Power safety assessment method and device, electronic device and storage medium

Abstract

The application relates to a power safety evaluation method and device, an electronic device and a storage medium, wherein the power safety evaluation method comprises the following steps: acquiring path planning data; inputting the path planning data into an output power prediction model to obtain a predicted demand value of output power of the aircraft; acquiring actual energy data of a power battery pack; determining a predicted boundary value of the output power of the aircraft based on the actual energy data and a preset mapping relationship, wherein the preset mapping relationship is a mapping relationship between a releasable energy value of the power battery pack and a boundary power; and determining a power safety evaluation result based on the predicted demand value and the predicted boundary value. Through the application, the problem of low safety coefficient of an electric aircraft in the related art is solved, and the technical effect of improving the safety coefficient of the electric aircraft is achieved.

Description

Technical Field

[0001] This application relates to the field of electric aircraft technology, and in particular to a power safety assessment method, apparatus, electronic device, and storage medium. Background Technology

[0002] With the improvement of lithium-ion battery performance and the decrease in battery manufacturing costs, manned aircraft powered by lithium-ion batteries are gradually showing their commercial value, and many research institutions and companies are making electric manned aircraft an important research direction. Due to their low voltage platform and limited energy, individual lithium-ion batteries are difficult to use alone in large-scale battery systems. In general, thousands of individual batteries are connected in series, parallel, or mixed series to form power battery packs or battery arrays to meet the needs of electric manned aircraft.

[0003] As electric manned aircraft are an emerging technology, many of their battery management algorithms are borrowed from those used in new energy vehicles. For new energy vehicles, if the battery power is insufficient to meet the vehicle's power requirements during operation, it only results in the vehicle not reaching its target speed and does not pose a danger. However, for manned aircraft, if the battery power cannot meet the aircraft's power needs, the aircraft cannot operate stably in the air, posing a risk of crash and potentially leading to a major safety accident. Current research lacks a scheme for assessing the power safety of manned aircraft based on their application scenarios.

[0004] There is currently no effective solution to the problem of low safety in electric aircraft in related technologies. Summary of the Invention

[0005] This embodiment provides a power safety assessment method, apparatus, electronic device, and storage medium to address the problem of low safety factor of electric aircraft in related technologies.

[0006] Firstly, this embodiment provides a power safety assessment method, including:

[0007] Obtain path planning data;

[0008] The path planning data is input into the output power prediction model to obtain the predicted output power requirement value of the aircraft.

[0009] Obtain the actual energy data of the power battery pack;

[0010] The predicted boundary value of the aircraft's output power is determined based on the actual energy data and the preset mapping relationship, wherein the preset mapping relationship is the mapping relationship between the releaseable energy value of the power battery pack and the boundary power.

[0011] The power safety assessment result is determined based on the predicted demand value and the predicted boundary value.

[0012] In one embodiment, the step of inputting the path planning data into the output power prediction model to obtain the predicted output power demand value of the aircraft includes: obtaining the estimated flight time corresponding to the path planning data; discretizing the estimated flight time based on a preset time period to determine discrete time points; averaging the path planning data within the preset time period to obtain discrete feature values ​​corresponding to the discrete time points; and inputting the discrete feature values ​​into the output power prediction model to obtain the predicted output power demand value of the aircraft corresponding to the discrete time points.

[0013] In one embodiment, before determining the output power of the aircraft based on the actual energy data and a preset mapping relationship, the process includes: obtaining the maximum current limit value of the aircraft's power battery pack, the number of individual cells connected in parallel within the power battery pack, and the maximum voltage value of each individual cell; determining the power output range of each individual cell in a constant current condition test based on the maximum current limit value of the power battery pack, the number of individual cells connected in parallel within the power battery pack, and the maximum voltage value of each individual cell; selecting multiple power test values ​​within the power output range of the individual cell; performing a constant power discharge test on the fully charged individual cell based on the power test values ​​to determine the mapping relationship between the releaseable energy and output power of the individual cell; obtaining the number of individual cells connected in series within the power battery pack; and determining a reference mapping relationship between the releaseable energy value of the aircraft's power battery pack and the boundary power based on the number of individual cells connected in series within the power battery pack and the mapping relationship between the releaseable energy and output power of each individual cell.

[0014] In one embodiment, the step of performing a constant power discharge test on the fully charged single battery cell based on the power test value to determine the mapping relationship between the releaseable energy and output power of the single battery cell includes: using the charge level of the single battery cell in its fully charged state as an initial energy value; performing a constant power discharge test for a preset time based on the power test value; when the current of the single battery cell is detected to reach the maximum current limit value of the single battery cell, using the real-time charge level of the single battery cell as a termination energy value; determining the releaseable energy of the single battery cell based on the initial energy value and the termination energy value; and associating the releaseable energy with the power test value to determine the mapping relationship between the releaseable energy and output power of the single battery cell.

[0015] In one embodiment, obtaining the actual energy data of the power battery pack includes: obtaining the nominal capacity of the power battery pack, the number of individual cells connected in series within the power battery pack, the battery charge of the individual cells, the open-circuit voltage of the individual cells, and the estimated flight time; and determining the actual energy data of the power battery pack based on the nominal capacity of the power battery pack, the number of individual cells connected in series within the power battery pack, the battery charge of the individual cells, the open-circuit voltage of the individual cells, and the estimated flight time.

[0016] In one embodiment, determining the power safety assessment result based on the predicted demand value and the predicted boundary value includes: obtaining the predicted demand value of the output power of the aircraft at multiple times and the predicted boundary value; if the predicted demand value at any time is greater than the predicted boundary value, the power safety assessment result is determined to be unsafe.

[0017] In one embodiment, the method further includes: acquiring redundant path data, wherein the redundant path data is aircraft landing parameters; inputting the redundant path data into the output power prediction model to obtain the emergency landing demand value of the aircraft's output power; determining the reserved energy data required for the aircraft's emergency landing based on the redundant path data; determining the corrected prediction boundary value of the aircraft's output power based on the reserved energy data, the actual energy data, the expected flight time, and the preset mapping relationship; and determining the power safety assessment result as safe if the emergency landing demand value at any time is greater than the corrected prediction boundary value.

