Power system detection method and device, storage medium and unmanned aerial vehicle

Abstract

This application provides a power system detection method and apparatus, a storage medium, and a drone. The method includes acquiring a first signal applied to a driver chip of an electronic speed controller (ESC) based on a throttle command; acquiring a corresponding second signal fed back by the driver chip under the action of the first signal; verifying the first signal and the corresponding second signal; and determining that the difference between the first signal and the corresponding second signal exceeds a second preset range based on the verification result, indicating that the ESC is faulty. This method reads back the low-voltage side signal converted from the high-voltage side signal acting on the gate of the driver chip, and verifies the low-voltage side signal sent by the MCU with the low-voltage side signal fed back by the driver chip. Based on the verification result, it determines whether the ESC is faulty, allowing for targeted repairs and preventing the drone from performing flight missions under flight risks, thus ensuring the safety of the drone and the flight environment.

Description

Technical Field

[0001] This application relates to the field of unmanned aerial vehicle (UAV) technology, and in particular to a power system testing method and device, a storage medium, and an UAV. Background Technology

[0002] Currently, drones are widely used in various fields. The power system of a drone typically includes three parts: an electronic speed controller (ESC), a motor, and a propeller. The ESC's main function in the power system is to receive pulse width modulation (PWM) signals or Controller Area Network (CAN) signals from the flight controller. It then uses the battery's DC power, processed by a Field Oriented Control (FOC) algorithm, to output a voltage signal of a specific waveform, which is applied to the motor windings. This causes the motor rotor to rotate, driving the propeller to rotate and fulfilling the aircraft's different flight maneuvers.

[0003] However, when controlling a drone to fly, common cause failures or cascading failures may occur, causing the drone to be unable to perform actions corresponding to control signals, thus posing a flight risk. Summary of the Invention

[0004] This application provides a power system detection method and device, a storage medium, and a drone. The method can read back the low-voltage side signal converted from the high-voltage side signal acting on the gate of the driver chip, and verify the low-voltage side signal sent by the MCU and the low-voltage side signal fed back by the driver chip. Based on the verification result, it can be determined whether the electronic control controller is faulty. Targeted repairs can be carried out based on the detection result, thereby preventing the drone from performing flight missions under flight risks and ensuring the safety of the drone and the flight environment.

[0005] In a first aspect, embodiments of this application provide a powertrain detection method, which may include: acquiring a first signal applied to a drive chip of an electronic speed controller based on a throttle command; acquiring a corresponding second signal fed back by the drive chip under the action of the first signal; verifying the first signal and the corresponding second signal; and determining that the electronic speed controller has a fault if the difference between the first signal and the corresponding second signal exceeds a second preset range based on the verification result.

[0006] Furthermore, acquiring the first signal applied to the drive chip of the ESC controller based on the throttle command includes: after the microcontroller unit of the ESC controller outputs a corresponding duty cycle signal based on the throttle command and applies it to the low-voltage side of the drive chip, acquiring the duty cycle signal applied to the low-voltage side of the drive chip.

[0007] Further, obtaining the corresponding second signal fed back by the driving chip under the action of the first signal includes: the microcontroller unit of the ESC controller outputs a corresponding duty cycle signal based on the throttle command and acts on the low-voltage side of the driving chip; the driving chip converts the duty cycle signal acting on the low-voltage side into a high-voltage side signal, and after acting the high-voltage side signal on the gate of the MOS transistor, obtains the high-voltage signal acting on the gate of the MOS transistor, converts the high-voltage signal acting on the gate of the MOS transistor into a low-voltage signal, and reads back the converted low-voltage signal.

[0008] Furthermore, before acquiring the first signal applied to the drive chip of the electronic speed controller based on the throttle command, the method further includes: acquiring the throttle command sent by the flight controller to the electronic speed controller; and acquiring the actual received command fed back by the electronic speed controller. If it is determined that the difference between the throttle command and the actual received command exceeds a first preset range, then it is determined that there is an anomaly in the link between the flight controller and the electronic speed controller.

[0009] Furthermore, the step of acquiring the throttle command sent by the flight controller to the electronic speed controller includes: before the UAV takes flight, acquiring a first throttle command sent by the flight controller to the electronic speed controller for link detection between the electronic speed controller and the electronic speed controller.

[0010] Furthermore, the step of determining that there is an anomaly in the link between the flight controller and the electronic speed controller if the difference between the throttle command and the actual received command exceeds a first preset range includes: if the link detection determines that the difference between the throttle command and the actual received command exceeds a first preset range for a set number of consecutive times, then the link detection operation is terminated.

[0011] Furthermore, if the period of the actual throttle command is a and the corresponding duty cycle is (b%-c%), then the period of the first throttle command is set to a and the corresponding duty cycle is set to a pseudo-random number between (b%-c%).

[0012] Furthermore, the step of acquiring the throttle command sent by the flight controller to the electronic control controller includes: during the flight of the UAV, acquiring the second throttle command sent by the flight controller to the electronic control controller based on user instructions.

