An aircraft endurance estimation method and device, an electronic device, and a storage medium

Abstract

The present disclosure relates to an aircraft endurance estimation method and device, an electronic device and a storage medium. The aircraft endurance estimation method comprises: in the case that the aircraft is in a powered state, obtaining the current flight mode of the aircraft, the aircraft state and the available capacity of the battery; according to the flight mode and the aircraft state, obtaining the battery capacity to be consumed in the first mode from the first historical data of the aircraft in the first mode; according to the available capacity of the battery and the battery capacity to be consumed, obtaining the consumable battery capacity of the aircraft in the second mode; according to the aircraft state, obtaining the real-time power consumption of the aircraft in the second mode from the second historical data of the aircraft in the second mode; and according to the consumable battery capacity and the real-time power consumption, determining the remaining range of the aircraft. The method realizes accurate estimation of the remaining range of the aircraft through data integration of the flight mode, the aircraft state and the battery state, which helps the flight personnel to make a preliminary judgment on whether the current flight plan can be successfully completed.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to the field of aviation, and particularly relates to an aircraft endurance estimation method and device, an electronic device and a storage medium. BACKGROUND

[0002] Electric vertical take-off and landing (EVTOL) aircraft refers to an aircraft that realizes vertical take-off and landing by relying on electric motors. The unique flight mode and complex flight conditions of the aircraft bring great challenges to the calculation of its remaining range. The current method for calculating the remaining range is mainly applied to electric cars and electric bicycles, and there are few methods for calculating the remaining range and specific mode flight time of electric vertical take-off and landing aircraft. However, the importance of the remaining range for the aircraft flying in the sky is much higher than that of the electric car or fuel car running on the ground, so how to accurately predict the remaining range of the electric vertical take-off and landing aircraft under various flight conditions is a problem to be solved. SUMMARY

[0003] In view of this, the present disclosure provides a technical solution for estimating the endurance of an aircraft.

[0004] According to an aspect of the present disclosure, a method for estimating the endurance of an aircraft is provided, comprising:

[0005] In one possible implementation, when the aircraft is in a powered-on state, the current flight mode, aircraft state and available battery capacity of the aircraft are obtained, the flight mode includes a first mode and a second mode, the first mode is used to indicate that the aircraft is in a take-off or landing state, and the second mode is used to indicate that the aircraft is in a cruising state, the aircraft state includes the mass and / or flight speed of the aircraft; according to the flight mode and the aircraft state, the aircraft's to-be-consumed battery capacity in the first mode is obtained from first historical data of the aircraft in the first mode, the first historical data includes the historical consumed battery capacity of the aircraft in historical aircraft states; according to the available battery capacity and the to-be-consumed battery capacity, the consumable battery capacity of the aircraft in the second mode is obtained; according to the aircraft state, the real-time power consumption of the aircraft in the second mode is obtained from second historical data of the aircraft in the second mode, the second historical data includes the historical power consumption of the aircraft in historical aircraft states; and according to the consumable battery capacity and the real-time power consumption, the remaining range of the aircraft is determined.

[0006] In a possible implementation, the method further includes: in a case where the aircraft is in the first mode and the aircraft state changes, obtaining, according to the current aircraft state, temporary power consumption of the aircraft in the second mode from the second historical data; determining temporary remaining range of the aircraft according to the consumable battery capacity and the temporary power consumption; determining a display remaining range according to the temporary remaining range and the currently displayed remaining range, wherein a difference between the display remaining range and the currently displayed remaining range is less than a preset difference; and displaying the display remaining range.

[0007] In a possible implementation, the method further includes: in a case where the aircraft is in the second mode and the aircraft state changes, obtaining, according to the current aircraft state, temporary power consumption of the aircraft in the second mode from the second historical data; determining temporary remaining range of the aircraft according to the consumable battery capacity and the temporary power consumption; determining a display remaining range according to the temporary remaining range and the currently displayed remaining range, wherein a difference between the display remaining range and the currently displayed remaining range is less than a preset difference; and displaying the display remaining range.

[0008] In a possible implementation, the method further includes: in a case where the aircraft is in the second mode and the aircraft state changes, obtaining, according to the current aircraft state, temporary power consumption of the aircraft in the second mode from the second historical data; determining temporary remaining range of the aircraft according to the consumable battery capacity and the temporary power consumption; determining a display remaining range according to the temporary remaining range and the currently displayed remaining range, wherein a difference between the display remaining range and the currently displayed remaining range is less than a preset difference; and displaying the display remaining range.

[0009] In a possible implementation, the method further includes: in a case where the aircraft is in the second mode and the aircraft state changes, obtaining, according to the current aircraft state, temporary power consumption of the aircraft in the second mode from the second historical data; determining temporary remaining range of the aircraft according to the consumable battery capacity and the temporary power consumption; determining a display remaining range according to the temporary remaining range and the currently displayed remaining range, wherein a difference between the display remaining range and the currently displayed remaining range is less than a preset difference; and displaying the display remaining range.

[0010] In a possible implementation, the temporary power consumption further includes real-time power consumption generated by accumulated current of the high-voltage system; and the determining the displayed remaining mileage according to the temporary remaining mileage and the currently displayed remaining mileage includes: in a case where the accumulated current is constant or the remaining mileage is less than a preset mileage, determining the displayed remaining mileage as the temporary remaining mileage.

[0011] In a possible implementation, the method further includes: in a case where the flight mode is in a special state, obtaining an average current in a past predetermined time period, the special state including hovering; and determining a remaining flight time for maintaining the special state according to the average current and the available capacity of the battery.

[0012] According to another aspect of the present disclosure, there is provided an aircraft endurance estimation device, including: a data acquisition module configured to acquire, in a case where an aircraft is in a powered state, a current flight mode of the aircraft, an aircraft state, and an available capacity of a battery, the flight mode including a first mode and a second mode, the first mode being used to indicate that the aircraft is in a take-off or landing state, and the second mode being used to indicate that the aircraft is in a cruising state, the aircraft state including an aircraft mass and / or a flight speed; a to-be-consumed battery capacity determination module configured to obtain, according to the flight mode and the aircraft state, a to-be-consumed battery capacity of the aircraft in the first mode from first historical data of the aircraft in the first mode, the first historical data including historical consumed battery capacities of the aircraft in historical aircraft states; a consumable battery capacity determination module configured to obtain, according to the available capacity of the battery and the to-be-consumed battery capacity, a consumable battery capacity of the aircraft in the second mode; a real-time power consumption determination module configured to obtain, according to the aircraft state, a real-time power consumption of the aircraft in the second mode from second historical data of the aircraft in the second mode, the second historical data including historical power consumptions of the aircraft in historical aircraft states; and a remaining mileage determination module configured to determine a remaining mileage of the aircraft according to the consumable battery capacity and the real-time power consumption.

[0013] In a possible implementation, the to-be-consumed battery capacity determination module includes: a data input sub-module configured to input the aircraft state and the flight mode into a first mode model; and a to-be-consumed battery capacity determination sub-module configured to determine the to-be-consumed battery capacity of the aircraft in the first mode according to an output of the first mode model; wherein the first mode model is trained by first historical data of the aircraft; and the real-time power consumption determination module includes: a data input sub-module configured to input the aircraft state into a second mode model; and a real-time power consumption determination sub-module configured to determine the real-time power consumption of the aircraft in the second mode according to an output of the second mode model; wherein the second mode model is trained by second historical data of the aircraft.

[0014] In a possible implementation, the apparatus further includes: a first historical data updating module configured to update the first historical data according to historical consumed battery capacity of the aircraft in a first mode of the flight, the flight mode and the aircraft state, when the aircraft is in the powered-off state; and a second historical data updating module configured to update the second historical data according to historical power consumption of the aircraft in a second mode of the flight and the aircraft state.

[0015] In a possible implementation, the apparatus further includes: a temporary power consumption obtaining module configured to obtain, from the second historical data, temporary power consumption of the aircraft in the second mode according to the current aircraft state, when the aircraft is in the second mode and the aircraft state changes; a temporary remaining range determining module configured to determine a temporary remaining range of the aircraft according to the consumable battery capacity and the temporary power consumption; a displayed remaining range determining module configured to determine a displayed remaining range according to the temporary remaining range and a currently displayed remaining range, wherein a difference between the displayed remaining range and the currently displayed remaining range is less than a preset difference; and a displayed remaining range displaying module configured to display the displayed remaining range.

[0016] In a possible implementation, the displayed remaining range determining module includes: a displayed remaining range determining first submodule configured to determine the displayed remaining range as the currently displayed remaining range, when the temporary remaining range is greater than or equal to the currently displayed remaining range; a displayed remaining range determining second submodule configured to determine the displayed remaining range as a difference between the currently displayed remaining range and the preset difference, when a sum of the temporary remaining range and the preset difference is less than the currently displayed remaining range; and a displayed remaining range determining third submodule configured to determine the displayed remaining range according to a preset mapping relationship between the temporary remaining range and the displayed remaining range, when the sum of the temporary remaining range and the preset difference is greater than the currently displayed remaining range and the temporary remaining range is less than the currently displayed remaining range.

