention discloses the following technical scheme:
in order to solve the technical problem, an embodiment of the present invention provides a power supply method for an aircraft, where the method includes:
determining a current flight phase of the aircraft;
and controlling a battery with a discharge rate corresponding to the current flight stage to supply power to a motor of the aircraft.
In some embodiments, before the battery controlling the discharge rate corresponding to the current flight phase powers the motor of the aircraft, the method further comprises:
acquiring a corresponding relation between a preset flight stage and a discharge rate;
the battery that control and the corresponding discharge rate of current flight stage is for the motor power supply of aircraft includes:
determining a battery with a discharge rate corresponding to the current flight phase according to the corresponding relation between the preset flight phase and the discharge rate;
and controlling the determined battery to supply power to a motor of the aircraft, wherein the motor of the aircraft needs to supply power in the current flight phase.
In some embodiments, the controlling the discharge rate corresponding to the current flight phase of the aircraft comprises:
when the current flight phase is a first flight phase, sending a first instruction to a first motor of the aircraft to enable a first battery to supply power to the first motor, wherein the first battery is a battery with a discharge rate corresponding to the first flight phase;
when the current flight phase is a second flight phase, sending a second instruction to a second motor of the aircraft to enable a second battery to supply power to the second motor, wherein the second battery is a battery with a discharge rate corresponding to the second flight phase;
wherein the second battery has a different discharge rate than the first battery.
In some embodiments, the first flight phase is a takeoff phase, the second flight phase is a cruise phase, and the discharge rate of the first battery is higher than the discharge rate of the second battery.
In some embodiments, the determining the current flight phase of the aircraft comprises:
acquiring current flight state parameters of the aircraft;
and determining the current flight stage of the aircraft according to the current flight state parameters of the aircraft.
In some embodiments, the method further comprises:
receiving power from the battery at least one discharge rate.
In some embodiments, the at least one discharge rate battery comprises at least two discharge rate batteries;
the receiving of power from a battery at least one discharge rate comprises:
and receiving the power of all batteries or part of batteries in the batteries with at least two discharge rates.
In order to solve the above technical problem, an embodiment of the present invention further provides a power supply device for an aircraft, where the power supply device includes:
a flight phase determination module for determining a current flight phase of the aircraft;
and the control module is used for controlling the battery with the discharge multiplying power corresponding to the current flight stage to supply power to the motor of the aircraft.
In some embodiments, the apparatus further comprises:
the acquisition module is used for acquiring the corresponding relation between a preset flight phase and the discharge rate;
the control module is specifically configured to:
determining a battery with a discharge rate corresponding to the current flight phase according to the corresponding relation between the preset flight phase and the discharge rate acquired by the acquisition module;
and controlling the determined battery to supply power to a motor of the aircraft, wherein the motor of the aircraft needs to supply power in the current flight phase.
In some embodiments, the control module is specifically configured to:
when the current flight phase is a first flight phase, sending a first instruction to a first motor of the aircraft to enable a first battery to supply power to the first motor, wherein the first battery is a battery with a discharge rate corresponding to the first flight phase;
when the current flight phase is a second flight phase, sending a second instruction to a second motor of the aircraft to enable a second battery to supply power to the second motor, wherein the second battery is a battery with a discharge rate corresponding to the second flight phase;
wherein the second battery has a different discharge rate than the first battery.
In some embodiments, the first flight phase is a takeoff phase, the second flight phase is a cruise phase, and the discharge rate of the first battery is higher than the discharge rate of the second battery.
In some embodiments, the flight phase determination module is specifically configured to:
acquiring current flight state parameters of the aircraft;
and determining the current flight stage of the aircraft according to the current flight state parameters of the aircraft.
In some embodiments, the apparatus further comprises:
the receiving module is used for receiving the electric power of the battery with at least one discharge rate.
In some embodiments, the at least one discharge rate battery comprises at least two discharge rate batteries;
the receiving module is specifically configured to:
and receiving the power of all batteries or part of batteries in the batteries with at least two discharge rates.
In order to solve the above technical problem, an embodiment of the present invention further provides a flight control system, including:
at least one processor; and the number of the first and second groups,
a memory communicatively coupled to the at least one processor; wherein,
the memory stores instructions executable by the at least one processor to enable the at least one processor to perform a method of powering an aircraft as described above.
To solve the above technical problem, embodiments of the present invention also provide a computer program product including a computer program stored on a non-volatile computer-readable storage medium, the computer program including program instructions that, when executed by a computer, cause the computer to execute the power supply method of an aircraft as described above.
To solve the technical problem, an embodiment of the present invention further provides a non-transitory computer-readable storage medium storing computer-executable instructions for causing a computer to execute the method for supplying power to an aircraft as described above.
In order to solve the technical problem, an embodiment of the present invention further provides an aircraft, including a battery, a motor, and the flight control system as described above, where the battery is connected to the flight control system and the motor, respectively.
In the embodiment of the invention, aiming at different flight phases of the aircraft, the battery with the discharge rate corresponding to the flight phase of the aircraft is adopted to supply power to the motor of the aircraft, so that the flight time of the aircraft can be improved, and the flight range of the aircraft is enlarged.
Drawings
One or more embodiments are illustrated by way of example in the accompanying drawings, which correspond to the figures in which like reference numerals refer to similar elements and which are not to scale unless otherwise specified.
