Battery management system with multiple backup communication hosts and aircraft

Abstract

The application provides a battery management system with multiple backup communication hosts and an aircraft, and relates to the technical field of unmanned aircrafts. The battery management system has multiple independent power battery assemblies, adopts the design of multiple backup communication hosts, and considers the hardware failure probability and redundancy margin. Part of the battery management units is selected as backup reserve communication hosts in all battery management units, the fault tolerance and reliability of aircraft communication are improved, the battery data required for safe flight of the aircraft is reliably acquired, the reliability of power management of the aircraft is improved, and the flight safety of the aircraft is ensured.

Description

Technical Field

[0001] This invention relates to the field of unmanned aerial vehicle technology, and in particular to a battery management system and aircraft with multiple backup communication hosts. Background Technology

[0002] Existing electric multi-rotor aircraft typically have one or more batteries. A battery pack consisting of multiple batteries connected in series or in parallel can serve as the power source for flight.

[0003] When multiple batteries are connected in series to form a battery pack, if any one of the batteries experiences a short circuit, the entire battery pack will stop providing power, causing the entire aircraft to lose power and become unable to fly normally. In more serious cases, it may instantly cause a fire, leading to the aircraft burning and crashing. However, connecting multiple batteries in parallel can prevent the aircraft from losing power due to the failure of a single battery. For example, the existing technology discloses a power management system and aircraft for a multi-rotor manned aircraft. By increasing the redundancy of the electric aircraft's power supply, multiple sets of battery units are connected in parallel to provide power. Moreover, the battery units also have circuit protection functions. When a set of battery units fails, the control disconnects that set of battery units, while the other sets of battery units continue to output power to the aircraft. However, the power management unit of such electric multi-rotor aircraft often only has one communication host to communicate with the flight control system. When this power management unit fails, the aircraft will lose data on battery power, temperature, current, and other status data, which will greatly affect the flight safety of the aircraft. Summary of the Invention

[0004] To address the issue of poor communication reliability in current aircraft battery management systems, this invention proposes a battery management system and aircraft with multiple backup communication hosts, which improves the fault tolerance and reliability of system communication and ensures that the aircraft can reliably obtain the battery data required for safe flight.

[0005] To achieve the above-mentioned technical effects, the technical solution of the present invention is as follows:

[0006] A battery management system with multiple backup communication hosts includes N sets of parallel power battery packs, N battery management units in total among the N sets of parallel power battery packs, and M of the N battery management units serve as backup communication hosts, where M < N. Each backup communication host can forward data from the N sets of parallel power battery packs to the ALLCAN network of the whole machine.

[0007] The battery management system with multiple backup communication hosts proposed in this technical solution has multiple independent power battery components and adopts a design with multiple backup communication hosts. Considering the probability of hardware failure and redundancy margin, some battery management units are selected as backup reserve communication hosts among all battery management units, which improves the fault tolerance and reliability of aircraft communication, ensures that the aircraft can reliably obtain the battery data required for safe flight, improves the reliability of aircraft power management, and ensures the flight safety of the aircraft.

[0008] Preferably, each power battery assembly includes a battery management unit, a battery protection component, and a power battery pack. The battery protection component includes a fuse FU, a Hall current sensor H, and a relay K. Within each power battery assembly, the negative terminal of the power battery pack is connected to the positive terminal of the aircraft bus, and the positive terminal of the power battery pack is connected to one end of the fuse FU. The other end of the fuse FU passes through the central hole of the Hall current sensor H and is connected to the first contact of the relay K. The second contact of the relay K is connected to the negative terminal of the aircraft bus. The signal acquisition line of the Hall current sensor H is connected to the battery management unit to achieve real-time current detection. The coil terminal of the relay K is connected to the battery management unit. The battery management unit controls the opening and closing of the coil terminal of the relay K according to the received CAN communication command to control whether the power battery assembly to which it belongs participates in the charging and discharging state of the aircraft.

[0009] Here, the power battery assembly includes a battery protection component that can quickly disconnect the circuit of the power battery assembly when a short circuit fault occurs, thus preventing the aircraft from losing power due to a short circuit fault in a battery.

[0010] Preferably, when a fault or abnormality occurs in the circuit where the power battery pack is located, the circuit current increases. When the circuit current increases to the melting threshold of the fuse FU, the fuse FU automatically melts and the circuit is disconnected, thus protecting the circuit components and preventing the power battery components from being damaged due to short circuit faults.

[0011] Preferably, each battery management unit collects and manages data from the power battery assembly it belongs to, and transmits the data via communication. The data includes voltage, current, temperature, state of charge (SOC), and differential pressure.