[0017] In a possible implementation, the temporary power consumption further includes real-time power consumption generated by an accumulated current of a high-voltage system; and the displayed remaining range determining module includes: a displayed remaining range determining fourth submodule configured to determine the displayed remaining range as the temporary remaining range, when the accumulated current is constant or the remaining range is less than a preset range.

[0018] In a possible implementation, the apparatus further includes: an average current obtaining module configured to obtain an average current in a past predetermined time period, when the flight mode is in a special state, the special state including hovering; and a remaining flight time determining module configured to determine a remaining flight time for maintaining the special state according to the average current and the battery available capacity.

[0019] According to another aspect of the present disclosure, an electronic device is provided, comprising: a processor; a memory for storing processor-executable instructions; wherein the processor is configured to implement the above method when executing the instructions stored in the memory.

[0020] According to another aspect of the present disclosure, a non-volatile computer-readable storage medium having stored thereon computer program instructions is provided, wherein the computer program instructions, when executed by a processor, implement the above method.

[0021] According to another aspect of the present disclosure, a computer program product is provided, comprising computer-readable code, or a non-volatile computer-readable storage medium carrying computer-readable code, which, when run in a processor of an electronic device, causes the processor in the electronic device to perform the above method.

[0022] In the embodiments of the present disclosure, the flight mode, the aircraft state and the available capacity of the battery are acquired in real time, the available battery capacity of the aircraft in the second mode is obtained according to the available capacity of the battery and the battery capacity to be consumed by the aircraft in the first mode obtained through the first historical data, and the remaining range of the aircraft is obtained according to the available battery capacity and the real-time power consumption of the aircraft in the second mode. The process realizes accurate estimation of the remaining range of the aircraft through data integration of the flight mode, the aircraft state and the battery state, which helps the flight personnel to make a pre-judgment on whether the current flight plan can be successfully completed.

[0023] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, but not limiting the present disclosure.

[0024] Other features and aspects of the present disclosure will become apparent from the following detailed description of exemplary embodiments with reference to the drawings. BRIEF DESCRIPTION OF DRAWINGS

[0025] The accompanying drawings, which are incorporated in and constitute a part of the specification, illustrate exemplary embodiments, features, and aspects of the present disclosure and serve to explain the principles of the present disclosure.

[0026] Figure 1 An EVTOL system architecture diagram according to an embodiment of the present disclosure is shown.

[0027] Figure 2 A flowchart of an aircraft endurance estimation method according to an embodiment of the present disclosure is shown.

[0028] Figure 3 A schematic diagram of flight mode division according to an embodiment of the present disclosure is shown.

[0029] Figure 4A remaining range following flow is shown according to one application example of the present disclosure.

[0030] Figure 5 A block diagram of an aircraft endurance estimation architecture is shown according to one embodiment of the present disclosure.

[0031] Figure 6 A block diagram of an aircraft endurance estimation apparatus is shown according to one embodiment of the present disclosure.

[0032] Figure 7 A block diagram of an electronic device according to an embodiment of the present disclosure is shown.

[0033] Figure 8 A block diagram of an electronic device according to an embodiment of the present disclosure is shown. DETAILED DESCRIPTION

[0034] Various exemplary embodiments, features, and aspects of the present disclosure will be described hereinafter with reference to the accompanying drawings. The same reference numbers in different drawings denote the same or similar elements throughout the several illustrative embodiments. Although the various aspects of the embodiments are illustrated in the drawings, the drawings are not necessarily drawn to scale unless specifically noted.

[0035] The term "exemplary" is used herein to mean "serving as an example, instance, or illustration." Any implementation described herein as "exemplary" is not necessarily to be construed as preferred or advantageous over other implementations.

[0036] The term "and / or" used in this text merely describes association relationship of associated objects, and means that there can be three relationships, for example, A and / or B can mean that A exists alone, A and B exist together, and B exists alone. In addition, the term "at least one" in this text means any one of multiple or any combination of at least two of multiple, for example, including at least one of A, B, and C can mean including any one or more elements selected from the set consisting of A, B, and C.

[0037] In addition, in order to better illustrate the present disclosure, numerous specific details are given in the following detailed description. Those skilled in the art should understand that the present disclosure can also be implemented without certain specific details. In some examples, methods, means, elements and circuits that are well known to those skilled in the art are not described in detail in order to highlight the main idea of the present disclosure.

[0038] The vertical take-off and landing electric aircraft (EVTOL) refers to an aircraft that realizes vertical take-off and landing by relying on electric motors. The flight process is to provide lift for vertical take-off by one or more lift motor propellers, and when the aircraft is vertically lifted to a certain height, the thrust motor propeller provides thrust, and when the flight reaches a certain speed, the lift is generated by the wings, and the motor providing lift can stop working or be converted into a thrust motor. The unique power structure of the EVTOL makes it have many advantages and unique qualities compared with traditional general aviation aircraft. Among them, the most prominent advantage of the EVTOL is energy saving and environmental protection, high efficiency and low energy consumption, and at the same time, it realizes near-zero emission, very low noise and vibration level, and good ride comfort, which is a truly environment-friendly aircraft. Secondly, vertical take-off makes its application scenarios similar to helicopters, and it no longer needs an airport and a runway. In addition, the EVTOL also has the characteristics of safety and reliability (no explosion and fuel leakage), simple structure, easy operation and use, good maintainability / low cost, and good economy. The EVTOL also has many advantages in design: flexible overall layout, can adopt the best layout and unconventional / innovative layout; can design an aircraft with super performance to meet special purpose requirements, etc.

[0039] Figure 1 An EVTOL system architecture diagram according to an embodiment of the present disclosure is shown as follows, Figure 1 As shown, the vertical take-off and landing electric aircraft (EVTOL) adopts a typical EVTOL energy and power system architecture, in which a multi-pack parallel battery system provides high-voltage direct-current power to a motor controller, and the motor controller inverts the direct-current power into alternating-current power to provide power for a lift motor group and a thrust motor group. In the process of the EVTOL rising and flying, the battery pack power is continuously consumed, and the remaining mileage and the remaining flight time are continuously reduced. At the same time, the DCDC (direct-current-dc converter) output power and other high-voltage system working currents also consume battery power, affecting the remaining mileage.

[0040] If the vertical take-off and landing electric aircraft (EVTOL) only displays the state of charge (SOC) of the battery, i.e., the percentage of the remaining capacity of the battery to the capacity of the battery, the flight personnel or ground personnel will not be able to accurately estimate the mileage of the EVTOL. If the state of charge SOC of the battery is corrected in the air or part of the battery pack is lost, the flight personnel will be even more helpless about the remaining flight mileage. The remaining mileage is a very important flight reference factor for the flight personnel. The remaining mileage can not only be used to estimate whether the current battery capacity can support the flight and whether charging is needed before the flight, but also be used to make a judgment on whether to turn on the high-voltage accessories such as air conditioner during the flight, and whether to make an emergency landing in advance when the battery pack is lost. Therefore, accurately estimating the remaining mileage of the EVTOL under different flight modes and flight conditions is crucial to improving the performance of the EVTOL.

[0041] Figure 2 A flowchart illustrating an aircraft range estimation method according to an embodiment of the present disclosure is provided. This method can be applied to an aircraft range estimation device, which can be a terminal device, a server, or other processing equipment. The terminal device can be a user equipment (UE), mobile device, user terminal, terminal, cellular phone, cordless phone, personal digital assistant (PDA), handheld device, computing device, vehicle-mounted device, wearable device, etc.

[0042] In some possible implementations, the aircraft range estimation method can be implemented by the processor calling computer-readable instructions stored in memory.

[0043] like Figure 2 As shown, the method for estimating aircraft range may include:

[0044] Step S11: With the aircraft powered on, obtain the aircraft's current flight mode, aircraft status, and available battery capacity.

[0045] Step S12: Based on the flight mode and the aircraft state, obtain the battery capacity to be consumed in the first mode from the first historical data of the aircraft in the first mode.

[0046] Step S13: Based on the available battery capacity and the battery capacity to be consumed, obtain the consumable battery capacity of the aircraft in the second mode.

[0047] Step S14: Based on the aircraft status, obtain the real-time power consumption of the aircraft in the second mode from the second historical data of the aircraft in the second mode.

[0048] Step S15: Determine the remaining range of the aircraft based on the available battery capacity and the real-time power consumption.

[0049] The "power-on state" refers to the state in which the aircraft can operate after its power is connected, while the "power-off state" refers to the state in which the aircraft stops operating after its power is disconnected.