Fig. 1 is a schematic diagram of an application environment of a power supply method for an aircraft according to an embodiment of the present invention;
FIG. 2 is a schematic flow chart illustrating a method for powering an aircraft according to an embodiment of the present invention;
fig. 3 is a schematic diagram of a specific implementation manner of the power supply method according to the embodiment of the present invention;
FIG. 4 is a schematic flow chart diagram illustrating another method for powering an aircraft according to an embodiment of the present invention;
FIG. 5 is a schematic diagram of an isolation circuit provided by an embodiment of the present invention;
FIG. 6 is a schematic diagram of a power supply for an aircraft according to an embodiment of the present invention;
FIG. 7 is a schematic diagram of a hardware configuration of a flight control system provided by an embodiment of the invention;
FIG. 8 is a schematic illustration of an aircraft provided by an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In addition, the technical features involved in the embodiments of the present invention described below may be combined with each other as long as they do not conflict with each other.
The power supply method of the aircraft can be used for supplying power to various aircrafts, such as unmanned planes, unmanned ships or other movable devices. Taking a drone as an example, the drone may be a rotary wing vehicle (rotorcraft), for example, a multi-rotor vehicle propelled by air through a plurality of propulsion devices, embodiments of the invention are not limited thereto, and the drone may also be other types of drones, such as fixed wing drones, unmanned airships, umbrella wing drones, flapping wing drones, and so on.
Fig. 1 is a schematic view of an application scenario of a power supply method for an aircraft according to an embodiment of the present invention. The application scene comprises the following steps: an aircraft 100. Wherein the aircraft 100 comprises: flight control system 10, battery 20, and motor 30. The battery 20 is connected to the flight control system 10 and the motor 30, respectively, to provide power to the flight control system 10 and the motor 30, thereby ensuring flight of the aircraft 100. Also, flight control system 10 is communicatively coupled to motor 30 to send control commands to motor 30 to control the turning on or off of motor 30.
Specifically, the flight control system 10 is powered by the battery 20, so as to ensure normal operation of the flight control system 10, such as controlling the flight of the aircraft 100 and controlling the battery 20 to supply power to the motor 30; the motor 30 is powered by the battery 20 to drive a propeller connected to the motor 30 to rotate, thereby powering the flight of the aircraft 100.
Flight control system 10 (referred to as a flight control system) has the capability of monitoring and manipulating the flight and mission of aircraft 100, and includes a set of devices for launch and recovery control of aircraft 100. Flight control system 10 is used to effect control of the flight of aircraft 100. Flight control system 10 may include a flight controller and a sensing system. Wherein the flight controller is communicatively coupled to the sensing system for data or information transfer.
The sensing systems are used to measure positional parameters and state parameters, etc., such as three-dimensional position, three-dimensional angle, three-dimensional velocity, three-dimensional acceleration and three-dimensional angular velocity, altitude, etc., of the aircraft 100 and various components of the aircraft 100. For example, when the aircraft 100 is flying, the current flight state parameters of the aircraft may be acquired in real time by the sensing system, so as to determine the flight state of the aircraft in real time.
The sensing system may include, for example, at least one of an infrared sensor, an acoustic wave sensor, a gyroscope, an electronic compass, an Inertial Measurement Unit (IMU), a vision sensor, a global navigation satellite system, a barometer, and the like. For example, the Global navigation satellite system may be a Global Positioning System (GPS). Attitude parameters during flight of the aircraft 100 may be measured by the IMU, the altitude of the aircraft 100 may be measured by infrared sensors or acoustic sensors, and so forth.
The flight controller is used to control the flight of the aircraft 100. Furthermore, during the flight of the aircraft 100, the flight controller is powered by the control battery 20 to ensure the normal operation of the flight controller, such as controlling the flight of the aircraft 100 and controlling the battery 20 to power the motor 30.
It will be appreciated that the flight controller may control the aircraft 100 in accordance with preprogrammed instructions, or may control the aircraft 100 in response to one or more control instructions from other devices. For example, after the current flight phase of the aircraft 100 is determined, a control command is sent to the corresponding motor 30 to control the battery 20 with the discharge rate corresponding to the current flight phase to supply power to the motor 30 so as to drive the corresponding propeller to rotate, thereby providing power for the flight of the aircraft 100; alternatively, after the current flight phase of the aircraft 100 is determined, a control command sent by an external device such as a controller is received and sent to the corresponding motor 30, so as to control the battery 20 with the discharge rate corresponding to the current flight phase to supply power to the motor 30, so as to drive the corresponding propeller to rotate, thereby providing power for the flight of the aircraft 100. Among other things, the flight phases of the aircraft 100 may include, but are not limited to: a preparation phase, a takeoff phase, a climb phase, a cruise phase, an approach phase, a glide-down phase, a leveling phase, a flying phase, a taxiing phase, and the like.
The battery 20 is a device that directly converts chemical energy into electric energy, and the battery 20 regenerates internal active materials using external electric energy when charging, storing the electric energy as chemical energy; upon discharge, chemical energy is converted to electrical energy output to power various devices. For example, power is provided to the aircraft 100 to ensure flight of the aircraft.
In the case of aircraft, it is primarily through flight to accomplish various tasks, such as performing aerial photography, line patrol, survey, metrology, cargo transport, and the like. In the practical application of an aircraft, it is generally desirable to increase the flight time of the aircraft as much as possible, thereby increasing the flight range of the aircraft so that the aircraft can be better adapted to perform various flight tasks. Based on this, the battery 20 in the embodiment of the present invention includes batteries with at least two discharge rates, so that the flight control system 10 adopts the battery 20 with the discharge rate corresponding to the flight phase of the aircraft 100 to supply power to the motor 30 of the aircraft 100, so as to improve the flight time of the aircraft 100, and further increase the flight range of the aircraft 100, for different flight phases of the aircraft 100.