[0013] Secondly, embodiments of this application also provide a power system detection device, which may include a processor and a memory, wherein the memory is used to store at least one instruction, which, when loaded and executed by the processor, implements the power system detection method provided in the first aspect. In one embodiment, the power system detection device provided in the second aspect may be a chip or a chip module.

[0014] Thirdly, in another embodiment of this application, a drone is also provided, which may include the power system testing device provided in the second aspect. In one embodiment, the power system testing device may be a component of the drone, such as a chip or chip module disposed within the drone.

[0015] Fourthly, in another embodiment of this application, a computer-readable storage medium is provided, on which a computer program is stored, wherein the computer program, when executed by a processor, implements the power system detection method provided in the first aspect.

[0016] The above technical solution acquires the throttle command sent by the flight controller to the electronic speed controller (ESC) and the actual received command fed back by the ESC. If the difference between the throttle command and the actual received command exceeds a first preset range, it is determined that there is an anomaly in the link between the flight controller and the ESC. This method allows for the detection of all links used for signal transmission in the UAV's power system before the UAV performs a flight mission. At least the link between the flight controller and the ESC in the power system can be detected. Based on the detection results, if an anomaly is determined in the link of the UAV's power system, targeted repairs can be performed, thereby preventing the UAV from performing flight missions under potentially risky conditions and ensuring the safety of the UAV and the flight environment. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of an architecture for detecting a power system provided in one embodiment of this application;

[0019] Figure 2 A flowchart of a power system detection method provided in another embodiment of this application;

[0020] Figure 3A schematic diagram of the first throttle command transmission provided in another embodiment of this application;

[0021] Figure 4 This is a schematic diagram of the structure of an electronic control controller provided in another embodiment of this application;

[0022] Figure 5 A schematic diagram of the transmission signal and feedback signal provided in another embodiment of this application;

[0023] Figure 6 This application provides another embodiment of a power system detection method;

[0024] Figure 7 This is a schematic diagram of the structure of a power system testing device provided in another embodiment of this application. Detailed Implementation

[0025] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0026] Currently, there are various types of drones. Taking quadcopters as an example, quadcopters are small aircraft capable of vertical takeoff and landing. They have attracted attention due to their compact size, high flexibility, low cost, and ease of maintenance. They can operate in various confined environments, whether in jungles, underground, or indoor settings. They have wide applications in urban express delivery, fire safety, power grid security inspection, and land resource surveying. The power system of a quadcopter typically consists of three parts: an electronic speed controller (ESC), a motor, and a propeller. The ESC's main function in the power system is to receive PWM or CAN signals from the flight controller and, through the FOC algorithm, output a voltage signal of a specific waveform from the battery's DC power, which is then applied to the motor windings. This causes the motor rotor to rotate, driving the propeller to rotate and enabling the aircraft to perform different flight maneuvers. However, when controlling a drone to fly, common cause failures or cascading failures may occur, causing the drone to be unable to perform the actions corresponding to the control signals. For example, during the heading angle fusion process, if the program runs away or a calculation error occurs, although fusion is performed, the accuracy of the fused heading angle cannot be guaranteed, and there is a flight risk.

[0027] To overcome the aforementioned technical problems, this application provides a power system detection method. This method can detect the various links used for signal transmission in the power system of a UAV before it performs a flight mission. At least the link between the flight controller and the electronic speed controller in the power system can be detected. If the detection results indicate that there is an abnormality in the link of the UAV's power system, targeted repairs can be carried out based on the detection results. This avoids the UAV performing flight missions under flight risks and ensures the safety of the UAV and the flight environment.

[0028] To implement the above-mentioned power system testing method, the corresponding embodiments of this application also provide a system architecture, thereby realizing the above-mentioned power system testing method through the system architecture. Figure 1 This is a schematic diagram of the architecture for detecting a power system provided in one embodiment of this application, such as... Figure 1 As shown, the architecture may include a flight controller 10, an electronic speed controller 20, a motor 30, and a propeller 40. The flight controller 10 can diagnose the link between the flight controller 10 and the electronic speed controller 20 to determine if there are any abnormalities in the link.

[0029] Figure 2 A power system detection method provided in one embodiment of this application, such as Figure 2 As shown, the power system testing method may include the following steps:

[0030] Step 201: Obtain the throttle command sent by the flight controller to the electronic speed controller.

[0031] Step 202: Obtain the actual received command from the ESC controller.

[0032] Step 203: Determine whether the difference between the throttle command sent by the flight controller to the electronic speed controller and the actual received command fed back by the electronic speed controller exceeds the first set range. If it exceeds the first set range, proceed to step 204; if it does not exceed the first set range, proceed to step 205.

[0033] Step 204: Determine that there is an anomaly in the link between the flight controller and the electronic control unit.

[0034] Step 205: Determine that the link between the flight controller and the electronic speed controller is normal.