[0050] Flight mode refers to the motion of an aircraft at a particular instant. Figure 3 This diagram illustrates flight mode division according to an embodiment of the present disclosure. In one possible implementation, such as... Figure 3As shown in the flight mode division diagram, the modes of the aircraft can be divided into ground mode, take-off mode, cut-in mode, climb mode, cruise mode, descent mode, cut-out mode and landing mode. The ground mode is a stage in which the aircraft is stationary on the ground and has not entered the take-off stage. The take-off mode is a stage in which the aircraft is from stationary to leaving the ground until flying into the switching height. The cut-in mode is a stage in which the aircraft is converted from the multi-rotor mode to the fixed-wing mode. The climb mode is a stage in which the aircraft climbs to the cruising height at the optimal climb speed at the switching height. The cruise mode is a stage in which the aircraft flies at the predetermined cruising height after entering the predetermined route. The descent mode is a stage in which the aircraft descends from the cruising height to the switching height. The cut-out mode is a stage in which the aircraft is converted from the fixed-wing mode to the multi-rotor mode. The landing mode is a stage in which the aircraft vertically descends from the switching height to the ground. In a possible implementation, the flight mode can include a first mode and a second mode. Specifically, the first mode is used to indicate that the aircraft is in a take-off state or a landing state, and the second mode is used to indicate that the aircraft is in a cruising state. Further, the take-off state can include the ground mode, the take-off mode and the cut-in mode, the landing state can include the cut-out mode and the landing mode, and the cruising state can include the climb mode, the cruise mode and the descent mode.

[0051] In a possible implementation, the available capacity of the battery can be represented by the number of ampere-hours that can be consumed by the battery. Further, according to the state of charge SOC of the battery and the rated ampere-hour of the battery, the available capacity of the battery can be obtained. In a possible implementation, the battery must reserve a certain capacity for saving the working data of the aircraft, and therefore, the current available capacity of the battery on the aircraft needs to be removed from the reserved capacity. The calculation formula can be seen in formula (1):

[0052] AH 可用 = (SOC - SOC r ) * AH curr (1)

[0053] wherein, AH 可用 is the available capacity of the battery, SOC is the state of charge of the battery, SOC r is the reserved capacity of the battery, and AH curr is the current available rated ampere-hour of the battery pack.

[0054] The state of the aircraft is the state of the aircraft at a certain moment, which can include the mass of the aircraft and / or the flight speed. When the aircraft is in the first mode, since the aircraft does not have the flight speed at this moment, the cruising speed of the aircraft preset can be used instead of the flight speed.

[0055] In step S11, when the aircraft is in the power-on state, the current flight mode, aircraft state and battery available capacity of the aircraft can be obtained in real time, ensuring that the aircraft endurance estimated from the flight mode, aircraft state and battery state is updated in real time, so that the pilot and other relevant staff can timely perceive the aircraft condition and reasonably arrange the flight plan.

[0056] Since the time of the aircraft in the ground mode, take-off mode, cut-in mode, cut-out mode and landing mode is short, the consumption of the battery capacity by high-voltage accessories such as air conditioning or heating systems can be ignored, and only the consumption of the battery capacity by the aircraft motor is considered. Since the battery capacity consumed by the aircraft in the first mode is positively correlated with the mass of the aircraft, the mass of the aircraft in the first mode, the flight mode and the historical consumed battery capacity corresponding to the mass of the aircraft and the flight mode in each flight task can be stored to form first historical data. In step S12, according to the mass data of the aircraft in the current aircraft state and the flight mode, the historical consumed battery capacity corresponding to the current aircraft mass and flight mode is obtained from the first historical data of the aircraft in the first mode as the battery capacity to be consumed by the aircraft in the first mode.

[0057] When the aircraft is in different modes, the battery capacity to be consumed by the aircraft will be adjusted according to the real-time mode, and the remaining range of the aircraft will also be adjusted according to the change of the battery capacity to be consumed. In one possible implementation, when the aircraft is in the ground mode, the battery capacity to be consumed by the aircraft needs to include the battery capacity to be consumed in the take-off mode, cut-in mode, cut-out mode and landing mode; when the aircraft is in the take-off mode, the battery capacity to be consumed by the aircraft needs to include the battery capacity to be consumed in the take-off mode, cut-in mode, cut-out mode and landing mode; when the aircraft is in the cut-in mode, the battery capacity to be consumed by the aircraft needs to include the battery capacity to be consumed in the cut-in mode, cut-out mode and landing mode; when the aircraft is in the climb mode, cruise mode or descent mode, the battery capacity to be consumed by the aircraft needs to include the battery capacity to be consumed in the cut-out mode and landing mode; when the aircraft is in the cut-out mode, the battery capacity to be consumed by the aircraft needs to include the battery capacity to be consumed in the cut-out mode and landing mode; when the aircraft is in the landing mode, the battery capacity to be consumed by the aircraft needs to include the battery capacity to be consumed in the landing mode. Further, when the remaining power allows and the aircraft is in the cut-out mode and landing mode, the next take-off operation can be directly performed due to special circumstances without directly completing this flight task. In one possible implementation, when the aircraft is in the cut-out mode, the battery capacity to be consumed by the aircraft needs to include the battery capacity to be consumed in the take-off mode, cut-in mode, cut-out mode and landing mode; when the aircraft is in the landing mode, the battery capacity to be consumed by the aircraft needs to include the battery capacity to be consumed in the take-off mode, cut-in mode, cut-out mode and landing mode.

[0058] In step S13, after obtaining the battery capacity to be consumed, the consumable battery capacity of the aircraft in the second mode is obtained according to the available battery capacity and the battery capacity to be consumed. The calculation formula can be seen in formula (2):

[0059] Ah 可消耗 =AH 可用 -△Ah (2)

[0060] Wherein, Ah 可消耗 is the consumable ampere-hour of the aircraft in the second mode, AH 可用 is the available ampere-hour of the battery, and △Ah is the ampere-hour to be consumed of the aircraft in the first mode.

[0061] Similarly, since the real-time power consumption of the aircraft in the second mode is positively correlated with the aircraft mass and flight speed, the historical power consumption of the aircraft corresponding to the aircraft mass and flight speed in the second mode can be stored in each flight task to form second historical data. In step S14, the historical power consumption corresponding to the current aircraft mass and flight speed of the aircraft can be obtained from the second historical data of the aircraft in the second mode as the real-time power consumption of the aircraft in the second mode according to the aircraft state.

[0062] Wherein, the implementation sequence of steps S12 and S13 and step S14 is not limited in the embodiment of the present disclosure, steps S12 and S13 and step S14 can be performed simultaneously, or can be executed in a predetermined sequence, and the specific execution sequence can be determined flexibly according to the actual situation.

[0063] The remaining range of the aircraft is inversely proportional to the real-time power consumption of the aircraft in the second mode, and is positively proportional to the consumable battery capacity of the aircraft in the second mode, so in step S15, the remaining range of the aircraft can be determined according to the consumable battery capacity and the real-time power consumption, and the calculation formula can be seen in formula (3):

[0064] Rang=Ah 可消耗 / B (3)

[0065] Wherein, Rang is the remaining range of the aircraft, Ah 可消耗 is the consumable battery capacity of the aircraft in the second mode, and B is the real-time power consumption of the aircraft in the second mode.

[0066] In the embodiments of the present disclosure, the flight mode, the aircraft state and the available capacity of the battery are obtained in real time, the available battery capacity of the aircraft in the second mode is obtained according to the available capacity of the battery and the battery capacity to be consumed by the aircraft in the first mode obtained through the first historical data, and the remaining range of the aircraft is obtained according to the available battery capacity and the real-time power consumption of the aircraft in the second mode. Through the data integration of the flight mode, the aircraft state and the battery state, the present application realizes accurate estimation of the remaining range of the aircraft, which helps the flight personnel to make a preliminary judgment on whether the current flight plan can be successfully completed.

[0067] After obtaining the aircraft state and the flight mode, the battery capacity to be consumed corresponding to the current aircraft state can be obtained from the first historical data through step S12, and the real-time power consumption corresponding to the current aircraft state can be obtained from the second historical data through step S14. In a possible implementation manner, the battery capacity to be consumed and the real-time power consumption can be determined through a model obtained according to the first historical data and the second historical data, and in this case, step S12 can include: inputting the aircraft state and the flight mode into the first mode model; determining the battery capacity to be consumed by the aircraft in the first mode according to the output of the first mode model; and step S14 can include: inputting the aircraft state into the second mode model; determining the real-time power consumption of the aircraft in the second mode according to the output of the second mode model.

[0068] The first mode model is obtained by training the first historical data of the aircraft, and the second mode model is obtained by training the second historical data of the aircraft. The training manner can be selected flexibly according to actual conditions, and is not limited in the embodiments of the present disclosure. The model structure of the first mode model and the second mode model is not limited in the present disclosure. In a possible implementation manner, the first mode model and / or the second mode model can be a neural network, which is trained through the first historical data and the second historical data respectively.