It should be noted that the batteries of at least two discharge rates may include batteries of various discharge rates to accommodate power needs for various aircraft or various stages of an aircraft. Moreover, any battery with any discharge rate can comprise a plurality of multi-cell batteries, and the plurality of multi-cell batteries are combined into a battery with a corresponding discharge rate.
In addition, the battery 20 may be any suitable battery, such as a lithium battery, a nickel cadmium battery, or other batteries, among others.
The motor 30 is a major component of the power system of the aircraft 100. The aircraft 100 may include one or more electric motors, suitably one propeller for each motor. Each motor is connected with a corresponding propeller. Also, to meet the flight requirements of the aircraft 100 at various flight phases, the motors 30 may include various types of motors, such as lift-off motors, cruise motors, and the like.
The motor 30 and propeller may be provided on the fuselage of the aircraft 100; the motor 30 is configured to receive a control command sent by the flight control system 10, where the control command is used to enable the battery 20 to supply power to the motor 30, and after the motor 30 receives the control command, the motor 30 rotates under the condition that the battery 20 supplies power to the motor 30, so as to drive the propeller to rotate, so as to provide power for the flight of the aircraft 100, and the power enables the aircraft 100 to realize one or more degrees of freedom of movement, such as forward and backward movement, upward and downward movement, and the like. In certain embodiments, the aircraft 100 may rotate about one or more axes of rotation. For example, the above-mentioned rotation axes may include a roll axis, a translation axis, and a pitch axis. It is understood that the motor 30 may be a dc motor or an ac motor. In addition, the motor 30 may be a brushless motor or a brush motor.
It is to be understood that the above-described nomenclature for the various components of the aircraft 100 is for identification purposes only, and should not be construed as limiting embodiments of the present invention.
The embodiments of the present invention will be further explained with reference to the drawings.
Example 1:
fig. 2 is a schematic flow chart of a power supply method for an aircraft according to an embodiment of the present invention. The power supply method of the aircraft can be applied to power various types of aircraft such as unmanned planes, unmanned ships or other movable devices and the like. The method for powering the aircraft may be performed by any suitable type of control circuit, chip, controller, etc. having certain logic or processing capabilities, such as a flight control system of the aircraft, etc. The following description specifically explains an example in which a flight control system of an aircraft is an execution subject to execute a power supply method of the aircraft.
Referring to fig. 2, the method of powering an aircraft comprises:
201: determining a current flight phase of the aircraft.
Aircraft are commonly used to perform various prescribed flight tasks, and an aircraft to perform a flight task typically includes the following stages: a preparation phase, a takeoff phase, a climb phase, a cruise phase, an approach phase, a glide-down phase, a leveling phase, a flying phase, a taxiing phase, and the like.
For different flight phases, the power required by the motor of the aircraft is different, so that before the motor of the aircraft is powered, the current flight phase of the aircraft, namely the current flight phase of the aircraft, can be determined first, so that the corresponding battery is adopted to supply power to the motor of the aircraft based on the current flight phase.
Wherein the flight control system determining the current flight phase of the aircraft comprises: acquiring current flight state parameters of the aircraft; and determining the current flight stage of the aircraft according to the current flight state parameters of the aircraft.
Specifically, the current flight state parameter of the aircraft may be obtained based on various sensors in a sensing system of the flight control system, where the flight state parameter may include a flight altitude and the like. For example, the flying height of the aircraft may be measured by an infrared sensor or an acoustic wave sensor in the sensing system.
The flight altitudes of aircraft may often differ for different flight phases of the aircraft, for example, when the current flight phase of the aircraft is a cruise phase, the aircraft may often remain cruising along a pre-planned flight path at a pre-set flight altitude. Thus, the current flight phase of the aircraft may be determined based on the flight altitude. For example, when it is detected that the current flight altitude of the aircraft is greater than a preset altitude threshold value, the current flight phase of the aircraft is determined to be a cruise phase.
It will be appreciated that in some embodiments, the current flight phase of the aircraft may also be determined based on other flight state parameters, such as the aircraft's flight speed, acceleration, and the like.
202: and acquiring the corresponding relation between the preset flight stage and the discharge rate.
The discharge rate of the battery is used to indicate the rate, i.e., the rate, of the magnitude of the discharge current of the battery. The discharge rate is the discharge current/rated capacity, and is expressed in C. For example: when the battery 20A having a rated capacity of 100Ah was discharged, the discharge rate was 0.2C.
The preset corresponding relation between the flight phase and the discharge multiplying power can be pre-configured in a database of the flight control system and directly read from the database of the flight control system; or, the preset corresponding relationship between the flight phase and the discharge rate is obtained from other devices (such as a server or a terminal device) through a network.
The discharge rate corresponding to each flight phase is determined by the flight requirements meeting the flight phase, and since the higher the discharge rate of the battery, the lower the energy/weight ratio, the minimum discharge rate under the condition of meeting the flight requirements of the corresponding flight phase is the optimal discharge rate of the flight phase. For example, in the takeoff phase, the discharge rate of the battery is 5C-10C, which can meet the flight requirement in the takeoff phase, and at this time, the discharge rate of the battery is 5C, which is the optimal discharge rate in the takeoff phase.
The preset corresponding relationship between the flight phases and the discharge multiplying factor may be a corresponding relationship between each flight phase and a certain discharge multiplying factor, for example, the discharge multiplying factor corresponding to the takeoff phase is 5C. In some embodiments, the preset corresponding relationship between the flight phases and the discharge rate may also be a corresponding relationship between each flight phase and the discharge rate within a certain range, for example, the takeoff phase corresponds to the discharge rate within a range of 5C-10C.
The flight control system acquires a preset corresponding relation between flight phases and discharge rates, so that the battery with the discharge rate corresponding to each flight phase is determined based on the corresponding relation.