[0018] Secondly, this embodiment provides a power safety assessment device, including:

[0019] The first acquisition module is used to acquire path planning data;

[0020] The first processing module is used to input the path planning data into the output power prediction model to obtain the predicted output power demand value of the aircraft.

[0021] The second acquisition module is used to acquire the actual energy data of the power battery pack;

[0022] The second processing module is used to determine the predicted boundary value of the output power of the aircraft based on the actual energy data and the preset mapping relationship, wherein the preset mapping relationship is the mapping relationship between the releaseable energy value of the power battery pack and the boundary power.

[0023] The evaluation module is used to determine the power safety evaluation result based on the predicted demand value and the predicted boundary value.

[0024] Thirdly, this embodiment provides an electronic device including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the power safety assessment method described in the first aspect above.

[0025] Fourthly, this embodiment provides a storage medium storing a computer program that, when executed by a processor, implements the power safety assessment method described in the first aspect above.

[0026] Compared with related technologies, the power safety assessment method provided in this embodiment is applied to aircraft. It acquires path planning data; inputs the path planning data into an output power prediction model to obtain the predicted output power demand value of the aircraft; acquires the actual energy data of the power battery pack; determines the predicted boundary value of the aircraft's output power based on the actual energy data and a preset mapping relationship, where the preset mapping relationship is a mapping relationship between the releaseable energy value of the power battery pack and the boundary power; and determines the power safety assessment result based on the predicted demand value and the predicted boundary value. This method solves the problem of low safety factor of electric aircraft in related technologies, and achieves the technical effect of detecting the output power of electric aircraft, assessing power safety, and improving the safety factor of electric aircraft.

[0027] Details of one or more embodiments of this application are set forth in the following drawings and description to make other features, objects and advantages of this application more readily apparent. Attached Figure Description

[0028] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0029] Figure 1 This is a hardware structure block diagram of the terminal of the power safety assessment method in this embodiment;

[0030] Figure 2 This is a flowchart of the power safety assessment method in this embodiment;

[0031] Figure 3 This is a schematic diagram of a power safety assessment method according to another embodiment of this application;

[0032] Figure 4 This is an "energy-boundary power" curve of the dynamic safety assessment method according to the embodiments of this application;

[0033] Figure 5 This is a power output AI model according to an embodiment of this application;

[0034] Figure 6 This is a schematic diagram of the planning path selection for the power safety assessment method according to an embodiment of this application;

[0035] Figure 7 This is a structural block diagram of the power safety assessment device in this embodiment. Detailed Implementation

[0036] To better understand the purpose, technical solution, and advantages of this application, the application is described and illustrated below in conjunction with the accompanying drawings and embodiments.

[0037] Unless otherwise defined, the technical or scientific terms used in this application shall have the general meaning as understood by one of ordinary skill in the art to which this application pertains. Words such as “a,” “an,” “an,” “the,” “the,” and “these,” used in this application, do not indicate quantitative limitation and may be singular or plural. The terms “comprising,” “including,” “having,” and any variations thereof used in this application are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or device that comprises a series of steps or modules (units) is not limited to the listed steps or modules (units) but may include steps or modules (units) not listed, or may include other steps or modules (units) inherent to such processes, methods, products, or devices. The terms “connected,” “linked,” and “coupled,” used in this application, are not limited to physical or mechanical connections but may include electrical connections, whether direct or indirect. The term “multiple” used in this application refers to two or more. The "and / or" operator describes the relationship between related objects, indicating that three relationships can exist. For example, "A and / or B" can represent three cases: A alone, A and B simultaneously, and B alone. Typically, the character " / " indicates that the objects before and after it are in an "or" relationship. The terms "first," "second," and "third," etc., used in this application are merely for distinguishing similar objects and do not represent a specific ordering of the objects.

[0038] The method embodiments provided in this example can be executed on a terminal, computer, or similar computing device. For example, it can run on a terminal. Figure 1 This is a hardware structure block diagram of the terminal of the power safety assessment method in this embodiment. For example... Figure 1 As shown, a terminal may include one or more ( Figure 1 Only one is shown in the diagram. A processor 102 and a memory 104 for storing data are also included. The processor 102 may be, but is not limited to, a microprocessor (MCU) or a programmable logic device (FPGA). The terminal may also include a transmission device 106 for communication functions and an input / output device 108. Those skilled in the art will understand that… Figure 1 The structure shown is for illustrative purposes only and does not limit the structure of the terminal described above. For example, the terminal may also include components that are larger than... Figure 1 The more or fewer components shown, or having the same Figure 1 The different configurations shown are illustrated.

[0039] The memory 104 can be used to store computer programs, such as application software programs and modules, like the computer program corresponding to the power safety assessment method in this embodiment. The processor 102 executes various functional applications and data processing by running the computer program stored in the memory 104, thereby implementing the above-described method. The memory 104 may include high-speed random access memory, and may also include non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some instances, the memory 104 may further include memory remotely located relative to the processor 102, and these remote memories can be connected to the terminal via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0040] The transmission device 106 is used to receive or send data via a network. This network includes a wireless network provided by the terminal's communication provider. In one example, the transmission device 106 includes a Network Interface Controller (NIC), which can connect to other network devices via a base station to communicate with the Internet. In another example, the transmission device 106 can be a Radio Frequency (RF) module used for wireless communication with the Internet.

[0041] For manned aircraft powered by lithium batteries, flight is affected by three factors: the battery charge, the battery temperature, and the maximum motor current. In actual flight operations, the latter two factors are more commonly considered constraints on the lithium battery system than on its charge level.

[0042] Lithium batteries can run out of control when they get too hot, so the operating temperature of lithium batteries should generally not exceed 50-65 degrees Celsius. In practice, due to the high power output of the lithium battery system, heat will accumulate rapidly. Often, the battery temperature will exceed the safe temperature of the battery before the battery system has run out of power, at which point the aircraft will have to stop.

[0043] The aircraft's motors are subject to control, limiting their maximum output current. During operation, as the lithium battery's charge decreases, the battery's output voltage gradually drops. For example, a fully charged ternary lithium battery can discharge at over 3.8V, but when the charge is near zero, the voltage drops to only 2.8V. Under the same flight conditions, the aircraft's power requirement remains constant, but the lithium battery voltage gradually decreases. Consequently, the battery's output current naturally increases. It's possible that before the battery is fully discharged, the output current exceeds the motor's current limit. This can lead to excessive current and a rapid rise in temperature, potentially damaging the aircraft's electronic components and causing a serious safety hazard.