[0069] The first mode model and the second mode model are trained through the first historical data and the second historical data, so that the trained first mode model and the second mode model are used to output the battery capacity to be consumed corresponding to the current aircraft state and the real-time power consumption. Through the above process, the model can be used to process the data of the current aircraft state, so that the battery capacity to be consumed and the real-time power consumption can be obtained conveniently and accurately, thereby effectively reducing the difficulty of estimating the endurance of the aircraft and improving the practicability and generalization ability of estimating the endurance of the aircraft.

[0070] In a possible implementation manner, when the aircraft is in the powered-off state, the first historical data is updated according to the historical battery consumption capacity of the aircraft in the first mode of the flight, the flight mode and the aircraft state.

[0071] In a possible implementation, when the aircraft is in the power-off state, the method for calculating the historical battery capacity consumed by the aircraft in the first mode can refer to formula (4):

[0072] △Ah = △S * AH total (4)

[0073] wherein, △Ah is the ampere-hour number consumed by the aircraft in the first mode, △S is the change of the battery state of charge SOC, and AH totoal is the rated ampere-hour number and capacity of the battery system.

[0074] Further, the battery capacity consumed by the aircraft in the take-off mode, the cut-in mode, the cut-out mode and the landing mode can be calculated by the following method:

[0075] a. When the aircraft is from the ground mode to the exit of the take-off mode, record the consumed SOC of this process as △S1, and estimate the consumed ampere-hour number as △Ah1 = △S1 * AH total ;

[0076] b. When the aircraft is from the entry of the cut-in mode to the entry of the climb mode, record the consumed SOC of this process as △S2, and estimate the consumed ampere-hour number as △Ah2 = △S2 * AH total ;

[0077] c. When the aircraft is from the entry of the cut-out mode to the entry of the landing mode, record the consumed SOC of this process as △S3, and estimate the consumed ampere-hour number as △Ah3 = △S3 * AH total ;

[0078] d. When the aircraft is from the entry of the landing mode to the entry of the ground mode, record the consumed SOC of this process as △S4, and estimate the consumed ampere-hour number as △Ah4 = △S4 * AH total .

[0079] In a possible implementation, the first historical data can be updated according to the aircraft state, the flight mode and the calculated ampere-hour number consumed by the aircraft in the first mode. Further, the calculated ampere-hour number consumed by the aircraft in the first mode can be low-pass filtered to remove data noise, so as to improve the quality of the first historical data.

[0080] The battery capacity to be consumed of the aircraft is adjusted according to the real-time mode when the aircraft is in different modes, so as to improve the calculation accuracy of the battery capacity to be consumed. In a possible implementation, when the aircraft is in a ground mode, the battery capacity to be consumed of the aircraft can be △Ah1+△Ah2+△Ah3+△Ah4; when the aircraft is in a take-off mode, the battery capacity to be consumed of the aircraft can be △Ah1+△Ah2+△Ah3+△Ah4; when the aircraft is in a cut-in mode, the battery capacity to be consumed of the aircraft can be △Ah2+△Ah3+△Ah4; when the aircraft is in a climbing mode, a cruising mode or a descending mode, the battery capacity to be consumed of the aircraft can be △Ah3+△Ah4; when the aircraft is in a cut-out mode, the battery capacity to be consumed of the aircraft can be △Ah3+△Ah4; and when the aircraft is in a landing mode, the battery capacity to be consumed of the aircraft can be △Ah4. Further, when the remaining battery capacity allows and the aircraft is in the cut-out mode and the landing mode, the aircraft can not directly complete the current flight task due to special circumstances and directly perform a take-off operation of the next flight, and the battery capacity to be consumed of the next take-off operation needs to be considered. In a possible implementation, when the aircraft is in the cut-out mode, the battery capacity to be consumed of the aircraft can be △Ah1+△Ah2+△Ah3+△Ah4; and when the aircraft is in the landing mode, the battery capacity to be consumed of the aircraft can be △Ah1+△Ah2+△Ah3+△Ah4.

[0081] In a possible implementation, when the aircraft is in a power-off state, the second historical data is updated according to the historical power consumption of the aircraft in the second mode of the current flight and the state of the aircraft.

[0082] In a possible implementation, when the flight control system enters the climbing mode, the total current of the battery system and the current of each high-voltage accessory (the DCDC current can not be considered because the DCDC current is relatively stable) at this time are recorded, the difference between the total current of the battery system and the current of each high-voltage accessory is integrated during the entering of the climbing mode and the exiting of the landing mode, and the flight distance is integrated by using the flight speed sent by the flight control system, and the current integral during the whole process is obtained when the aircraft exits the descending mode. The calculation method of the historical power consumption of the aircraft in the second mode can be referred to formula (5).

[0083] A = I integ / 3600 / AH totoal / D*100 (5)

[0084] wherein I integ is the integral of the difference between the total current of the battery system and the current of each high-voltage accessory, D is the flight distance, and AH totoal is the rated ampere-hour number of the battery system.

[0085] In a possible implementation, the second historical data can be updated according to the aircraft state and the calculated historical power consumption of the aircraft in the second mode. Further, the calculated historical power consumption of the aircraft in the second mode can be low-pass filtered to remove data noise, so as to improve the quality of the first historical data.

[0086] In a possible implementation, when the aircraft has not obtained the first historical data and the second historical data, the first historical data and the second historical data can be initially set according to the simulation result of the aircraft state. In a possible implementation, when the aircraft is in the first mode and the second mode and an unexpected condition such as battery pack loss occurs, the first historical data and the second historical data are not updated.

[0087] In the embodiments of the present disclosure, after each flight is completed, when the aircraft is in a power-off state, the historical consumed battery capacity of the aircraft in the first mode and the historical power consumption corresponding to the second mode are calculated, the first historical data and the second historical data can be updated, and the accuracy of the estimation of the aircraft endurance in the next flight is further improved. Further, by calculating the battery capacity consumed in the take-off mode, the cut-in mode, the cut-out mode and the landing mode, the first historical data including the historical consumed battery capacity of the aircraft in the take-off mode, the cut-in mode, the cut-out mode and the landing mode can be updated, so as to realize the accuracy of the estimation of the remaining range of the aircraft in each mode in the first mode.

[0088] When the aircraft is in the second mode, sudden conditions such as change of flight speed, loss of battery pack, and opening of high-voltage accessories can occur, and at this time, the remaining range of the aircraft can change. In a possible implementation, the aircraft endurance estimation method proposed in the embodiments of the present disclosure further includes: in the case that the aircraft is in the second mode and the aircraft state changes, obtaining, from the second historical data, a temporary power consumption of the aircraft in the second mode according to the current aircraft state; determining a temporary remaining range of the aircraft according to the consumable battery capacity and the temporary power consumption; determining a display remaining range according to the temporary remaining range and the currently displayed remaining range, wherein a difference between the display remaining range and the currently displayed remaining range is less than a preset difference; and displaying the display remaining range.

[0089] When the aircraft is in the second mode, sudden changes in flight speed, loss of battery pack, opening of high-voltage accessories, etc. can cause changes in real-time power consumption, which in turn affects the remaining range. Therefore, the real-time power consumption and the remaining range of the aircraft need to be recalculated to estimate the size of the impact. Further, the calculation content includes determining the temporary power consumption of the aircraft according to the current state of the aircraft. Specifically, the temporary power consumption of the aircraft can be obtained from the second historical data according to the aircraft mass and flight speed. After obtaining the temporary power consumption, the temporary remaining range of the aircraft can be determined according to the consumable battery capacity and the temporary power consumption according to the estimation method of the remaining range described in the above disclosed embodiments.

[0090] Since the temporary remaining range can be significantly different from the currently displayed remaining range, if the displayed remaining range is directly changed to the temporary remaining range and displayed, the remaining range will jump, and therefore it is necessary to follow the remaining range so that the displayed remaining range gradually approaches the temporary remaining range rather than suddenly changes, avoiding making the flight personnel worried about the remaining range. In one possible implementation, a preset difference value can be set, so that the difference between the displayed remaining range and the currently displayed remaining range is less than the preset difference value, and the size of the displayed remaining range gradually approaches the temporary remaining range.

[0091] In the embodiments of the present disclosure, when the aircraft is in the second mode, the temporary remaining range when the state of the aircraft changes is calculated, and the displayed remaining range is determined according to the current displayed remaining range and the temporary remaining range, so that the displayed remaining range gradually approaches the temporary remaining range, which avoids sudden changes in the remaining range caused by sudden situations and reduces the worry of the flight personnel about the remaining range.

[0092] In one possible implementation, the determination of the displayed remaining range according to the temporary remaining range and the currently displayed remaining range includes: in the case where the temporary remaining range is greater than or equal to the currently displayed remaining range, determining the displayed remaining range as the currently displayed remaining range; in the case where the sum of the temporary remaining range and the preset difference value is less than the currently displayed remaining range, determining the displayed remaining range as the difference between the currently displayed remaining range and the preset difference value; in the case where the sum of the temporary remaining range and the preset difference value is greater than the currently displayed remaining range and the temporary remaining range is less than the currently displayed remaining range, determining the displayed remaining range according to a preset mapping relationship between the temporary remaining range and the displayed remaining range.