203: and controlling a battery with a discharge rate corresponding to the current flight stage to supply power to a motor of the aircraft.
The motor of the aircraft is used for driving a propeller of the aircraft to rotate so as to provide power for the flight of the aircraft.
The power required by the motor of the aircraft is different for different flight phases of the aircraft, and in addition, the motor and the propeller can be different in order to ensure the normal flight of each phase of the aircraft. For example, in the takeoff phase of an aircraft, a larger propeller is generally installed on the aircraft as an ascent paddle, a motor with larger power is used as a driving motor of the ascent paddle, a battery is used for supplying power to the driving motor to drive the ascent paddle to rotate so as to enable the aircraft to ascend, and when the aircraft is in the cruise phase after ascending, the smaller propeller is used as an attitude control paddle, and the cruise of the aircraft is controlled by the motor with smaller power through aerodynamic force.
In general, in the flight process of an aircraft, a discharge rate battery is generally used for supplying power to the aircraft, and the discharge rate battery is generally designed according to the power of a takeoff stage of the aircraft due to the requirement of high power required for bearing the takeoff stage of the aircraft, however, the aircraft does not need high rate in the cruising stage, and the higher the discharge rate of the battery, the lower the energy/weight ratio is, the higher the discharge rate is, the weight of the battery is increased to a certain extent, so that the flight burden of the aircraft is increased, and the flight time of the aircraft can be influenced.
Based on the above, according to the embodiment of the invention, the motors with different discharge multiplying powers are adopted to supply power to the motors of the aircraft in different flight phases of the aircraft so as to improve the flight time of the aircraft, so that the aircraft can better complete various flight tasks.
Specifically, the method for controlling the battery with the discharge rate corresponding to the current flight phase by the flight control system to supply power to the motor of the aircraft includes: determining a battery with a discharge rate corresponding to the current flight phase according to the corresponding relation between the preset flight phase and the discharge rate; and controlling the determined battery to supply power to a motor of the aircraft, wherein the motor of the aircraft needs to supply power in the current flight phase.
And after determining the battery with the discharge multiplying power corresponding to the current flight stage, the flight control system can control the determined battery to supply power to a motor of the aircraft so as to ensure the normal flight of the aircraft. The motor of the aircraft is the motor of the aircraft which needs to be powered in the current flight phase. In order to meet the flight requirements of each flight phase of the aircraft, each flight phase can correspond to different motors. For example, in the takeoff phase, the motor needing to be powered is a lift-off motor; in the cruising stage, the motor needing power supply is a cruising motor and the like. That is, in different flight phases, batteries with different discharge multiplying powers are adopted to respectively supply power to different motors so as to improve the flight time.
Specifically, the controlling the battery with the discharge rate corresponding to the current flight phase by the flight control system supplies power to the aircraft includes: when the current flight phase is a first flight phase, sending a first instruction to a first motor of the aircraft to enable a first battery to supply power to the first motor, wherein the first battery is a battery with a discharge rate corresponding to the first flight phase; when the current flight phase is a second flight phase, sending a second instruction to a second motor of the aircraft to enable a second battery to supply power to the second motor, wherein the second battery is a battery with a discharge rate corresponding to the second flight phase; wherein the second battery has a different discharge rate than the first battery.
The first instruction is used for starting the first motor so that the first battery can supply power for the first motor; the second command is used for turning off the first motor and turning on the second motor so that the second battery supplies power to the second motor. In the flying process of the aircraft, the power required in the takeoff phase is greater than that required in the cruise phase, so when the first flight phase is the takeoff phase and the second flight phase is the cruise phase, the discharge rate of the first battery is higher than that of the second battery. Aiming at different flight phases of the aircraft, the battery with the discharge rate corresponding to the flight phase of the aircraft is adopted to supply power to the motor of the aircraft, so that the flight time of the aircraft can be improved.
Taking fig. 3 as an example, the following describes specifically how to improve the flight time of the aircraft by the power supply method of the aircraft provided in this embodiment.
As shown in fig. 3, when the current flight phase of the aircraft is a takeoff phase, the flight control system sends a first instruction to the first motor, that is, the lift-off motor, so that the lift-off motor is turned on, and the first battery with a higher discharge rate is the lift-off motor, and drives the propeller corresponding to the lift-off motor to rotate, so that the aircraft ascends; when the aircraft rises to be larger than the preset height threshold value, namely when the current flight stage of the aircraft is the cruise stage, the flight control system sends a second instruction to a second motor, namely a cruise motor, so that the lift-off motor is turned off, the cruise motor is turned on, and a second battery with a smaller discharge rate is the lift-off motor to drive a propeller corresponding to the cruise motor to rotate, so that the aircraft cruises and flies along a pre-planned air route, and the flight time of the aircraft is prolonged.
The following specific data are used as an example to specifically explain that the flight time of the aircraft can be increased by the power supply method of the aircraft provided by the embodiment of the invention:
if the power required by the takeoff phase of the aircraft is 1400W, the flight time of the takeoff phase is 1 minute, the power required by the cruise phase is 200W, the battery adopts 6 strings (6 cells are connected in series, and the voltage of each cell is 3.8V) of high-voltage batteries, and the weight of the battery is limited to 1.5 KG. The flight time of the aircraft obtained by adopting the battery power supply with one discharge rate and the flight time of the aircraft obtained by adopting the battery power supply with multiple discharge rates are respectively calculated as follows:
if only one discharge rate battery is used for power supply: the required power W of 1400W in the takeoff phase and the flight time of 1 minute in the takeoff phase are met11400W 1/60H ≈ 23.33WH, average current I during takeoff phase11400W/(3.8 × 6V) ≈ 61.4A, i.e., the discharge current of the battery can satisfy the rated discharge current of 61.4A. The energy/weight ratio of the high-voltage battery with 5C discharge rate on the market is about 220WH/KG, so the maximum energy W of the battery with 1.5KGmax1220WH/KG 1.5KG 330WH, converted into battery capacity Qmax1When the rated current of the multiplying power of the capacity battery 5C is 72.35A, the takeoff current and the cruise current I of 61.4A can be satisfied, namely 330WH/(3.8 × 6V) ≈ 14.47AH2200W/22.8V ≈ 8.77A. Therefore, the flight time T of the cruising phase of the scheme1The total of (330WH-23.33WH)/200W ≈ 1.53H, plus the flight time of the takeoff phase (1 minute) is about 1.55H.