[0044] This embodiment provides a dynamic safety assessment method applicable to aircraft, particularly manned aircraft. Figure 2 This is a flowchart of the power safety assessment method in this embodiment, as shown below. Figure 2 As shown, the process includes the following steps:

[0045] Step S201: Obtain path planning data.

[0046] Specifically, path planning refers to calculating the flight path, speed, and attitude of an aircraft before takeoff based on its position, time, and preset control commands, thus achieving intelligent planning of the aircraft's flight process. The path planning scheme can be one or more, such as a speed-priority scheme, an energy-saving-priority scheme, etc. Flight time corresponds to path planning time, reflecting the arrangement and setting of various time nodes in the aircraft's path planning process. In this embodiment, path planning data includes aircraft payload data, aircraft motion data, and flight environment data. Aircraft payload data is the weight data of the aircraft's internal load obtained by weighing before takeoff; this data can be detected by a weight sensor. Aircraft motion data mainly refers to various motion parameters of the aircraft when flying according to the path planning scheme, such as flight path, speed, and attitude. Specifically, flight motion data includes angular velocity, climb rate, climb acceleration, velocity along the fuselage direction, acceleration along the fuselage direction, velocity perpendicular to the fuselage direction, and acceleration perpendicular to the fuselage direction. Flight environment data mainly refers to the wind speed conditions outside the aircraft. Preferably, by combining external wind speed conditions with the aircraft's speed and attitude along the planned path, the wind direction at each location is decomposed, and the wind speed along the fuselage and perpendicular to the fuselage at each spatiotemporal location is calculated. Using the path planning data, a preliminary simulation of the aircraft's future flight process can be achieved in advance.

[0047] Step S202: Input the path planning data into the output power prediction model to obtain the predicted output power demand value of the aircraft.

[0048] Specifically, the output power prediction model refers to an intelligent AI model that extracts flight state features from the aircraft's flight data and trains a machine learning or deep learning model to predict the output power of the aircraft's power battery system under different attitudes and environments. The machine learning model can be implemented using algorithms such as random forests and neural networks. In some embodiments, the output power prediction model can also be a mathematical calculation module for designing the output power prediction strategy. By inputting path planning data into the output power prediction model, the predicted output power demand of the aircraft during flight along the planned path can be quickly and accurately estimated.

[0049] Step S203: Obtain the actual energy data of the power battery pack.

[0050] Specifically, the reference mapping relationship between the releaseable energy value and the boundary power of the power battery pack reflects the relationship between the battery pack's release capacity and the maximum sustainable output power before reaching the upper limit of the output current. This reference mapping relationship can also be called the "energy-boundary power" curve, which means the maximum power allowed by the manned aircraft to release a preset energy if the power battery pack starts discharging from a full charge, or the maximum energy that the power battery pack can release if it continues to discharge at a preset power.

[0051] Step S204: Determine the predicted boundary value of the aircraft's output power based on actual energy data and a preset mapping relationship. The preset mapping relationship is the mapping relationship between the releaseable energy value of the power battery pack and the boundary power.

[0052] Specifically, the actual energy data of the power battery pack refers to the energy of the power battery pack at any time during the flight time of the aircraft according to the planned flight path. Based on this estimated energy value and the preset mapping relationship, the maximum output power that the aircraft can output at each moment during the predicted flight process can be determined, which is the prediction boundary value.

[0053] Step S205: Determine the power safety assessment result based on the predicted demand value and the predicted boundary value.

[0054] Specifically, the predicted demand value is compared with the predicted boundary value. If the predicted demand value is less than the predicted boundary value, it means that the aircraft will not exceed the boundary power during the flight of the aircraft along the current path planning scheme. This means that the battery system can meet the power demand of the path and the power safety is reliable. If the predicted demand value is greater than the predicted boundary value, it means that the aircraft will exceed the boundary power during the flight of the current path planning scheme. This means that the battery system cannot meet the power demand of the path and the power safety is low.

[0055] Through the above steps, the power safety assessment method of this embodiment, targeting the scenario of electric manned aircraft, focuses on changes in battery power and enables the prediction of power safety for the aircraft's path planning before takeoff. Based on the "energy-boundary power" curve and an AI model of the aircraft's real-time power, it calculates the aircraft's planned path and remaining energy safety boundary, achieving a pre-flight power safety assessment and improving the safety of electric aircraft.

[0056] In one embodiment, inputting path planning data into an output power prediction model to obtain the predicted output power demand value of the aircraft includes: obtaining the estimated flight time corresponding to the path planning data; discretizing the estimated flight time based on a preset time period to determine discrete time points; averaging the path planning data within the preset time period to obtain discrete feature values ​​corresponding to the discrete time points; and inputting the discrete feature values ​​into the output power prediction model to obtain the predicted output power demand value of the aircraft corresponding to the discrete time points.

[0057] Specifically, discretization refers to decomposing the pre-planned path into discrete time periods, converting the path planning data into discrete data points to facilitate input to the output power prediction model. Discrete eigenvalues ​​refer to the feature data corresponding to the path planning data, such as load, angular velocity, climb rate, climb acceleration, velocity along the fuselage direction, acceleration along the fuselage direction, velocity perpendicular to the fuselage direction, acceleration perpendicular to the fuselage direction, wind speed along the fuselage direction, and wind speed perpendicular to the fuselage direction. If multiple sets of planned path data are collected within a time period, and the eigenvalues ​​corresponding to the same feature data are different, a weighted average is performed, and the mean is taken as the discrete eigenvalue. Discretization improves data processing efficiency and facilitates processing by the output power prediction model.

[0058] In one embodiment, before determining the output power of the aircraft based on the actual energy data and a preset mapping relationship, the process includes: obtaining the maximum current limit of the aircraft's power battery pack, the number of individual cells connected in parallel within the power battery pack, and the maximum voltage value of each individual cell; determining the power output range of each individual cell in a constant current condition test based on the maximum current limit of the power battery pack, the number of individual cells connected in parallel within the power battery pack, and the maximum voltage value of each individual cell; selecting multiple power test values ​​within the power output range of each individual cell; performing a constant power discharge test on a fully charged individual cell based on the power test values ​​to determine the mapping relationship between the releaseable energy of the individual cell and its output power; obtaining the number of individual cells connected in series within the power battery pack; and determining the mapping relationship between the releaseable energy value of the aircraft's power battery pack and its boundary power based on the number of individual cells connected in series within the power battery pack and the mapping relationship between the releaseable energy of each individual cell and its output power.