[0093] When the temporary remaining range is greater than or equal to the currently displayed remaining range, it indicates that the current change in the state of the aircraft or the appearance of temporary conditions such as the opening of the high-pressure accessory does not cause the rapid reduction of the remaining range, and the currently displayed remaining range can be maintained. When the sum of the temporary remaining range and the preset difference is less than the currently displayed remaining range, it indicates that the current change in the state of the aircraft or the appearance of temporary conditions such as the opening of the high-pressure accessory causes the rapid reduction of the remaining range, and the displayed remaining range is set as the difference between the currently displayed remaining range and the preset difference, so that the displayed remaining range does not change greatly. When the sum of the temporary remaining range and the preset difference is greater than the currently displayed remaining range, and the temporary remaining range is less than the currently displayed remaining range, it indicates that the current change in the state of the aircraft or the appearance of temporary conditions such as the opening of the high-pressure accessory causes the reduction of the remaining range, but the reduction range is within an acceptable range, and the mapping relationship between the temporary remaining range and the displayed remaining range is set, so that the displayed remaining range is displayed according to the mapping relationship.

[0094] In a possible implementation, the mapping relationship can refer to formula (6):

[0095] Rang = Rang_His + [(Rang_temp - Rang_temp_His) * (Rang_His - Rang_MinFlw)]

[0096] / (Rang_temp_His - Rang_MinFlw) (6)

[0097] wherein Rang is the remaining range, Rang_His is the remaining range of the previous period, Rang_temp is the temporary remaining range, Rang_temp_His is the temporary remaining range of the previous period, and Rang_MinFlw is the minimum value of the remaining range follow-up. The size of the minimum value of the remaining range follow-up is not specifically limited in the disclosure.

[0098] When the aircraft is in the second mode, the multi-pack parallel battery system not only provides power for the lift motor group and the thrust motor group, but also consumes battery power for the DCDC output power and the working current of other systems, thereby affecting the remaining range. For example, the opening or closing of the air conditioner or heating system and other high-pressure accessories consumes the capacity of the battery and affects the remaining range. In a possible implementation, the temporary power consumption further includes the real-time power consumption generated by the cumulative current of the high-pressure system; and the determination of the displayed remaining range according to the temporary remaining range and the currently displayed remaining range includes: in the case that the cumulative current is unchanged or the remaining range is less than a preset range, the displayed remaining range is determined as the temporary remaining range.

[0099] When the aircraft is in the second mode, the remaining range will change more rapidly due to the use of the high-voltage accessories, and therefore, when estimating the remaining range, the real-time power consumption caused by the cumulative current of the high-voltage system needs to be considered. Further, the temporary power consumption needs to consider the real-time power consumption caused by the cumulative current. Specifically, the calculation method of the temporary power consumption can be referred to formula (7):

[0100] B temp =B1+I high / 3600 / AH curr (7)

[0101] wherein, B temp is the temporary power consumption of the aircraft when using the high-voltage accessories, B1 is the real-time power consumption corresponding to the current aircraft state in the second historical data, I high is the cumulative current of the high-voltage system, and AH curr is the rated ampere-hour of the currently available battery pack.

[0102] The use of the high-voltage accessories will cause the remaining range to change more rapidly. In one possible implementation, when the temporary power consumption further includes the real-time power consumption caused by the cumulative current of the high-voltage system and the cumulative current is constant, the displayed remaining range can be directly set as the temporary remaining range, so that the flight personnel can directly perceive the change of the remaining range, so as to choose to turn off the high-voltage accessories or end the flight in time. In one possible implementation, when the remaining range is less than a preset range, to make the flight personnel directly perceive the change of the remaining range, the displayed remaining range can be directly set as the temporary remaining range. The size of the preset range is not limited in the present disclosure, and can be selected according to actual conditions.

[0103] In the embodiments of the present disclosure, the real-time power consumption caused by the cumulative current of the high-voltage system and the historical power consumption in the second historical data corresponding to the current aircraft state are accumulated to estimate the remaining flight time, which fully considers the influence of the high-voltage accessories on the remaining flight time of the aircraft, and improves the calculation accuracy of the remaining flight time. When the cumulative current is constant or the remaining range is less than a preset value, the temporary remaining range is directly displayed, which helps the flight personnel to master the current working condition of the aircraft and reduces the burden of self-calculation of the flight personnel.

[0104] In addition to the flight modes described in the above disclosed embodiments, the vertical take-off and landing electric aircraft (EVTOL) also performs special state operations such as hovering, direct take-off and landing, etc. During this period, the state of charge SOC of the current aircraft battery enables the aircraft to maintain the current special flight state for a certain period of time, which is a very important flight reference factor for the flight personnel. In one possible implementation, the method further comprises: in the case that the flight mode is in a special state, obtaining an average current in a past predetermined period of time, the special state including hovering; determining the remaining flight time for maintaining the special state according to the average current and the available capacity of the battery.

[0105] In the above disclosed embodiments, the special state refers to the state of the aircraft other than the flight mode, such as hovering state. Since the remaining flight time of the vertical take-off and landing electric aircraft (EVTOL) mainly refers to the time that the current special flight state can be maintained, when the aircraft is in the flight mode (such as the first mode and the second mode) described in the above disclosed embodiments, the calculation of the remaining flight time is not performed.

[0106] The remaining flight time is negatively correlated with the current when the flight mode is in a special state, and is positively correlated with the current remaining capacity of the aircraft battery. In one possible implementation, the current when the flight mode is in a special state can be measured according to the average current in a past predetermined period of time, and the length of the predetermined period of time is not limited in the present disclosure. Further, the current in the predetermined period of time can be low-pass filtered to remove current data noise, so as to improve the accuracy of the estimation of the remaining flight time. In one possible implementation, the time interval of the change of the remaining flight time can be set to prevent the change of the remaining flight time from being too fast, which affects the viewing of the flight personnel.

[0107] In one possible implementation, the calculation method of the remaining flight time can refer to formula (8):

[0108] T remain =AH 可用 / I ave / 60 (8)

[0109] wherein T remain is the remaining flight time, AH 可用 is the current available ampere-hour number of the battery, and I ave is the average current in the past predetermined period of time.

[0110] In the embodiments of the present disclosure, when the aircraft is in a special state, the remaining flight time for maintaining the special state can be accurately estimated according to the current available capacity of the battery and the average current, thereby reducing the concerns of the flight personnel about the remaining flight time.

[0111] Application scenario example

[0112] Electric vertical takeoff and landing (EVTOL) aircraft are aircraft that rely on multiple motors to provide driving force to achieve vertical takeoff and landing. In addition to the significant differences in power drive compared to traditional general aviation aircraft, the flight mode of EVTOL is quite unique, which brings great challenges to the calculation of remaining range.

[0113] This disclosure proposes a method for estimating aircraft range, which can accurately calculate the remaining mileage of an EVTOL (Electronic Vehicle Range). The process of estimating aircraft range can be as follows:

[0114] The first step, with the aircraft powered on, is to acquire the aircraft's current flight mode, aircraft mass, flight speed, and available battery ampere-hours (AH) and ampere-hours (AH). 可用 .

[0115] The second step involves obtaining the battery capacity ΔAh to be consumed in the first mode from the first historical data of the aircraft in the first mode, based on the flight mode and aircraft mass. The first historical data includes the historical battery capacity consumed by the aircraft in historical aircraft states.

[0116] The aircraft's battery capacity is adjusted according to the real-time mode in different flight modes. Specifically, based on the current flight mode and aircraft status, let the historical battery capacity consumed by the aircraft in the ground mode be △Ah1, in the climb mode be △Ah2, in the exit mode be △Ah3, and in the landing mode be △Ah4, obtained from the first historical data. Then, if the aircraft is in the ground mode or takeoff mode, then △Ah = △Ah1 + △Ah2 + △Ah3 + △Ah4; if the aircraft is in the exit mode, then △Ah = △Ah2 + △Ah3 + △Ah4; if the aircraft is in the climb mode, cruise mode, or descent mode, then △Ah = △Ah3 + △Ah4; if the aircraft is in the landing mode or exit mode, then △Ah = △Ah1 + △Ah2 + △Ah3 + △Ah4.

[0117] The third step is to subtract the available battery capacity from the battery capacity to be consumed to obtain the aircraft's consuming battery capacity Ah in the second mode. 可消耗 (Ah 可消耗 =AH 可用 -△Ah).

[0118] The fourth step is to obtain the real-time power consumption B of the aircraft in the second mode from the second historical data of the aircraft in the second mode, based on the aircraft's mass and flight speed.

[0119] Step 5: Based on the available battery capacity (Ah) 可消耗and real-time power consumption B, determine the remaining range Rang (Rang=Ah 可消耗 / B).