If batteries with various discharge rates are adopted for power supply, the required power of 1400W in the takeoff phase and the flight time of 1 minute in the takeoff phase are met, and the required energy W in the takeoff phase11400W 1/60 ≈ 23.33WH, the capacity Q of the takeoff phase that needs to be consumed123.33WH/3.8 × 6V ≈ 1.023AH, the average current I1 in the takeoff phase is 1400W/3.8 × 6V ≈ 61.4A, that is, the discharge current of the battery with higher discharge rate (the battery corresponding to the takeoff phase, that is, the first battery) is required to satisfy the discharge current of 61.4A, so the discharge rate of the battery with higher discharge rate is required to reach at least 60C. The energy/weight ratio of the high-voltage battery with 60C discharge rate in the market is about 120WH/KG, so that higher discharge rate is achievedWeight M of the battery at magnification123.33WH/(120WH/KG) ≈ 0.194 KG. The weight M of the battery (the battery corresponding to the cruising phase, i.e. the second battery) with the lower discharge rate21.5 KG-M1-1.306 KG, the energy/weight ratio of the high-voltage battery with 1C discharge rate on the market is about 300WH/KG, so the battery maximum energy W with lower discharge rate of 1.306KGmax2The rated current of the multiplying power of the capacity battery 1C is 17.18A, and the cruising current I of 200W can be satisfied, namely 300WH/KG 1.306KG 391.8WH, and the battery capacity Qmax2 is 391.8 WH/(3.8V 6 h) approximately equals to 17.18AH2. Therefore, the flight time T of the cruising phase of the scheme2Total (391.8WH-23.33WH)/200W ≈ 1.84H, plus the flight time of the takeoff phase (1 minute), amounting to about 1.86H.
Therefore, under the same constraint condition, the battery power supply scheme with various discharge multiplying powers is adopted for different flight phases, and the flight time is about 20% longer than that of a single discharge multiplying power battery scheme, namely, the flight time of the aircraft can be improved through the power supply method of the aircraft provided by the embodiment of the invention.
It should be noted that, as can be understood by those skilled in the art from the description of the embodiments of the present invention, in different embodiments, the steps 201 and 203 may have different execution sequences without contradiction, for example, the step 202 is executed first, and then the step 201 is executed. Moreover, in some other embodiments, step 202 is not a necessary step.
In the embodiment of the invention, aiming at different flight phases of the aircraft, the battery with the discharge rate corresponding to the flight phase of the aircraft is adopted to supply power to the motor of the aircraft, so that the flight time of the aircraft can be improved, and the flight range of the aircraft is enlarged.
Example 2:
fig. 4 is a schematic flow chart of another aircraft power supply method according to an embodiment of the present invention. The power supply method of the aircraft can be applied to power various types of aircraft such as unmanned planes, unmanned ships or other movable devices and the like. The method for powering the aircraft may be performed by any suitable type of control circuit, chip, controller, etc. having certain logic or processing capabilities, such as a flight control system of the aircraft, etc. The following description specifically explains an example in which a flight control system of an aircraft is an execution subject to execute a power supply method of the aircraft.
Referring to fig. 4, the method of powering an aircraft includes:
401: determining a current flight phase of the aircraft.
402: and controlling a battery with a discharge rate corresponding to the current flight stage to supply power to a motor of the aircraft.
It should be noted that step 401 and step 402 in the embodiment of the present invention are similar to step 201 and step 203 in the above embodiment, respectively, and details of step 401 and step 402, which are not described in detail, may refer to the detailed description of step 201 and step 203 in the above embodiment, and therefore, are not described herein again.
403: receiving power from the battery at least one discharge rate.
As flight control systems also require power to maintain their proper operation, such as controlling the flight of the aircraft and controlling batteries to power motors, etc. Thus, during flight of the aircraft, the flight controller receives power from the battery at the at least one discharge rate.
Wherein the at least one battery of discharge rate comprises at least two batteries of discharge rates. The receiving of power from a battery at least one discharge rate comprises: and receiving the power of all batteries or part of batteries in the batteries with at least two discharge rates. For example, when the flight control system receives the electric power of the batteries of two discharge rates, the electric power of the batteries of two discharge rates may be received at the same time, or the electric power of the battery of one of the discharge rates may be received at the same time.
For example, taking fig. 3 as an example, the flight control system may receive power provided by the first battery and the second battery at the same time according to flight requirements; or receiving power provided by the first battery; or receive power provided by a second battery.
The flight control system is powered by batteries with various discharge multiplying powers, so that the flight control system is guaranteed to be stably and reliably powered. The flight control system can work by partially or completely supplying power by the battery with various discharge multiplying powers. This corresponds to an increase in the number of types of power supply batteries, which can increase the redundancy of power supply compared to a single battery. For example, when one power supply battery fails, the other power supply battery can take over the work of the other power supply battery, and after the power supply battery is replaced, the two power supply batteries work together.