[0059] Specifically, the reference mapping relationship between the releaseable energy value and the boundary power of the aircraft's power battery pack, i.e., the "energy-boundary power" curve, serves as a calculation function for estimating the maximum output power during aircraft flight. Obtaining this curve requires multiple experiments involving data collection and summarization. By conducting constant power tests on individual cells of various types of aircraft power batteries, the upper and lower power limits of each cell are obtained. Between these upper and lower power limits, multiple power test points are divided at fixed intervals. Using the divided power values, a constant power discharge test is performed on a fully charged individual cell until it reaches the battery's cutoff voltage. The smaller the power interval, the more power points are divided, resulting in more constant power experiments and a higher accuracy of the final "energy-boundary power" curve.

[0060] In one embodiment, the process of performing a constant power discharge test on a fully charged individual battery based on a power test value to determine the mapping relationship between the releaseable energy and output power of the individual battery includes: using the charge level of the individual battery in its fully charged state as the initial energy value; performing a constant power discharge test for a preset time based on the power test value; when the current of the individual battery is detected to reach the maximum current limit of the individual battery, using the real-time charge level of the individual battery as the termination energy value; determining the releaseable energy of the individual battery based on the initial energy value and the termination energy value; and associating the releaseable energy with the power test value to determine the mapping relationship between the releaseable energy and output power of the individual battery.

[0061] Specifically, in the constant power discharge experiment, as the battery charge decreases, the battery voltage drops, and therefore the output current gradually increases. The energy value at which the battery current just reaches the maximum output current of a single cell is selected during the test and denoted as the usable energy E at that power. c CellP Here, p represents the tested power, c represents the single cell, and the constant current power is denoted as CellP. If the current never exceeds the maximum output current of the single cell during the entire constant current test, the accumulated energy at the end of the discharge is taken as the boundary energy E of this constant power. c Cell .

[0062] In one embodiment, obtaining the actual energy data of the power battery pack includes: obtaining the nominal capacity of the power battery pack, the number of individual cells connected in series within the power battery pack, the battery charge of each individual cell, the open-circuit voltage of each individual cell, and the estimated flight time; and determining the actual energy data of the power battery pack based on the nominal capacity of the power battery pack, the number of individual cells connected in series within the power battery pack, the battery charge of each individual cell, the open-circuit voltage of each individual cell, and the estimated flight time.

[0063] Specifically, the energy in the "energy-boundary power" curve is accumulated starting from the fully charged position, meaning that when a single battery's SOC = 100%, the energy is 0, denoted as E0 = 0. However, a power battery pack is composed of multiple batteries connected in series and parallel, exhibiting inconsistency. This means that when the power battery pack is fully charged, some individual batteries may have a SOC of 100%, while others may not. This inevitably affects the accuracy of finding the boundary power, thus requiring a correction to the initial energy value of the power battery pack. When the power battery pack exhibits inconsistency, the initial energy accumulation value can be considered greater than 0, i.e., E0 > 0. Therefore, the initial energy needs to be calculated based on the inconsistency of the individual battery SOCs.

[0064] In one embodiment, the calculation process for the actual energy data of the power battery pack includes: obtaining the maximum and minimum single-cell SOC of the power battery pack, denoted as MaxCellSoc and MinCellSoc, respectively. The voltage across the battery terminals after a period of rest is called the open-circuit voltage (OCV). SOC and OCV are in one-to-one correspondence, with different OCVs corresponding to different SOC positions. The OCV corresponding to MinCellSoc is obtained from the open-circuit voltage OCV table, denoted as minOCV, and the OCV corresponding to MaxCellSoc is denoted as maxOCV. Then, the energy loss caused by the inconsistency of the initial pack is calculated using the following formula:

[0065]

[0066] Cp is the nominal capacity of the power battery pack.

[0067] Once the initial energy is determined, the actual energy data of the aircraft at each moment during flight can be determined based on the estimated flight time corresponding to the path planning data.

[0068] In one embodiment, the power safety assessment result is determined based on the predicted demand value and the predicted boundary value: the predicted demand value and the predicted boundary value of the aircraft's output power at multiple times are obtained; if the predicted demand value at any time is greater than the predicted boundary value, the power safety assessment result is determined to be unsafe.

[0069] In one embodiment, the method further includes: acquiring redundant path data, which are aircraft landing parameters; inputting the redundant path data into an output power prediction model to obtain the emergency landing demand value of the aircraft's output power; determining the reserved energy data required for the aircraft's emergency landing based on the redundant path data; determining the corrected prediction boundary value of the aircraft's output power based on the reserved energy data, actual energy data, expected flight time, and a preset mapping relationship; and determining the power safety assessment result as safe if the emergency landing demand value at any time is greater than the corrected prediction boundary value.

[0070] Specifically, to ensure flight safety, manned aircraft need to reserve power for emergency landing. Emergency landing involves landing the aircraft stably at a certain speed. The aircraft speed can be set by considering factors such as aircraft load, wind speed, structural strength, and crew safety. Preferably, the landing speed range is 0-2 m / s. The planned path for the aircraft to descend from its current altitude to the ground at the planned landing speed is called the redundant path. The aircraft must ensure it has more energy and power than the redundant path requires at any given time to guarantee flight safety. Therefore, when the aircraft has a redundant path plan, it is also necessary to ensure that the emergency landing demand value is greater than the corrected prediction boundary value to ensure that the crew can land safely in an emergency. Furthermore, in addition to conducting a pre-assessment of power safety, this application, through redundant path planning and the "energy-boundary power" curve, can also achieve real-time power safety assessment of the aircraft, ensuring that the aircraft can make an emergency landing at any time, greatly guaranteeing the aircraft's power safety.