[0012] Preferably, each battery management unit is equipped with three CAN interfaces. The first CAN interface, CAN1, is a hardware debugging port. The second CAN interface, CAN2, connects to the CAN2 network, forming the internal CAN network of the N sets of power battery components of the aircraft. The third CAN interface, CAN3, communicates with external devices and connects to the ALLCAN network of the entire aircraft.

[0013] Preferably, among the M battery management units serving as backup communication hosts, the priority setting standard for backup communication hosts is based on the size of the battery management unit ID. The smaller the battery management unit ID, the higher the priority of the battery management unit ID. If the current communication host fails, the battery management unit with the smallest battery management unit ID among the M battery management units is selected as the new communication host, and the data of the N sets of parallel power battery modules is forwarded to the ALLCAN network of the whole machine.

[0014] Here, each battery management unit in the battery management system can serve as a communication host. To avoid hardware failure probability and redundancy margin, some battery management units are selected as backup communication hosts. If the current communication host fails, the battery management unit with the smallest battery management unit ID among the M battery management units is selected as the new communication host. This ensures that the aircraft can reliably obtain the battery data required for safe flight, improves the reliability of the aircraft's power management, and ensures the aircraft's flight safety.

[0015] Preferably, the power battery pack is composed of lithium-ion polymer cells.

[0016] Preferably, the outer shell structure of the power battery pack is reinforced with 1.0mm thick fireproof fiberglass board and has a built-in temperature sensor. The power battery pack is installed inside the aircraft chassis and is flexibly fixed to avoid the battery pack being directly subjected to tensile and compressive forces, while also reducing the impact of airframe vibration on the battery.

[0017] A method for backup and reserve of communication hosts, the method being used for selecting backup and reserve communication hosts in a battery management system, comprising the following steps:

[0018] S1. Set the Battery Management Unit ID in the Battery Management System;

[0019] S2. The battery management unit ID size is used as the priority setting standard for the backup communication host. The smaller the battery management unit ID, the higher the priority of the battery management unit ID.

[0020] S3. Confirm whether the current communication host in the battery management system is faulty. If the current communication host is faulty, select the battery management unit with the smallest battery management unit ID from among the M battery management units as the new communication host.

[0021] S4. The new communication host forwards the data of N sets of parallel power battery packs to the ALLCAN network of the whole machine.

[0022] This application also proposes an aircraft equipped with the aforementioned battery management system with multiple backup communication hosts.

[0023] Compared with the prior art, the beneficial effects of the technical solution of the present invention are:

[0024] This invention proposes a battery management system and an aircraft with multiple backup communication hosts. The battery management system includes several power battery modules, each containing a battery management unit. The system employs a multiple backup communication host design, considering hardware failure probability and redundancy margin. A subset of battery management units are selected as backup communication hosts. During backup, the battery management unit ID is used as the priority setting standard; the smaller the ID, the higher the priority. If the current communication host fails, the battery management unit with the smallest ID is selected as the new communication host. This improves the fault tolerance and reliability of aircraft communication, ensures the aircraft reliably obtains the battery data required for safe flight, enhances the reliability of aircraft power management, and guarantees flight safety. Attached Figure Description

[0025] Figure 1 This is a schematic diagram showing the structural connection of the battery management system with multiple backup communication hosts proposed in Embodiment 1 of the present invention;

[0026] Figure 2 This diagram illustrates the structural connection of a single power battery assembly as proposed in Embodiment 1 of the present invention.

[0027] Figure 3 This is a flowchart illustrating the communication host backup and storage method proposed in Embodiment 2 of the present invention. Detailed Implementation

[0028] The accompanying drawings are for illustrative purposes only and should not be construed as limiting the scope of this patent.

[0029] To better illustrate this embodiment, some parts of the accompanying drawings may be omitted, enlarged, or reduced, and do not represent the actual dimensions;

[0030] It is understandable to those skilled in the art that some well-known details may be omitted from the accompanying drawings.

[0031] The technical solution of the present invention will be further described below with reference to the accompanying drawings and embodiments.

[0032] The positional relationships depicted in the accompanying drawings are for illustrative purposes only and should not be construed as limiting this patent.

[0033] Example 1

[0034] like Figure 1As shown, this embodiment proposes a battery management system with multiple backup communication hosts. In this embodiment, the battery management system includes 12 sets of parallel power battery modules. Each set of power battery modules includes a battery management unit 1, a battery protection component 2, and a power battery pack 3. There are 12 battery management units in total for the 12 sets of parallel power battery modules. The battery management units 1 are connected through a CAN network to realize the monitoring, acquisition, and communication control of various data of the 12 sets of power battery modules. In theory, each battery management unit can act as a communication host. However, considering the probability of hardware failure and redundancy margin, some battery management units are selected as backup communication hosts. In this embodiment, 4 battery management units are selected as backup communication hosts. Each backup communication host can forward the data of the 12 sets of parallel power battery modules to the ALLCAN network of the whole machine.