[0120] Further, when the aircraft is in the second mode, in the case of opening the high-voltage accessories such as air conditioning, the increased real-time power consumption of the high-voltage accessories and the change in the remaining range caused by the real-time power consumption need to be considered, and the remaining range needs to be followed, Figure 4 The remaining range following flow according to an application example of the present disclosure is shown, according to Figure 4 The following flow chart shows that the display remaining range is determined. Specifically, in the case that the temporary remaining range is greater than or equal to the currently displayed remaining range, the display remaining range is determined to be the currently displayed remaining range; in the case that the sum of the temporary remaining range and a preset difference value (2 in the flow chart) is less than the currently displayed remaining range, the display remaining range is determined to be the difference between the currently displayed remaining range and the preset difference value; in the case that the sum of the temporary remaining range and the preset difference value is greater than the currently displayed remaining range and the temporary remaining range is less than the currently displayed remaining range, the display remaining range is determined according to a preset following formula; in the case that the high-voltage current changes or the remaining range is less than a preset range (20 in the flow chart), the display remaining range is determined to be the temporary remaining range.

[0121] In the sixth step, in the case that the aircraft is in the powered-off state, the Ah1, Ah2, Ah3 and Ah4 in the current flight are calculated, and the aircraft mass and the corresponding Ah1, Ah2, Ah3 and Ah4 are low-pass filtered and stored; the power consumption in the current flight is calculated, and the aircraft mass, flight speed and corresponding power consumption are low-pass filtered and stored, and the first historical data and the second historical data are updated.

[0122] In the embodiments of the present disclosure, the flight mode, the aircraft state and the battery available capacity are obtained in real time, the consumable battery capacity of the aircraft in the second mode is obtained according to the battery available capacity and the battery capacity to be consumed by the aircraft in the first mode obtained through the first historical data, and the remaining range of the aircraft is obtained according to the consumable battery capacity and the real-time power consumption of the aircraft in the second mode. This process realizes accurate estimation of the remaining range of the aircraft by integrating the data of the flight mode, the aircraft state and the battery state, which helps the flight personnel to make a preliminary judgment on whether the current flight plan can be successfully completed.

[0123] It should be noted that the aircraft endurance estimation method of the embodiments of the present disclosure is not limited to application in the processing of the vertical take-off and landing electric aircraft (EVTOL) described above, but can be applied to the estimation of the endurance of any electric aircraft, which is not limited by the present disclosure.

[0124] It can be understood that the above-mentioned various method embodiments mentioned in the present disclosure can be combined with each other to form a combined embodiment without deviating from the principle logic. Limited by the length of the present disclosure, the present disclosure will not be described again. Those skilled in the art can understand that in the above-mentioned method of the specific embodiment, the specific execution order of each step should be determined according to its function and possible internal logic.

[0125] In addition, the present disclosure also provides an aircraft endurance estimation architecture, device, electronic equipment, computer readable storage medium, program, which can be used to implement any one of the aircraft endurance estimation methods provided by the present disclosure. The corresponding technical solutions and descriptions are described in the method part and are not described again.

[0126] The aircraft endurance estimation architecture provided by the present disclosure further comprises: a vehicle control unit (VCU), a display system, a flight control system (flight control system), a DCDC and other high-voltage systems electrically connected to the vehicle control unit (VCU) through the controller area network (CAN) of the vehicle system, and at least one battery management system (BMS) electrically connected to the vehicle control unit (VCU) through the controller area network (CAN) of the high-voltage system.

[0127] Figure 5 A block diagram of an aircraft endurance estimation architecture according to an embodiment of the present disclosure is shown, Figure 5 The energy, vehicle and flight control data interaction of the vertical take-off and landing electric aircraft (EVTOL) is shown. Specifically, the battery management system (BMS) sends the information such as the state of charge (SOC), current and voltage calculated in real time to the vehicle controller (VCU) through the high-voltage system CAN; the vehicle controller is used to execute the aircraft endurance estimation method provided by the present disclosure, and the VCU receives the information such as the flight control system aircraft flight mode, aircraft state and other high-voltage system working current through the vehicle system CAN; the VCU integrates the information of the high-voltage system CAN and the vehicle system CAN through the aircraft endurance estimation method, estimates the remaining flight time and the remaining range, and sends them to the display system for display.

[0128] Figure 6A block diagram of an aircraft endurance estimation apparatus according to an embodiment of the present disclosure is shown. The aircraft endurance estimation apparatus can be a terminal device, a server, or other processing device, etc. The terminal device can be a user equipment (UE), a mobile device, a user terminal, a terminal, a cellular phone, a cordless phone, a personal digital assistant (PDA), a handheld device, a computing device, a vehicle-mounted device, a wearable device, etc.

[0129] In some possible implementation manners, the aircraft endurance estimation apparatus can be implemented by a processor invoking computer readable instructions stored in a memory.

[0130] As shown in Figure 6 The aircraft endurance estimation apparatus 60 can include:

[0131] A data acquisition module 61 configured to acquire a current flight mode, an aircraft state, and a battery available capacity of the aircraft when the aircraft is in a powered state, the flight mode including a first mode and a second mode, the first mode being used to indicate that the aircraft is in a take-off or landing state, the second mode being used to indicate that the aircraft is in a cruising state, the aircraft state including an aircraft mass and / or a flight speed.

[0132] A to-be-consumed battery capacity determination module 62 configured to obtain, according to the flight mode and the aircraft state, a to-be-consumed battery capacity of the aircraft in the first mode from first historical data of the aircraft in the first mode, the first historical data including historical consumed battery capacities of the aircraft in historical aircraft states.

[0133] A consumable battery capacity determination module 63 configured to obtain, according to the battery available capacity and the to-be-consumed battery capacity, a consumable battery capacity of the aircraft in the second mode.

[0134] A real-time power consumption determination module 64 configured to obtain, according to the aircraft state, a real-time power consumption of the aircraft in the second mode from second historical data of the aircraft in the second mode, the second historical data including historical power consumptions of the aircraft in historical aircraft states.

[0135] A remaining range determination module 65 configured to determine a remaining range of the aircraft according to the consumable battery capacity and the real-time power consumption.

[0136] In a possible implementation, the to-be-consumed battery capacity determining module comprises: a data input submodule configured to input the aircraft state and the flight mode into a first mode model; and a to-be-consumed battery capacity determining submodule configured to determine the to-be-consumed battery capacity of the aircraft in the first mode according to an output of the first mode model, wherein the first mode model is trained by first historical data of the aircraft; and the real-time power consumption determining module comprises: a data input submodule configured to input the aircraft state into a second mode model; and a real-time power consumption determining submodule configured to determine the real-time power consumption of the aircraft in the second mode according to an output of the second mode model, wherein the second mode model is trained by second historical data of the aircraft.

[0137] In a possible implementation, the apparatus further comprises: a first historical data updating module configured to update the first historical data according to the historical consumed battery capacity of the aircraft in the first mode of the flight, the flight mode, and the aircraft state, in a case where the aircraft is in the powered-off state; and a second historical data updating module configured to update the second historical data according to the historical power consumption of the aircraft in the second mode of the flight and the aircraft state.

[0138] In a possible implementation, the apparatus further comprises: a temporary power consumption obtaining module configured to obtain, in a case where the aircraft is in the second mode and the aircraft state changes, temporary power consumption of the aircraft in the second mode from the second historical data according to the current aircraft state; a temporary remaining range determining module configured to determine a temporary remaining range of the aircraft according to the consumable battery capacity and the temporary power consumption; a displayed remaining range determining module configured to determine a displayed remaining range according to the temporary remaining range and a currently displayed remaining range, wherein a difference between the displayed remaining range and the currently displayed remaining range is less than a preset difference; and a displayed remaining range displaying module configured to display the displayed remaining range.

[0139] In a possible implementation, the displayed remaining range determining module comprises: a displayed remaining range determining first submodule configured to determine the displayed remaining range as the currently displayed remaining range in a case where the temporary remaining range is greater than or equal to the currently displayed remaining range; a displayed remaining range determining second submodule configured to determine the displayed remaining range as a difference between the currently displayed remaining range and the preset difference in a case where a sum of the temporary remaining range and the preset difference is less than the currently displayed remaining range; and a displayed remaining range determining third submodule configured to determine the displayed remaining range according to a preset mapping relationship between the temporary remaining range and the displayed remaining range in a case where the sum of the temporary remaining range and the preset difference is greater than the currently displayed remaining range and the temporary remaining range is less than the currently displayed remaining range.

[0140] In a possible implementation, the temporary power consumption further includes real-time power consumption generated by the cumulative current of the high-voltage system; the display remaining mileage determination module includes a display remaining mileage determination fourth sub-module configured to determine the display remaining mileage as the temporary remaining mileage in a case where the cumulative current is constant or the remaining mileage is less than a preset mileage.

[0141] In a possible implementation, the apparatus further includes: an average current acquisition module configured to acquire an average current of a past predetermined time period in a case where the flight mode is in a special state, the special state including hovering; and a remaining flight time determination module configured to determine a remaining flight time for maintaining the special state according to the average current and the available capacity of the battery.