[0071] This embodiment also provides a method for assessing power safety. Figure 3 This is a schematic diagram of a power safety assessment method according to another embodiment of this application, as shown below. Figure 3 As shown, a constant power test of the lithium battery is performed. Based on the test results, an "energy-boundary power" curve is extracted, and initial energy correction is performed. Simultaneously, aircraft state characteristics are extracted, and a power output model is established. This power output model is also the output power prediction model. Then, based on environmental and control commands, the planned path is parsed into continuous feature points. Next, the safety of the planned aircraft path is calculated, and redundant path calculations are used to perform real-time power safety assessments, ensuring power safety assessments before and during flight. The following describes and illustrates this embodiment through a preferred embodiment.

[0072] First, a constant power test of the lithium battery is conducted. Specifically, the propellers of a lithium-ion manned aircraft are driven by motors. Due to the influence of the control system during flight, the motor current of each manned aircraft has an upper limit, denoted as MaxPackCur, which is the maximum output current of the power battery pack. The battery voltage is affected by the internal charge; the voltage is highest when the battery is fully charged, denoted as MaxCellVol, which is the maximum output voltage of a single cell. Typically, manned aircraft batteries use ternary lithium batteries, with a maximum single-cell voltage range of 4.1 volts to 4.4 volts. A single cell of the same model as the individual cells in the aircraft's power battery pack is used for the constant power test. The lower limit of the constant power test is MinCellPower = 0, and the upper limit is denoted as MaxCellPower. The formula for calculating the upper limit of MaxCellPower is:

[0073] MaxCellCur = MaxPackCur / Number of parallel cells

[0074] MaxCellPower=MaxCellVol*MaxCellCur

[0075] Between MinCellPower and MaxCellPower, test power points are divided at fixed intervals. Based on these power points, a constant power discharge test is performed on a fully charged individual cell until the cell voltage reaches its cutoff voltage. Smaller power intervals result in more power values ​​and more constant power experiments.

[0076] Secondly, the "energy-boundary power" curve is extracted. Specifically, based on multiple sets of constant power experiments, the "energy-boundary power" curve is extracted. This extraction process includes: based on constant power discharge data, accumulating energy from the full charge position to the end of discharge, obtaining the energy value E at each moment during the constant power test. c k k represents time, and c represents energy as the energy of a single unit. The energy at full charge is E. c 0 = 0.

[0077] In the constant power discharge experiment, the battery voltage decreases as the charge decreases, thus the output current gradually increases. During the test, the energy value at which the battery current just exceeds MaxCellCur is selected and denoted as the usable energy E at that test power. c CellP Here, p represents the power being tested, c represents the power per cell, and the constant current power is denoted as CellP. If the current never exceeds MaxCellCur during the entire constant current test, the accumulated energy at the end of the discharge is taken as the boundary energy E for this constant power. c Cell .

[0078] Through the aforementioned constant power discharge experiment, a series of individual cell powers (CellP) and corresponding usable energies (E) can be obtained. c Cell However, manned aircraft are powered by battery packs. Therefore, the power of the corresponding pack, P = CellP * number of battery cells in series, and the available energy of the corresponding pack, E = E0. c Cell *Number of battery cells connected in series. This yields a series of usable energy values ​​for different pack powers. Plotting usable energy on the x-axis and corresponding power on the y-axis, and connecting these axes, we obtain an "energy-boundary power" curve. Figure 4 This is an "energy-boundary power" curve diagram of the dynamic safety assessment method according to the embodiments of this application, such as... Figure 4 As shown, starting from a full charge and discharging, if the goal is to release energy E, then the maximum power allowed by the manned spacecraft, or in other words, the maximum energy the battery can release when continuously discharging at power P, is the maximum energy that can be released. Point M means that the battery can release maximum energy E2 when discharging at power P2; the corresponding point N means that the battery can release maximum energy E1 when discharging at power P1.

[0079] In addition, initial energy correction is required. Figure 4 The "energy-boundary power" curve in the diagram accumulates energy starting from the fully charged position, meaning that when a single cell's SOC = 100%, the energy is 0, denoted as E0 = 0. However, a power battery pack is composed of multiple cells connected in series and parallel, exhibiting inconsistency. This means that when the pack is fully charged, some individual cells may have an SOC of 100%, while others may have an SOC less than 100%, affecting the accuracy of finding the boundary power. Therefore, when the pack exhibits inconsistency, the initial value of energy accumulation can be considered greater than 0, i.e., E0 > 0. The initial energy is then calculated based on this SOC inconsistency.

[0080] The specific initial energy calculation process includes: setting the maximum and minimum SOC of the battery cell as MaxCellSoc and MinCellSoc, respectively. The voltage across the battery terminals after a period of rest is called OCV. SOC and OCV are in one-to-one correspondence, and the OCV is different at different SOC positions.

[0081] The OCV table is used to find the OCV corresponding to MinCellSoc, denoted as minOCV, and the OCV corresponding to MaxCellSoc, denoted as maxOCV. Then, the energy loss due to the inconsistency of the initial pack is calculated using the following formula:

[0082]

[0083] Where Cp is the nominal capacity of the pack.

[0084] In addition, an AI model for the power output of the aircraft under different flight characteristics is established. This embodiment primarily uses flight data from manned aircraft to extract the aircraft's state characteristics and establish an AI model for its output power to predict the battery's output power under different attitudes and environments. Specifically, the process of establishing the power output AI model includes: collecting historical data from different aircraft, including wind speed, wind direction, aircraft attitude, speed, battery output voltage, current, and temperature at each moment. The output power of the aircraft is obtained by multiplying the corresponding aircraft current and voltage, and this output is used as the AI ​​model's output.

[0085] Based on flight data from manned aircraft, the state characteristics of the aircraft are extracted to establish the input features for the battery output power AI model. Based on the characteristics of manned aircraft, 10 features can be used to describe the state of the aircraft during flight: load, angular velocity, climb rate, climb acceleration, velocity along the fuselage direction, acceleration along the fuselage direction, velocity perpendicular to the fuselage direction, acceleration perpendicular to the fuselage direction, wind speed along the fuselage direction, and wind speed perpendicular to the fuselage direction.

[0086] The clockwise direction is the positive direction of angular velocity; manned aircraft have a nose and a tail, and the direction from the tail to the nose is the positive direction along the fuselage; rotating 90 degrees clockwise from the positive direction along the fuselage is the positive direction perpendicular to the fuselage; vertically upward is the positive direction of climb velocity; the above wind speeds are relative wind speeds, because drag or thrust is only generated when there is relative motion between the air and the aircraft.