[0035] The battery management system with multiple backup communication hosts proposed in this embodiment has multiple independent power battery modules, including battery protection components. These components can quickly disconnect the circuit of the power battery module when a short circuit fault occurs, preventing the aircraft from losing power due to a short circuit fault in a single battery. This embodiment also adopts a design with multiple backup communication hosts, considering the probability of hardware failure and redundancy margin. Some battery management units are selected as backup communication hosts among all battery management units, which improves the fault tolerance and reliability of aircraft communication, ensures that the aircraft can reliably obtain the battery data required for safe flight, improves the reliability of aircraft power management, and ensures the flight safety of the aircraft.

[0036] Figure 2 See the schematic diagram showing the structural connections of a single power battery module. Figure 2 The battery protection component 2 includes a fuse FU, a Hall current sensor H, and a relay K. The relay K is an automatic switching element with isolation function, combined with... Figure 1 Within each power battery assembly, the negative terminal of power battery pack 3 is connected to the positive terminal BUSBAR+ of the aircraft busbar. The positive terminal of the power battery pack is connected to one end of fuse FU. The other end of fuse FU passes through the central hole of Hall current sensor H and is connected to the first contact of relay K. The second contact of relay K is connected to the negative terminal BUSBAR- of the aircraft busbar. The signal acquisition line of Hall current sensor H is connected to battery management unit 1 to achieve real-time current detection. The coil terminal of relay K is connected to battery management unit 1. (See [link to relevant documentation]). Figure 2As can be seen, the coil terminal of relay K is connected to the "K" port of battery management unit 1. Overall, battery management unit 1, battery protection component 2 and power battery pack 3 form a circuit with the aircraft bus. According to the received CAN communication command, battery management unit 1 sends control command through the "K" port to control the on and off of the coil terminal of relay K, so as to control whether the power battery component it is in participates in the charging and discharging state of the aircraft.

[0037] In actual implementation, when a fault or abnormality occurs in the circuit where the power battery pack 3 is located, the circuit current increases. When the circuit current increases to the melting threshold of the fuse FU, the fuse FU automatically melts and the circuit is disconnected, thereby protecting the circuit components and preventing the power battery components from being damaged due to short circuit faults.

[0038] Each battery management unit 1 collects and manages data from its associated power battery module and transmits the data via communication. This data includes voltage, current, temperature, state of charge (SOC), and differential voltage. Figure 1 and Figure 2 As shown in the battery management unit diagram, battery management unit 1 is equipped with a "Vsense" port and a "Tsense" port, through which the status of the power battery pack can be managed and sensed.

[0039] Combination Figure 2 Each battery management unit has three CAN interfaces. The first CAN interface, CAN1, is a hardware debugging port. The second CAN interface, CAN2, connects to the CAN2 network, forming the internal CAN network of the aircraft's 12 power battery packs. The third CAN interface, CAN3, communicates with external devices and connects to the entire aircraft's ALLCAN network. In addition, combined with... Figure 1 and Figure 2 As can be seen, the battery management unit 1 also has a "power" port for connecting a 24V DC power supply.

[0040] When selecting a specific communication host, among the four battery management units that serve as backup communication hosts, the priority setting standard for the backup communication host is based on the size of the battery management unit ID. The smaller the battery management unit ID, the higher the priority of that battery management unit ID. If the current communication host fails, among the M battery management units, the battery management unit with the smallest battery management unit ID is selected as the new communication host, and the data of the N sets of parallel power battery modules is forwarded to the whole machine ALLCAN network.

[0041] As previously stated, each battery management unit in the battery management system can serve as a communication host. To avoid hardware failure probability and ensure redundancy, some battery management units are selected as backup communication hosts. If the current communication host fails, the battery management unit with the smallest battery management unit ID among the four battery management units is selected as the new communication host. This ensures that the aircraft can reliably obtain the battery data required for safe flight, improves the reliability of the aircraft's power management, and ensures the aircraft's flight safety.

[0042] In this embodiment, the power battery pack is composed of lithium-ion polymer cells. The outer shell structure of the power battery pack is reinforced with 1.0mm thick fireproof fiberglass board and has a built-in temperature sensor. The power battery pack is installed inside the aircraft chassis and is flexibly fixed to avoid the battery pack being directly subjected to tensile and compressive forces, while also reducing the impact of aircraft vibration on the battery.

[0043] Example 2

[0044] See Figure 3 This embodiment proposes a method for backup and reserve of communication hosts. The method is used for selecting backup and reserve communication hosts in a battery management system, and includes the following steps:

[0045] S1. Set the Battery Management Unit ID in the Battery Management System;

[0046] S2. The battery management unit ID size is used as the priority setting standard for the backup communication host. The smaller the battery management unit ID, the higher the priority of the battery management unit ID.