[0142] The embodiments of the present disclosure further provide a computer readable storage medium having computer program instructions stored therein, and the computer program instructions are executed by a processor to implement the method described above. The computer readable storage medium can be a non-volatile computer readable storage medium.

[0143] The embodiments of the present disclosure further provide an electronic device, including: a processor; a memory for storing processor-executable instructions; and wherein the processor is configured to invoke the instructions stored in the memory to execute the method described above.

[0144] The embodiments of the present disclosure further provide a computer program product, including computer readable code, when the computer readable code is run on a device, a processor in the device executes instructions for implementing the airplane endurance estimation method provided by any of the above embodiments.

[0145] The embodiments of the present disclosure further provide another computer program product for storing computer readable instructions, and the instructions are executed to cause a computer to perform the operations of the airplane endurance estimation method provided by any of the above embodiments.

[0146] The electronic device can be provided as a terminal, a server, or other forms of devices.

[0147] Figure 7 A block diagram of an electronic device 800 according to embodiments of the present disclosure is shown. The electronic device 800 can be, for example, a terminal such as a mobile phone, a computer, a digital broadcast terminal, a messaging device, a game console, a tablet device, a medical device, a fitness device, a personal digital assistant, and the like.

[0148] Referring to Figure 7 The electronic device 800 can include one or more of the following components: a processing component 802, a memory 804, a power supply component 806, a multimedia component 808, an audio component 810, an input / output (I / O) interface 812, a sensor component 814, and a communication component 816.

[0149] The processing component 802 generally controls the overall operations of the electronic device 800, such as operations associated with display, phone calls, data communications, camera operations, and recording operations. The processing component 802 can include one or more processors 820 to execute instructions and to complete any of the steps of any of the methods described above. In addition, the processing component 802 can include one or more modules to facilitate interaction between the processing component 802 and other components. For example, the processing component 802 can include a multimedia module to facilitate the interaction between the multimedia component 808 and the processing component 802.

[0150] The memory 804 is configured to store various types of data to support operations of the electronic device 800. Examples of these data include instructions for any applications or methods operating on the electronic device 800, contact data, phonebook data, messages, pictures, videos, and so on. The memory 804 can be implemented by any type of volatile or nonvolatile memory, or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read only memory (EEPROM), erasable programmable read only memory (EPROM), programmable read only memory (PROM), read only memory (ROM), magnetic memory, flash memory, magnetic disc or optical disc.

[0151] The power component 806 provides power to the various components of the electronic device 800. The power component 806 can include a power management system, one or more power supplies, and other components associated with generating, managing, and distributing power for the electronic device 800.

[0152] The multimedia component 808 includes a screen providing an output interface between the electronic device 800 and a user. In some embodiments, the screen can include a liquid crystal display (LCD) and a touch panel (TP). If the screen includes the touch panel, the screen can be implemented as a touch screen to receive input signals from a user. The touch panel includes one or more touch sensors to sense touch, swiping, and gestures on the touch panel. The touch sensors can not only sense a boundary of a touching or swiping action, but also detect duration and pressure related to the touching or swiping action. In some embodiments, the multimedia component 808 includes a front camera and / or a rear camera. The front and rear cameras can receive external multimedia data when the electronic device 800 is in an operating mode, such as a shooting mode or a video mode. Each of the front and rear cameras can be a fixed optical lens system or have a focal length and optical zoom capability.

[0153] The audio component 810 is configured to output and / or input audio signals. For example, the audio component 810 includes a microphone (MIC) that is configured to receive an external audio signal when the electronic device 800 is in an operation mode, such as a call mode, a recording mode, and a voice recognition mode. The received audio signal can be further stored in the memory 804 or transmitted via the communication component 816. In some embodiments, the audio component 810 also includes a speaker for outputting audio signals.

[0154] The I / O interface 812 provides an interface between the processing component 802 and peripheral interface modules, which can include a keypad, a click wheel, buttons, and so on. The buttons can include, but are not limited to, a home button, a volume button, a start button, and a lock button.

[0155] The sensor component 814 includes one or more sensors for providing status assessments of various aspects of the electronic device 800. For example, the sensor component 814 can detect an open / closed position of the electronic device 800, relative positioning of components, such as a display and a keypad of the electronic device 800, a change of position of the electronic device 800 or a component of the electronic device 800, presence or absence of user contact with the electronic device 800, orientation or acceleration / deceleration of the electronic device 800, and temperature changes of the electronic device 800. The sensor component 814 can include a proximity sensor configured to detect presence of a nearby object without any physical touch. The sensor component 814 can also include a light sensor, such as a CMOS or CCD image sensor, for use in an imaging application. In some embodiments, the sensor component 814 can further include an acceleration sensor, a gyroscope sensor, a magnetic sensor, a pressure sensor, or a temperature sensor.

[0156] The communication component 816 is configured to facilitate wired or wireless communication between the electronic device 800 and other devices. The electronic device 800 can access a wireless network based on a corresponding communication standard, such as WiFi, 2G, or 3G, or a combination thereof. In an example embodiment, the communication component 816 receives broadcast signals or broadcast-related information from an external broadcast management system via a broadcast channel. In an example embodiment, the communication component 816 further includes a Near Field Communication (NFC) module to facilitate short-range communication. For example, the NFC module can be implemented based on Radio Frequency Identification (RFID) technology, infrared data association (IrDA) technology, ultra-wideband (UWB) technology, Bluetooth (BT) technology, and other technology.

[0157] In exemplary embodiments, the electronic device 800 can be implemented with one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), controllers, micro-controllers, microprocessors, or other electronic elements, for performing the above-described methods.

[0158] In exemplary embodiments, a non-transitory computer readable storage medium, such as the memory 804 including computer program instructions, is also provided, which can be executed by the processor 820 of the electronic device 800 to complete the above-described methods.

[0159] Figure 8 A block diagram of an electronic device 1900 according to an embodiment of the present disclosure is shown. For example, the electronic device 1900 can be provided as a server. Referring to Figure 8 , the electronic device 1900 includes a processing component 1922, which further includes one or more processors, and a memory resource represented by a memory 1932, for storing instructions, such as application programs, executable by the processing component 1922. The application programs stored in the memory 1932 can include one or more than one module each corresponding to a set of instructions. In addition, the processing component 1922 is configured to execute the instructions to perform the above-described methods.

[0160] The electronic device 1900 can also include a power supply component 1926 configured to perform power management of the electronic device 1900, a wired or wireless network interface 1950 configured to connect the electronic device 1900 to a network, and an input / output (I / O) interface 1958. The electronic device 1900 can operate based on an operating system stored in the memory 1932, such as Windows Server TM , Mac OS X TM , UnixTM, Linux TM , FreeBSD TM or the like.

[0161] In exemplary embodiments, a non-transitory computer readable storage medium, such as the memory 1932 including computer program instructions, is also provided, which can be executed by the processing component 1922 of the electronic device 1900 to complete the above-described methods.

[0162] The present disclosure can be a system, a method, and / or a computer program product. The computer program product can include a computer readable storage medium (or media) having computer readable program instructions thereon for causing a processor to carry out aspects of the present disclosure.

[0163] Computer readable storage media can be tangible storage media which can retain and store instructions for use by an instruction execution device. Computer readable storage media can be, for example, but is not limited to, an electronic storage device, a magnetic storage device, an optical storage device, an electromagnetic storage device, a semiconductor storage device, or any suitable combination of the foregoing. More specific examples (a non-exhaustive list) of computer readable storage media include the following: a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), a static random access memory (SRAM), a portable compact disc read-only memory (CD-ROM), a digital versatile disk (DVD), a memory stick, a floppy disk, a mechanically encoded device such as punch-cards or raised structures in a groove having instructions recorded thereon, and any suitable combination of the foregoing. A computer readable storage medium, as used herein, is not to be construed as being transitory signals per se, such as radio waves or other freely propagating electromagnetic waves, electromagnetic waves propagating through a waveguide or other transmission media (e.g., light pulses passing through a fiber-optic cable), or electrical signals transmitted through a wire.

[0164] Computer readable program instructions described herein can be downloaded to respective computing / processing devices from a computer readable storage medium or to an external computer or external storage device via a network, for example, the Internet, a local area network, a wide area network and / or a wireless network. The network can comprise copper transmission cables, optical transmission fibers, wireless transmission, routers, firewalls, switches, gateway computers and / or edge servers. A network adapter card or network interface in each computing / processing device receives computer readable program instructions from the network and forwards the computer readable program instructions for storage in a computer readable storage medium within the respective computing / processing device.