[0087] Then, using the aircraft's characteristics as input and the corresponding battery power under different states as output, an AI model of the manned aircraft's power is trained. This model can be trained using methods such as random forests or neural networks. Figure 5 It is a power output AI model according to the embodiments of this application, such as Figure 5 As shown, by inputting the feature data based on the manned aircraft into the AI ​​model, the predicted battery output power can be obtained.

[0088] After obtaining the "energy-boundary power" curve and the AI ​​model of the power output of the manned aircraft battery, based on these two designs, a safety prediction of the planned path is made at the beginning of the flight, and power safety redundancy is implemented during the flight.

[0089] The safety calculation of the planned path includes:

[0090] Before flight, the internal payload weight of the aircraft is measured; the path plan for the manned aircraft is obtained. Path planning involves pre-setting control commands and adjusting positions based on position and time information before flight, allowing the aircraft to fly along a specified route, speed, and attitude. Therefore, by combining the adjusted positions planned with the control commands, the aircraft's speed, acceleration, angular velocity, and estimated flight time at different points in time along the planned path can be calculated. Combining external wind conditions with the speed and attitude along the planned path, the wind direction at each location is decomposed, and the wind speed along the fuselage and perpendicular to the fuselage at each spatiotemporal location is calculated.

[0091] The planned path is decomposed into discrete feature points, each Δt representing a discrete time interval. These feature points include load, angular velocity, climb velocity, climb acceleration, velocity along the fuselage direction, acceleration along the fuselage direction, velocity perpendicular to the fuselage direction, acceleration perpendicular to the fuselage direction, wind speed along the fuselage direction, and wind speed perpendicular to the fuselage direction. If the feature values ​​of the existing features are not the same for any given Δt time interval, the average value is taken.

[0092] The feature value at each discrete time point is input into the power output AI model of the aircraft to calculate the output power P at the discrete time point. k , where k represents the time point at time k.

[0093] Preferably, to correct for errors caused by inconsistencies in the battery cells, the initial energy is denoted as E0. Then, the power in the output power corresponding to each discrete time is accumulated over time. The accumulated energy at any position along the path is then:

[0094]

[0095] Finally, in the "Energy-Boundary Power" table, look up each E k The corresponding boundary power is P k If the entire path contains P k >P k ' indicates that the aircraft's output power exceeds the boundary power during flight along this path, meaning the battery system cannot meet the power requirements of this path; conversely, if the entire path does not have P... k >P k ' indicates that the aircraft's power demand will not exceed the boundary power during this path, meaning that the battery system can meet the power demand of this path.

[0096] Figure 6 This is a schematic diagram of the planning path selection according to the power safety assessment method of this application embodiment, such as... Figure 6As shown, there are three planning paths: FG, AB, and CD. Path FG will exceed the boundary power during operation, so path FG is unsafe. Path AB will exceed the boundary power at the end of operation, so path AB is unsafe. Path CD does not exceed the boundary power during the entire path, so path CD is considered safe.

[0097] In this embodiment, real-time power safety assessment can also be performed. To ensure flight safety, sufficient power must be reserved for emergency landing. An emergency landing typically involves bringing the aircraft to a stable ground at a certain speed V, which is usually in the range of 0-2 m / s. The descent speed can be set based on factors such as aircraft load, wind speed, aircraft structural strength, and crew safety. The planned path from the current altitude down to the ground at speed V is referred to in this patent as the redundant path. The aircraft must ensure that it has more energy and power than required by the redundant path at any given time to guarantee flight safety.

[0098] Specifically, real-time redundant path planning involves descending to the ground from the current altitude H at the current moment at a redundant velocity V. The range of the redundant velocity V is small, and the acceleration process is very short; therefore, it can be assumed that the aircraft descends to the ground at a fixed velocity V along the redundant path. The time taken is:

[0099]

[0100] In the redundant path, the features remain unchanged, including angular velocity of 0, climb velocity of -V, climb acceleration of 0, velocity along the fuselage direction of 0, acceleration along the fuselage direction of 0, velocity perpendicular to the fuselage direction of 0, acceleration perpendicular to the fuselage direction of 0, wind speed along the fuselage direction (a decomposition of wind speed along the fuselage direction), and wind speed perpendicular to the fuselage direction (a decomposition of wind speed perpendicular to the fuselage direction). The feature values ​​of the redundant path are input into the aircraft output power AI model to obtain the power output value P in an emergency. 紧急

[0101] The energy required to calculate redundant paths is calculated using the following formula:

[0102]

[0103] Here, α is the redundancy coefficient, preferably between 1 and 3. The aircraft needs to reserve ΔE for energy consumption of redundant paths at all times. To ensure safety, the calculation result is multiplied by the redundancy coefficient. In addition, during emergency descent, the emergency power must always meet the boundary power.

[0104] Assess the dynamic safety of the aircraft in real-time. Let the current cumulative energy of the aircraft be E. k Then, considering redundant paths, the final energy is E. end =E k+ΔE,E end The boundary power P is obtained by referring to the table "Energy-Boundary Power". end If the emergency power is P end If the power is P end <P 紧急 If the value is positive, it indicates that the aircraft is in a power-safe flight state; otherwise, it is considered that the aircraft is in a power-hazardous state.

[0105] Through the above steps, this application proposes a power safety assessment method for electric manned aircraft scenarios, focusing on battery power variations. This method can predict the power safety of the aircraft's planned path before takeoff and also make real-time predictions during flight. It enables the calculation of the aircraft's planned path and remaining energy safety boundaries, ensuring power safety assessments before and during flight, and improving the safety factor of manned aircraft.

[0106] It should be noted that the steps shown in the above process or in the flowchart of the accompanying figures can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the flowchart, in some cases the steps shown or described may be executed in a different order than that shown here.

[0107] This embodiment also provides a power safety assessment device, which is used to implement the above embodiments and preferred embodiments; details already described will not be repeated. The terms "module," "unit," "subunit," etc., used below refer to combinations of software and / or hardware that achieve a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0108] Figure 7 This is a structural block diagram of the power safety assessment device in this embodiment, as shown below. Figure 7 As shown, the device includes:

[0109] The first acquisition module 10 is used to acquire path planning data;

[0110] The first processing module 20 is used to input the path planning data into the output power prediction model to obtain the predicted output power demand value of the aircraft.