In order to prevent the supply voltages from mutually sinking, isolation is required when the flight control system receives the power of the batteries with at least two discharge rates. Because the flight control system generally has low power consumption, the power can be isolated and supplied through a diode. The isolation circuit can refer to fig. 5. The flight control system adopts a plurality of paths of batteries for power supply, each path of battery is isolated by a diode, and the voltage input by the battery is converted into the voltage required by the flight control system through a power management chip and is output.
It should be noted that, as can be understood by those skilled in the art from the description of the embodiments of the present invention, in different embodiments, the steps 401 and 403 may have different execution sequences without contradiction, for example, the step 403 is executed first, and then the step 401 is executed.
In the embodiment of the invention, aiming at different flight phases of the aircraft, the battery with the discharge rate corresponding to the flight phase of the aircraft is adopted to supply power to the motor of the aircraft, so that the flight time of the aircraft can be improved, and the flight range of the aircraft is enlarged. In addition, the flight control system receives the electric power of batteries with various discharge multiplying powers so as to ensure stable and reliable power supply of the flight control system.
Example 3:
fig. 6 is a schematic diagram of a power supply estimation device for an aircraft according to an embodiment of the present invention. The power supply device 60 of the aircraft can be applied to power various types of aircraft, such as unmanned planes, unmanned ships or other movable devices, and the like. The aircraft power supply 60 may be configured to be implemented by any suitable type of control circuit, chip, controller, etc. having certain logic or processing capabilities, such as an aircraft flight control system, etc.
With reference to fig. 6, the power supply device of the aircraft comprises: a flight phase determination module 601, an acquisition module 602, a control module 603, and a receiving module 604.
Specifically, the flight phase determination module 601 is configured to determine a current flight phase of the aircraft.
The flight phase determination module 601 is specifically configured to: acquiring current flight state parameters of the aircraft; and determining the current flight stage of the aircraft according to the current flight state parameters of the aircraft. The flight state parameter may include a flight altitude, etc. For example, the flight phase determination module 601 may measure the flight altitude of the aircraft through an infrared sensor or an acoustic wave sensor in a sensing system of the flight control system to obtain the flight state parameter.
The flight altitudes of aircraft may often differ for different flight phases of the aircraft, for example, when the current flight phase of the aircraft is a cruise phase, the aircraft may often remain cruising along a pre-planned flight path at a pre-set flight altitude. Thus, the phase determination module 601 may determine the current flight phase of the aircraft based on the altitude of flight. For example, when it is detected that the current flight altitude of the aircraft is greater than the preset altitude threshold, the flight phase determination module 601 determines that the current flight phase of the aircraft is a cruise phase.
It will be appreciated that in some embodiments, the current flight phase of the aircraft may also be determined based on other flight state parameters, such as the aircraft's flight speed, acceleration, and the like.
Specifically, the obtaining module 602 is configured to obtain a corresponding relationship between a preset flight phase and a discharge rate.
The preset corresponding relationship between the flight phase and the discharge rate may be pre-configured in a database of the flight control system, and the obtaining module 602 reads the corresponding relationship from the database of the flight control system; or, the network obtaining module 602 obtains a corresponding relationship between a preset flight phase and a discharge rate from other devices (such as a server or a terminal device).
Specifically, the control module 603 is configured to, in the current flight phase, supply power to a motor of the aircraft through a battery with a discharge rate corresponding to the current flight phase.
The control module 603 is specifically configured to: determining a battery with a discharge rate corresponding to the current flight phase according to the corresponding relation between the preset flight phase and the discharge rate; and controlling the determined battery to supply power to a motor of the aircraft, wherein the motor of the aircraft needs to supply power in the current flight phase.
After determining the battery with the discharge rate corresponding to the current flight phase, the control module 603 may control the determined battery to supply power to the motor of the aircraft, so as to ensure normal flight of the aircraft. The motor of the aircraft is the motor of the aircraft which needs to be powered in the current flight phase. In order to meet the flight requirements of each flight phase of the aircraft, each flight phase can correspond to different motors. For example, in the takeoff phase, the motor needing to be powered is a lift-off motor; in the cruising stage, the motor needing power supply is a cruising motor and the like. That is, in different flight phases, batteries with different discharge multiplying powers are adopted to respectively supply power to different motors so as to improve the flight time.
In some implementations, the control module 603 is specifically configured to: when the current flight phase is a first flight phase, sending a first instruction to a first motor of the aircraft to enable a first battery to supply power to the first motor, wherein the first battery is a battery with a discharge rate corresponding to the first flight phase; and when the current flight phase is a second flight phase, sending a second instruction to a second motor of the aircraft to enable a second battery to supply power for the second motor, wherein the second battery is a battery with a discharge rate corresponding to the second flight phase, and the discharge rate of the second battery is different from that of the first battery.
The first instruction is used for starting the first motor so that the first battery can supply power for the first motor; the second command is used for turning off the first motor and turning on the second motor so that the second battery supplies power to the second motor. In the flying process of the aircraft, the power required in the takeoff phase is greater than that required in the cruise phase, so when the first flight phase is the takeoff phase and the second flight phase is the cruise phase, the discharge rate of the first battery is higher than that of the second battery. Aiming at different flight phases of the aircraft, the battery with the discharge rate corresponding to the flight phase of the aircraft is adopted to supply power to the motor of the aircraft, so that the flight time of the aircraft can be improved.
Specifically, the receiving module 604 is configured to receive power of the battery at least at one discharge rate.
As flight control systems also require power to maintain their proper operation, such as controlling the flight of the aircraft and controlling batteries to power motors, etc. Accordingly, during flight of the aircraft, power from the battery at least one discharge rate is received by the receiving module 604.