[0047] S3. Confirm whether the current communication host in the battery management system is faulty. If the current communication host is faulty, select the battery management unit with the smallest battery management unit ID from among the M battery management units as the new communication host.

[0048] S4. The new communication host forwards the data of N sets of parallel power battery packs to the ALLCAN network of the whole machine.

[0049] Example 4

[0050] This embodiment also proposes an aircraft equipped with the aforementioned battery management system with multiple backup communication hosts. This design allows the aircraft to have multiple independent power battery packs, each containing a battery protection unit. This unit can quickly cut off the current circuit of the battery pack in the event of a short circuit, preventing the aircraft from losing power due to a single battery short circuit. This increases the redundancy of the aircraft's power supply, improves the reliability of power management, and ensures flight safety. Compared to traditional aircraft power management systems, which rely on a single battery management unit communicating with the flight controller and risk losing battery-related data if that unit malfunctions, this multi-host backup battery management system design improves the fault tolerance and reliability of system communication, ensuring the aircraft obtains the battery data necessary for safe flight.

[0051] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. Those skilled in the art can make other variations or modifications based on the above description. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A battery management system with multiple backup communication hosts, characterized in that, It includes N sets of parallel power battery packs, N sets of parallel power battery packs have N battery management units, and M of the N battery management units serve as backup communication hosts, M < N. The priority setting standard for backup communication hosts is based on the size of the battery management unit ID. If the current communication host fails, the battery management unit with the smallest battery management unit ID among the M battery management units is selected as the new communication host. Each backup communication host can forward the data of the N sets of parallel power battery packs to the whole machine ALLCAN network. Each power battery assembly includes a battery management unit, a battery protection component, and a power battery pack. The battery protection component includes a fuse FU, a Hall current sensor H, and a relay K. The coil terminal of the relay K is connected to the battery management unit. The battery management unit controls the opening and closing of the coil terminal of the relay K according to the received CAN communication command, so as to control whether the power battery assembly to which it belongs participates in the charging and discharging state of the aircraft. Each battery management unit is equipped with three CAN interfaces. The first CAN interface, CAN1, is a hardware debugging port. The second CAN interface, CAN2, connects to the CAN2 network, forming the internal CAN network of the N power battery packs of the aircraft. The third CAN interface, CAN3, communicates with external devices and connects to the ALLCAN network of the entire aircraft.

2. The battery management system with multiple backup communication hosts according to claim 1, characterized in that, Within each power battery assembly, the negative terminal of the power battery pack is connected to the positive terminal of the aircraft bus, and the positive terminal of the power battery pack is connected to one end of the fuse FU. The other end of the fuse FU passes through the middle hole of the Hall current sensor H and is connected to the first contact of the relay K. The second contact of the relay K is connected to the negative terminal of the aircraft bus. The signal acquisition line of the Hall current sensor H is connected to the battery management unit to achieve real-time current detection.

3. The battery management system with multiple backup communication hosts according to claim 2, characterized in that, When a fault or abnormality occurs in the circuit where the power battery pack is located, the circuit current increases. When the circuit current increases to the melting threshold of the fuse FU, the fuse FU will automatically melt and the circuit will be disconnected.

4. The battery management system with multiple backup communication hosts according to claim 2, characterized in that, Each battery management unit collects and manages data from the power battery module it is located in, and transmits the data via communication. The data includes voltage, current, temperature, state of charge (SOC), and differential pressure.

5. The battery management system with multiple backup communication hosts according to claim 1, characterized in that, Among the M battery management units that serve as backup communication hosts, the smaller the battery management unit ID, the higher its priority.

6. The battery management system with multiple backup communication hosts according to claim 1, characterized in that, The power battery pack is composed of lithium-ion polymer cells.

7. The battery management system with multiple backup communication hosts according to claim 6, characterized in that, The battery pack's outer shell is reinforced with 1.0mm thick fireproof fiberglass board and has a built-in temperature sensor. The battery pack is installed inside the aircraft chassis and is flexibly fixed.

8. A method for backup and storage of a communication host, characterized in that, The method is used to implement the selection of backup communication hosts in the battery management system with multiple backup communication hosts as described in claim 1, and includes the following steps: S1. Set the Battery Management Unit ID in the Battery Management System; S2. The battery management unit ID size is used as the priority setting standard for the backup communication host. The smaller the battery management unit ID, the higher the priority of the battery management unit ID. S3. Confirm whether the current communication host in the battery management system is faulty. If the current communication host is faulty, select the battery management unit with the smallest battery management unit ID from among the M battery management units as the new communication host. S4. The new communication host forwards the data of N sets of parallel power battery packs to the ALLCAN network of the whole machine.

9. An aircraft, characterized in that, The aircraft is equipped with a battery management system with multiple backup communication hosts as described in any one of claims 1 to 7.

Images