[0111] The second acquisition module 30 is used to acquire the actual energy data of the power battery pack;

[0112] The second processing module 40 is used to determine the predicted boundary value of the output power of the aircraft based on the actual energy data and the preset mapping relationship, wherein the preset mapping relationship is the mapping relationship between the releaseable energy value of the power battery pack and the boundary power.

[0113] The evaluation module 50 is used to determine the power safety evaluation result based on the predicted demand value and the predicted boundary value.

[0114] The first processing module 20 is further configured to acquire the expected flight time corresponding to the path planning data; discretize the expected flight time based on a preset time period to determine discrete time points; take the average value of the path planning data within the preset time period to obtain discrete feature values ​​corresponding to discrete time points; input the discrete feature values ​​into the output power prediction model to obtain the predicted demand value of the aircraft's output power corresponding to the discrete time points.

[0115] The second acquisition module 30 is also used to acquire the maximum current limit value of the power battery pack of the aircraft, the number of individual cells connected in parallel within the power battery pack, and the maximum voltage value of each individual cell; based on the maximum current limit value of the power battery pack, the number of individual cells connected in parallel within the power battery pack, and the maximum voltage value of each individual cell, determine the power output range of each individual cell in constant current condition testing; select multiple power test values ​​within the power output range of each individual cell; perform constant power discharge testing on a fully charged individual cell based on the power test values, and determine the mapping relationship between the releaseable energy and output power of each individual cell; acquire the number of individual cells connected in series within the power battery pack; and based on the number of individual cells connected in series within the power battery pack and the mapping relationship between the releaseable energy and output power of each individual cell, determine the mapping relationship between the releaseable energy value and the boundary power of the power battery pack of the aircraft.

[0116] The second acquisition module 30 is further configured to use the charge of a single battery cell in its fully charged state as the initial energy value; perform a constant power discharge test for a preset time based on the power test value; when the current of a single battery cell is detected to reach the maximum current limit value of the single battery cell, use the real-time charge of the single battery cell as the termination energy value; determine the releaseable energy of the single battery cell based on the initial energy value and the termination energy value; and associate the releaseable energy with the power test value to determine the mapping relationship between the releaseable energy of the single battery cell and the output power.

[0117] The second processing module 40 is also used to acquire the nominal capacity of the power battery pack, the number of individual cells connected in series in the power battery pack, the battery charge of the individual cells, the open circuit voltage of the individual cells, and the estimated flight time; and to determine the actual energy data of the power battery pack based on the nominal capacity of the power battery pack, the number of individual cells connected in series in the power battery pack, the battery charge of the individual cells, the open circuit voltage of the individual cells, and the estimated flight time.

[0118] The evaluation module 50 is also used to obtain the predicted demand value and the predicted boundary value of the aircraft's output power at multiple times; if the predicted demand value at any time is greater than the predicted boundary value, the power safety evaluation result is determined to be unsafe.

[0119] The evaluation module 50 is also used to acquire redundant path data, which are the aircraft landing parameters; input the redundant path data into the output power prediction model to obtain the emergency landing demand value of the aircraft's output power; determine the reserved energy data required for the aircraft's emergency landing based on the redundant path data; determine the corrected prediction boundary value of the aircraft's output power based on the reserved energy data, actual energy data, expected flight time, and preset mapping relationship; if the emergency landing demand value at any time is greater than the corrected prediction boundary value, the power safety assessment result is determined to be safe.

[0120] It should be noted that the above modules can be functional modules or program modules, and can be implemented through software or hardware. For modules implemented through hardware, the above modules can reside in the same processor; or the above modules can be located in different processors in any combination.

[0121] This embodiment also provides a manned aircraft for performing the steps in any of the above method embodiments.

[0122] This embodiment also provides an electronic device including a memory and a processor, the memory storing a computer program and the processor being configured to run the computer program to perform the steps in any of the above method embodiments.

[0123] Optionally, the electronic device may further include a transmission device and an input / output device, wherein the transmission device is connected to the processor and the input / output device is connected to the processor.

[0124] Optionally, in this embodiment, the processor can be configured to perform the following steps via a computer program:

[0125] S1, Obtain path planning data.

[0126] S2, input the path planning data into the output power prediction model to obtain the predicted output power demand value of the aircraft.

[0127] S3 obtains the actual energy data of the power battery pack.

[0128] S4. Based on the actual energy data and the preset mapping relationship, determine the predicted boundary value of the aircraft's output power. The preset mapping relationship is the mapping relationship between the releaseable energy value of the power battery pack and the boundary power.

[0129] S5. Determine the power safety assessment result based on the predicted demand value and the predicted boundary value.

[0130] It should be noted that the specific examples in this embodiment can refer to the examples described in the above embodiments and optional implementations, and will not be repeated in this embodiment.

[0131] Furthermore, in conjunction with the power safety assessment methods provided in the above embodiments, this embodiment can also provide a storage medium for implementation. This storage medium stores a computer program; when executed by a processor, the computer program implements any of the power safety assessment methods described in the above embodiments.

[0132] It should be understood that the specific embodiments described herein are merely illustrative of the application and not intended to limit it. All other embodiments derived by those skilled in the art based on the embodiments provided in this application without inventive effort are within the scope of protection of this application.

[0133] Obviously, the accompanying drawings are merely some examples or embodiments of this application. Those skilled in the art can apply this application to other similar situations based on these drawings without any creative effort. Furthermore, it is understood that although the work done in this development process may be complex and lengthy, for those skilled in the art, certain design, manufacturing, or production modifications made based on the technical content disclosed in this application are merely conventional technical means and should not be considered as insufficient disclosure of this application.

[0134] The term "embodiment" in this application refers to a specific feature, structure, or characteristic described in connection with an embodiment that may be included in at least one embodiment of this application. The appearance of this phrase in various places in the specification does not necessarily imply the same embodiment, nor does it imply that it is mutually exclusive with or independent of other embodiments. It will be clearly or implicitly understood by those skilled in the art that the embodiments described in this application may be combined with other embodiments without conflict.

[0135] The above embodiments merely illustrate several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of patent protection. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the appended claims.