Wherein the at least one battery of discharge rate comprises at least two batteries of discharge rates. The receiving module 604 is specifically configured to: and receiving the power of all batteries or part of batteries in the batteries with at least two discharge rates. For example, when the receiving module 604 receives the power of the batteries with two discharge rates, the power of the batteries with two discharge rates may be received at the same time, or the power of the battery with one discharge rate may be received at the same time. The receiving module 604 receives battery power with various discharge rates to ensure stable and reliable power supply of the flight control system.
In order to prevent the supply voltages from flowing into each other, the receiving module 604 needs to perform isolation when receiving the power of the batteries with at least two discharge rates. Because the flight control system generally has low power consumption, the power can be isolated and supplied through a diode.
It should be noted that in some other embodiments, the obtaining module 602 and/or the receiving module 604 are not essential modules of the power supply 60 of the aircraft, i.e., in some other embodiments, the obtaining module 602 and/or the receiving module 604 may be omitted. For example, in some embodiments, power supply 60 of the aircraft may not include acquisition module 602 and receiving module 604.
It should be further noted that, in the embodiment of the present invention, the power supply device 60 of the aircraft may perform the power supply method of the aircraft provided in the embodiment of the present invention, and has corresponding functional modules and beneficial effects of the performing method. For technical details which are not described in detail in the exemplary embodiment of the power supply device 60 for an aircraft, reference is made to the method for supplying power to an aircraft provided by the exemplary embodiment of the present invention.
Example 4:
fig. 7 is a schematic hardware structure diagram of a flight control system provided by an embodiment of the present invention, wherein the flight control system may be a flight control system of various aircraft, and the like. As shown in fig. 7, the flight control system 70 includes:
one or more processors 701 and a memory 702, one processor 701 being illustrated in fig. 7.
The processor 701 and the memory 702 may be connected by a bus or other means, such as the bus connection shown in fig. 7.
Memory 702, which is a non-transitory computer-readable storage medium, may be used to store non-transitory software programs, non-transitory computer-executable programs, and modules, such as program instructions/modules corresponding to the power supply method of the aircraft in the embodiment of the present invention (e.g., flight phase determination module 601, acquisition module 602, control module 603, and receiving module 604 shown in fig. 6). The processor 701 executes various functional applications of the flight control system and data processing, i.e., the method of powering the aircraft implementing the method embodiments, by executing non-volatile software programs, instructions and modules stored in the memory 702.
The memory 702 may include a storage program area and a storage data area, wherein the storage program area may store an operating system, an application program required for at least one function; the stored data area may store data created from flight control system usage, and the like. Further, the memory 702 may include high speed random access memory, and may also include non-volatile memory, such as at least one magnetic disk storage device, flash memory device, or other non-volatile solid state storage device. In some embodiments, memory 702 may optionally include memory located remotely from processor 701, which may be connected to the flight control system via a network. Examples of such networks include, but are not limited to, the internet, intranets, local area networks, mobile communication networks, and combinations thereof.
The one or more modules are stored in the memory 702 and, when executed by the one or more processors 701, perform the method for powering an aircraft in any of the method embodiments, e.g., performing the method steps 401 to 403 in fig. 4 described above, implementing the functions of the module 601 and 604 in fig. 6.
The flight control system 70 can execute the power supply method of the aircraft provided by the method embodiment, and has corresponding functional modules and beneficial effects of the execution method. For technical details which are not described in detail in the embodiments of the flight control system, reference may be made to the method for supplying power to an aircraft provided in the embodiments of the method of the invention.
Embodiments of the present invention provide a computer program product comprising a computer program stored on a non-transitory computer-readable storage medium, the computer program comprising program instructions which, when executed by a computer, cause the computer to perform a method of powering an aircraft as described above. For example, the above-described method steps 401 to 403 in fig. 4 are executed to implement the functions of the module 601 and 604 in fig. 6.
Embodiments of the present invention provide a non-transitory computer-readable storage medium storing computer-executable instructions for causing a computer to perform a method of powering an aircraft as described above. For example, the above-described method steps 401 to 403 in fig. 4 are executed to implement the functions of the module 601 and 604 in fig. 6.
Example 5:
fig. 8 is a schematic view of an aircraft provided by an embodiment of the present invention, where the aircraft 80 includes: battery 801, motor 802, and flight control system 70 as described above. Among these, the aircraft 80 includes, but is not limited to: unmanned aerial vehicles, unmanned ships, and the like.
The battery 801 is connected to the flight control system 70 and the motor 802, respectively. Flight control system 70 is configured to control battery 801 to provide power to motor 802. Specifically, in the current flight phase, the flight control system 70 controls the battery 801 with the discharge rate corresponding to the current flight phase to supply power to the motor 802 of the aircraft.
The flight control system 70 may directly control the power supply of the battery 801, or may control the power supply of the battery 801 by controlling the motor 802. For example, the flight control system 70 sends a first control instruction for controlling the power supply of the battery to the battery 801, so as to control the battery 801 with the discharge rate corresponding to the current flight phase to supply power to the motor 802 of the aircraft; alternatively, the flight control system 70 sends a second control instruction for turning on the motor to the motor 802, so as to turn on the motor 802, so that the battery 801 with the discharge rate corresponding to the current flight phase supplies power to the motor 802 of the aircraft.
The flight control system 70 adopts the battery 801 with the discharge rate corresponding to the flight phase of the aircraft 80 to supply power to the motor 802 of the aircraft according to the different flight phases of the aircraft 80, so that the flight time of the aircraft 80 can be prolonged, and the flight range of the aircraft 80 can be enlarged.