[0165] Computer readable program instructions for carrying out operations of the present disclosure can be assembler instructions, instruction-set-architecture (ISA) instructions, machine instructions, machine dependent instructions, microcode, firmware instructions, state-setting data, or either source code or object code written in any combination of one or more programming languages, including an object oriented programming language such as Smalltalk, C++ or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The computer readable program instructions can execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. In the latter scenario, the remote computer can be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or the connection can be made to an external computer (for example, through the Internet using an Internet Service Provider). In some embodiments, electronic circuitry including, for example, programmable logic circuitry, field-programmable gate array (FPGA), or programmable logic array (PLA) can execute the computer readable program instructions by utilizing state information of the computer readable program instructions to personalize the electronic circuitry, in order to perform aspects of the present disclosure.

[0166] The computer readable program instructions can also be loaded onto a computer, other programmable data processing apparatus, or other device to cause a series of operational steps to be performed on the computer, other programmable apparatus or other device to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide processes for implementing the functions / acts specified in the flowchart and / or block diagram block or blocks.

[0167] These computer readable program instructions can be provided to a processor of a general purpose computer, special purpose computer, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions / acts specified in the flowchart and / or block diagram block or blocks. These computer readable program instructions can also be stored in a computer readable storage medium that can include random access memory (RAM), read only memory (ROM), electrically erasable programmable read only memory (EEPROM), flash memory or other data storage device. When the computer readable program instructions are loaded into the computer and other programmable data processing apparatus, a series of operational steps are implemented that provide processes such that the computer or other programmable apparatus provide processes for implementing the functions / acts specified in the flowchart and / or block diagram block or blocks.

[0168] The computer readable program instructions can also be loaded onto a computer, other programmable data processing apparatus, or other device to cause a series of operational steps to be performed on the computer, other programmable data processing apparatus or other device to produce a computer implemented process such that the instructions which execute on the computer, other programmable data processing apparatus, or other device implement the functions / acts specified in the flowchart and / or block diagram block or blocks.

[0169] The flow diagrams and the block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods and computer program products according to various embodiments of the present disclosure. In this regard, each block in the flow diagrams and the block diagrams can represent a module, segment, or portion of instructions, which comprises one or more executable instructions for implementing the specified logic functions. In some alternative implementations, the functions noted in the blocks can occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks can sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams and / or flow diagrams, and combinations thereof, can be implemented by special purpose hardware-based systems that perform the specified functions or acts, or combinations of special purpose hardware and

[0170] The computer program product can be embodied by a hardware, software or a combination thereof. In an optional embodiment, the computer program product is embodied by a computer storage medium. In another optional embodiment, the computer program product is embodied by a software product, such as a software development kit (SDK) or the like.

[0171] The above description has described various embodiments of the present disclosure. The above description is exemplary and not exhaustive, and is not limited to the disclosed embodiments. Many modifications and changes are obvious to those skilled in the art without departing from the scope and spirit of the described embodiments. The selection of terms used herein is intended to best explain the principles, practical application or improvement of technology in the market of the embodiments, or to enable other ordinary skilled in the art to understand the embodiments disclosed herein.

Claims

1. A method for estimating the range of an aircraft, characterized in that, include: When the aircraft is powered on, the current flight mode, aircraft status, and available battery capacity of the aircraft are obtained. The flight mode includes a first mode and a second mode. The first mode is used to indicate that the aircraft is in takeoff or landing mode, and the second mode is used to indicate that the aircraft is in cruise mode. The aircraft status includes aircraft mass and / or flight speed. Based on the flight mode and the aircraft state, the battery capacity to be consumed by the aircraft in the first mode is obtained from the first historical data of the aircraft in the first mode. The first historical data includes the historical battery capacity consumed by the aircraft in historical aircraft states. Based on the available battery capacity and the battery capacity to be consumed, the consumable battery capacity of the aircraft in the second mode is obtained; Based on the aircraft state, the real-time power consumption of the aircraft in the second mode is obtained from the second historical data of the aircraft in the second mode. The second historical data includes the historical power consumption of the aircraft in historical aircraft states. The remaining range of the aircraft is determined based on the available battery capacity and the real-time power consumption. The step of obtaining the battery capacity to be consumed in the first mode of the aircraft from the first historical data of the aircraft in the first mode based on the flight mode and the aircraft state includes: Input the aircraft state and the flight mode into the first modal model; Based on the output of the first mode model, determine the battery capacity to be consumed by the aircraft in the first mode; The first modal model is obtained by training the aircraft's first historical data; The step of obtaining the real-time power consumption of the aircraft in the second mode from the second historical data of the aircraft in the second mode based on the aircraft state includes: The aircraft state is input into the second modal model; Based on the output of the second mode model, determine the real-time power consumption of the aircraft in the second mode; The second modal model is obtained by training the aircraft's second historical data; The method further includes: When the aircraft is powered down, the first historical data is updated based on the historical battery capacity consumed, flight mode, and aircraft status in the first mode of this flight. The second historical data is updated based on the aircraft's historical power consumption and aircraft status in the second mode of this flight.

2. The method according to claim 1, characterized in that, The method further includes: When the aircraft is in the second mode and the aircraft state changes, the temporary power consumption of the aircraft in the second mode is obtained from the second historical data based on the current aircraft state. The temporary remaining range of the aircraft is determined based on the expendable battery capacity and the temporary power consumption. The remaining mileage is determined based on the temporary remaining mileage and the currently displayed remaining mileage, and the difference between the displayed remaining mileage and the currently displayed remaining mileage is less than a preset difference. The remaining mileage will be displayed.

3. The method according to claim 2, characterized in that, The step of determining the displayed remaining mileage based on the temporary remaining mileage and the currently displayed remaining mileage includes: If the temporary remaining mileage is greater than or equal to the currently displayed remaining mileage, the displayed remaining mileage is determined to be the currently displayed remaining mileage; If the sum of the temporary remaining mileage and the preset difference is less than the currently displayed remaining mileage, the displayed remaining mileage is determined to be the difference between the currently displayed remaining mileage and the preset difference. If the sum of the temporary remaining mileage and the preset difference is greater than the currently displayed remaining mileage, and the temporary remaining mileage is less than the currently displayed remaining mileage, the displayed remaining mileage is determined according to the preset mapping relationship between the temporary remaining mileage and the displayed remaining mileage.

4. The method according to claim 2 or 3, characterized in that, The temporary power consumption also includes the real-time power consumption generated by the accumulated current of the high-voltage system; The step of determining the displayed remaining mileage based on the temporary remaining mileage and the currently displayed remaining mileage includes: If the accumulated current remains unchanged or the remaining mileage is less than the preset mileage, the displayed remaining mileage will be determined as the temporary remaining mileage.

5. The method according to claim 1, characterized in that, The method further includes: When the flight mode is in a special state, the average current over a predetermined period of time is obtained, and the special state includes hovering. The remaining flight time to maintain the special state is determined based on the average current and the available battery capacity.

6. An aircraft range estimation device, characterized in that, include: The data acquisition module is used to acquire the current flight mode, aircraft status and battery available capacity of the aircraft when the aircraft is powered on. The flight mode includes a first mode and a second mode. The first mode is used to indicate that the aircraft is in takeoff or landing mode, and the second mode is used to indicate that the aircraft is in cruise mode. The aircraft status includes aircraft mass and / or flight speed. A battery capacity determination module is used to obtain the battery capacity to be consumed in the first mode of the aircraft from the first historical data of the aircraft in the first mode based on the flight mode and the aircraft state. The first historical data includes the historical battery capacity consumed by the aircraft in historical aircraft states. A consumable battery capacity determination module is used to obtain the consumable battery capacity of the aircraft in the second mode based on the available battery capacity and the battery capacity to be consumed; The real-time power consumption determination module is used to obtain the real-time power consumption of the aircraft in the second mode from the second historical data of the aircraft in the second mode based on the aircraft state. The second historical data includes the historical power consumption of the aircraft in historical aircraft states. The remaining mileage determination module is used to determine the aircraft's remaining mileage based on the consuming battery capacity and the real-time power consumption. The battery capacity determination module includes: a data input submodule for inputting the aircraft state and the flight mode into a first modal model; and a battery capacity determination submodule for determining the battery capacity to be consumed by the aircraft in a first mode based on the output of the first modal model; wherein the first modal model is trained using first historical data of the aircraft. The real-time power consumption determination module includes: a data input submodule for inputting the aircraft state into a second modal model; and a real-time power consumption determination submodule for determining the real-time power consumption of the aircraft in a second mode based on the output of the second modal model; wherein the second modal model is trained using second historical data of the aircraft. The device further includes: a first historical data update module, used to update the first historical data based on the historical battery capacity consumed, flight mode, and aircraft status of the aircraft in the first mode of this flight when the aircraft is in a power-off state; and a second historical data update module, used to update the second historical data based on the historical power consumption and aircraft status of the aircraft in the second mode of this flight.

7. An electronic device, characterized in that, include: processor; Memory used to store processor-executable instructions; The processor is configured to implement the method of any one of claims 1 to 5 when executing instructions stored in the memory.

8. A non-volatile computer-readable storage medium storing computer program instructions thereon, characterized in that, When the computer program instructions are executed by the processor, they implement the method described in any one of claims 1 to 5.

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