Claims

1. A method for power safety assessment applied to an aircraft, characterized in that, include: Obtain path planning data; The path planning data is input into the output power prediction model to obtain the predicted output power requirement value of the aircraft. Obtain the actual energy data of the power battery pack; The predicted boundary value of the aircraft's output power is determined based on the actual energy data and the preset mapping relationship, wherein the preset mapping relationship is the mapping relationship between the releaseable energy value of the power battery pack and the boundary power. The power safety assessment result is determined based on the predicted demand value and the predicted boundary value; Before determining the output power of the aircraft based on the actual energy data and the preset mapping relationship, the following steps are included: Obtain the maximum current limit value of the power battery pack of the aircraft, the number of individual cells connected in parallel within the power battery pack, and the maximum voltage value of each individual cell; Based on the maximum current limit of the power battery pack, the number of individual cells connected in parallel within the power battery pack, and the maximum voltage of the individual cells, the power output range of the individual cells in constant current condition testing is determined. Multiple power test values ​​are selected within the power output range of the single battery cell; Based on the power test value, a constant power discharge test is performed on the fully charged single battery cell to determine the mapping relationship between the releaseable energy and output power of the single battery cell. Obtain the number of individual battery cells connected in series within the power battery pack; Based on the number of individual cells connected in series within the power battery pack and the mapping relationship between the releaseable energy and output power of the individual cells, the mapping relationship between the releaseable energy value and the boundary power of the power battery pack of the aircraft is determined.

2. The power safety assessment method of claim 1, wherein, The step of inputting the path planning data into the output power prediction model to obtain the predicted output power demand value of the aircraft includes: Obtain the estimated flight time corresponding to the path planning data; The estimated flight time is discretized based on a preset time period to determine discrete time points; The average value of the path planning data within the preset time period is taken to obtain the discrete feature value corresponding to the discrete time point; The discrete feature values ​​are input into the output power prediction model to obtain the predicted output power demand value of the aircraft corresponding to the discrete time point.

3. The power safety assessment method of claim 1, wherein, The process of performing a constant power discharge test on the fully charged individual battery based on the power test value to determine the mapping relationship between the releaseable energy and output power of the individual battery includes: The charge level of the single battery cell in its fully charged state is used as the initial energy value; A constant power discharge test is performed for a preset time based on the power test value. When the current of the single cell is detected to reach the maximum current limit of the single cell, the real-time power of the single cell is used as the termination energy value. The releaseable energy of the single cell is determined based on the initial energy value and the final energy value; By correlating the releasable energy with the power test value, the mapping relationship between the releasable energy and output power of the single cell is determined.

4. The power safety assessment method of claim 1, wherein, The acquisition of the actual energy data of the power battery pack includes: The nominal capacity of the power battery pack, the number of individual cells connected in series in the power battery pack, the battery charge of the individual cells, the open circuit voltage of the individual cells, and the estimated flight time are obtained; the battery charge of the individual cells includes the maximum single cell SOC and the minimum single cell SOC, and the open circuit voltage of the individual cells includes the maximum open circuit voltage and the minimum open circuit voltage. Based on a preset calculation formula, the initial energy of the power battery pack is determined according to its nominal capacity, the number of individual cells connected in series within the power battery pack, the charge capacity of each individual cell, and the open-circuit voltage of each individual cell. The preset calculation formula is: a starting energy for a single cell, a nominal capacity for the power battery pack, a maximum single SOC, a minimum single SOC, a maximum open circuit voltage, a minimum open circuit voltage, and a number of series cells is a number of series connections of single cells within the power battery pack. The actual energy data of the power battery pack is determined based on the initial energy of the power battery pack and the estimated flight time.

5. The power safety assessment method of claim 1, wherein, The process of determining the power safety assessment result based on the predicted demand value and the predicted boundary value includes: Obtain the predicted demand value of the output power of the aircraft at multiple time points and the predicted boundary value; If the predicted demand value at any time is greater than the predicted boundary value, the power safety assessment result is determined to be unsafe.

6. The power safety assessment method of claim 1, wherein, The method further includes: Obtain redundant path data, which are aircraft landing parameters; The redundant path data is input into the output power prediction model to obtain the emergency landing requirement value of the aircraft's output power. Based on the redundant path data, determine the reserved energy data required for the aircraft's emergency landing; The corrected prediction boundary value of the aircraft's output power is determined based on the reserved energy data, the actual energy data, the expected flight time, and the preset mapping relationship; If the emergency landing demand value at any time is greater than the corrected prediction boundary value, the dynamic safety assessment result is determined to be unsafe.

7. A power safety assessment device, characterized by, include: The first acquisition module is used to acquire path planning data; The first processing module is used to input the path planning data into the output power prediction model to obtain the predicted output power demand value of the aircraft. The second acquisition module is used to acquire the actual energy data of the power battery pack; The second processing module is used to determine the predicted boundary value of the output power of the aircraft based on the actual energy data and the preset mapping relationship, wherein the preset mapping relationship is the mapping relationship between the releaseable energy value of the power battery pack and the boundary power. The evaluation module is used to determine the power safety evaluation result based on the predicted demand value and the predicted boundary value; The second processing module is also used to obtain the maximum current limit value of the power battery pack of the aircraft, the number of individual cells connected in parallel in the power battery pack, and the maximum voltage value of the individual cells. Based on the maximum current limit of the power battery pack, the number of individual cells connected in parallel within the power battery pack, and the maximum voltage of the individual cells, the power output range of the individual cells in constant current testing is determined; multiple power test values ​​are selected within the power output range of the individual cells. Based on the power test value, a constant power discharge test is performed on the fully charged single battery cell to determine the mapping relationship between the releaseable energy and output power of the single battery cell. Obtain the number of individual cells connected in series within the power battery pack; based on the number of individual cells connected in series within the power battery pack and the mapping relationship between the releaseable energy and output power of the individual cells, determine the mapping relationship between the releaseable energy value and the boundary power of the power battery pack of the aircraft. 8.An electronic device comprising a memory and a processor, the electronic device comprising: The memory stores a computer program, and the processor is configured to run the computer program to perform the power safety assessment method according to any one of claims 1 to 6.

9. A computer readable storage medium having stored thereon a computer program, characterized in that, When the computer program is executed by the processor, it implements the steps of the power safety assessment method according to any one of claims 1 to 6.

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