It should be noted that the above-described device embodiments are merely illustrative, wherein the modules described as separate parts may or may not be physically separate, and the parts displayed as modules may or may not be physical modules, may be located in one place, or may be distributed on a plurality of network modules. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of the present embodiment.
Through the above description of the embodiments, those skilled in the art will clearly understand that the embodiments may be implemented by software plus a general hardware platform, and may also be implemented by hardware. It will be understood by those skilled in the art that all or part of the processes in the methods for implementing the embodiments may be implemented by hardware associated with computer program instructions, and the programs may be stored in a computer readable storage medium, and when executed, may include processes of the embodiments of the methods as described. The storage medium may be a Read-Only Memory (ROM) or a Random Access Memory (RAM).
Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; within the idea of the invention, also technical features in the above embodiments or in different embodiments may be combined, steps may be implemented in any order, and there are many other variations of the different aspects of the invention as described above, which are not provided in detail for the sake of brevity; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present invention.

Claims (16)

1. A method of powering an aircraft, the method comprising:
determining a current flight phase of the aircraft;
and controlling a battery with a discharge rate corresponding to the current flight stage to supply power to a motor of the aircraft.
2. The method of claim 1, wherein prior to the battery controlling the discharge rate corresponding to the current flight phase powering the aircraft's motors, the method further comprises:
acquiring a corresponding relation between a preset flight stage and a discharge rate;
the battery that control and the corresponding discharge rate of current flight stage is for the motor power supply of aircraft includes:
determining a battery with a discharge rate corresponding to the current flight phase according to the corresponding relation between the preset flight phase and the discharge rate;
and controlling the determined battery to supply power to a motor of the aircraft, wherein the motor of the aircraft needs to supply power in the current flight phase.
3. The method of claim 1 or 2, wherein the controlling the battery of discharge rate corresponding to the current flight phase to power the aircraft comprises:
when the current flight phase is a first flight phase, sending a first instruction to a first motor of the aircraft to enable a first battery to supply power to the first motor, wherein the first battery is a battery with a discharge rate corresponding to the first flight phase;
when the current flight phase is a second flight phase, sending a second instruction to a second motor of the aircraft to enable a second battery to supply power to the second motor, wherein the second battery is a battery with a discharge rate corresponding to the second flight phase;
wherein the second battery has a different discharge rate than the first battery.
4. The method of claim 3, wherein the first flight phase is a takeoff phase and the second flight phase is a cruise phase, and wherein a discharge rate of the first battery is higher than a discharge rate of the second battery.
5. The method of claim 1, wherein the determining the current flight phase of the aircraft comprises:
acquiring current flight state parameters of the aircraft;
and determining the current flight stage of the aircraft according to the current flight state parameters of the aircraft.
6. The method of claim 1, further comprising:
receiving power from the battery at least one discharge rate.
7. The method of claim 6, wherein the at least one discharge-rate battery comprises at least two discharge-rate batteries;
the receiving of power from a battery at least one discharge rate comprises:
and receiving the power of all batteries or part of batteries in the batteries with at least two discharge rates.
8. An electrical power supply device for an aircraft, characterized in that it comprises:
a flight phase determination module for determining a current flight phase of the aircraft;
and the control module is used for controlling the battery with the discharge multiplying power corresponding to the current flight stage to supply power to the motor of the aircraft.
9. The apparatus of claim 8, further comprising:
the acquisition module is used for acquiring the corresponding relation between a preset flight phase and the discharge rate;
the control module is specifically configured to:
determining a battery with a discharge rate corresponding to the current flight phase according to the corresponding relation between the preset flight phase and the discharge rate acquired by the acquisition module;
and controlling the determined battery to supply power to a motor of the aircraft, wherein the motor of the aircraft needs to supply power in the current flight phase.
10. The apparatus according to claim 8 or 9, wherein the control module is specifically configured to:
when the current flight phase is a first flight phase, sending a first instruction to a first motor of the aircraft to enable a first battery to supply power to the first motor, wherein the first battery is a battery with a discharge rate corresponding to the first flight phase;
when the current flight phase is a second flight phase, sending a second instruction to a second motor of the aircraft to enable a second battery to supply power to the second motor, wherein the second battery is a battery with a discharge rate corresponding to the second flight phase;
wherein the second battery has a different discharge rate than the first battery.
11. The device of claim 10, wherein the first flight phase is a takeoff phase and the second flight phase is a cruise phase, and wherein a discharge rate of the first battery is higher than a discharge rate of the second battery.
12. The apparatus of claim 8, wherein the flight phase determination module is specifically configured to:
acquiring current flight state parameters of the aircraft;
and determining the current flight stage of the aircraft according to the current flight state parameters of the aircraft.
13. The apparatus of claim 8, further comprising:
the receiving module is used for receiving the electric power of the battery with at least one discharge rate.
14. The device of claim 13, wherein the at least one battery of discharge rate comprises at least two batteries of discharge rate;
the receiving module is specifically configured to:
and receiving the power of all batteries or part of batteries in the batteries with at least two discharge rates.
15. A flight control system, comprising:
at least one processor; and the number of the first and second groups,
a memory communicatively coupled to the at least one processor; wherein,
the memory stores instructions executable by the at least one processor to enable the at least one processor to perform the method of any one of claims 1-7.
16. An aircraft comprising a battery, a motor and a flight control system according to claim 15, the battery being connected to the flight control system and the motor respectively.
CN201810939576.2A 2018-08-17 2018-08-17 Method of supplying power to, device, flight control system and the aircraft of aircraft Pending CN109131841A (en)

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Application publication date: 20190104