[0035] In a specific implementation of step 201, after the flight controller 10 sends a throttle command to the electronic speed controller 20, the specific content of the throttle command can be obtained. Specifically, before the UAV takes flight, the flight controller 10 can send a test waveform to the electronic speed controller to simulate the control signal corresponding to the actual throttle command. Furthermore, before the UAV takes flight, the signal transmission status of the link between the flight controller 10 and the electronic speed controller 20 can be detected using this test waveform.

[0036] In the specific implementation of step 202, after the flight controller 10 sends a throttle command to the electronic speed controller 20, the flight controller 10 can read back the throttle command it sent to the electronic speed controller 20, that is, obtain the actual received command fed back by the electronic speed controller. Figure 3 A schematic diagram of the first throttle command transmission provided in another embodiment of this application is shown below. Figure 3 As shown, the flight controller 10 can send multiple control signals to the electronic speed controller 20. For example, as shown in the figure, the flight controller 10 sends test waveforms PWM_Mot1, PWM_Mot2, PWM_Mot3, PWM_Mot4, PWM_Mot5, and PWM_Mot6 to the electronic speed controller 20 respectively. Then, the flight controller 10 performs test waveform readback to obtain the actual receive commands FeedBack_PWM_Mot1, FeedBack_PWM_Mot2, FeedBack_PWM_Mot3, FeedBack_PWM_Mot4, FeedBack_PWM_Mot5, and FeedBack_PWM_Mot6 fed back by the electronic speed controller 20.

[0037] In the specific implementation of step 203, the flight controller 10 verifies the actual received command with the throttle command it sent to determine whether the difference between the two is within a first set range. For example, the first set range can be 10%, that is, to determine whether the difference between the two is within 10% (less than 10%). Further, according to the verification result, if the difference between the two exceeds the first set range (for example, not less than 10%), then step 204 is executed; if the difference between the two does not exceed the first set range (for example, less than 10%), then step 205 is executed.

[0038] In the specific implementation of step 204, after determining that the difference between the throttle command sent by the flight controller 10 to the electronic speed controller 20 and the actual received command fed back by the electronic speed controller 20 exceeds a first preset range, it can be determined that there is an anomaly in the link between the flight controller 10 and the electronic speed controller 20. In one embodiment, if it is determined that there is an anomaly in the link between the flight controller 10 and the electronic speed controller 20, a corresponding alarm can be issued, and the above-mentioned verification data can be sent to the corresponding terminal to prompt the relevant personnel to carry out targeted maintenance.

[0039] In the specific implementation of step 205, after determining that the difference between the throttle command sent by the flight controller 10 to the electronic speed controller 20 and the actual received command fed back by the electronic speed controller 20 does not exceed a first preset range, it can be determined that the link between the flight controller 10 and the electronic speed controller 20 is normal. In one embodiment, if it is determined that the link between the flight controller 10 and the electronic speed controller 20 is normal, the above-mentioned verification data can be sent to the corresponding terminal to notify the relevant personnel that the link between the flight controller 10 and the electronic speed controller 20 is currently normal and that flight conditions are met. In other embodiments, to save costs, the current status of the link between the flight controller 10 and the electronic speed controller 20 can be indicated by controlling the color of the indicator light on the flight controller 10 used to indicate the link status between the flight controller 10 and the electronic speed controller 20; for example, green represents a normal link, and red represents an abnormal link.

[0040] based on Figure 2In one embodiment of the power system testing method provided by the illustrated example, after the UAV is powered on and initialized, the flight controller 10 enters a dynamic diagnostic mode. Further, after the flight controller 10 enters the dynamic diagnostic mode, it sends a command to the electronic speed controller 20 to enter the dynamic diagnostic mode, causing the electronic speed controller 20 to enter the dynamic diagnostic mode as well. In one embodiment, the flight controller 10 can send the command to the electronic speed controller 20 to enter the dynamic diagnostic mode via an I / O interface. To prevent the system from continuously entering the dynamic diagnostic mode or failing to exit the diagnostic mode due to diagnostic failure, the number of attempts to enter the dynamic diagnostic mode can be limited. For example, the maximum number of attempts to enter the dynamic diagnostic mode can be three. If the electronic speed controller 20 still fails to enter the dynamic diagnostic mode after three attempts, the dynamic diagnostic process is abandoned. In one embodiment, if the electronic speed controller 20 still fails to enter the dynamic diagnostic mode after three attempts, the flight controller 10 can directly issue a diagnostic failure alarm to prompt relevant personnel to perform targeted repairs. Specifically, after the flight controller 10 enters the dynamic diagnostic mode, a count is started; specifically, after the flight controller 10 enters the dynamic diagnostic mode, TestFlagCount can be set to 0. Furthermore, after the flight controller 10 sends a command to the electronic speed controller 20 to enter dynamic diagnostic mode, the electronic speed controller 20 can report its current mode status back to the flight controller 10 to inform the flight controller 10 whether the electronic speed controller has successfully entered dynamic diagnostic mode. In one embodiment, if the electronic speed controller 20 reports a mode status of TestPatternFlag = 1, it indicates that the electronic speed controller 20 has successfully entered dynamic diagnostic mode. If the electronic speed controller 20 reports a mode status of TestPatternFlag = 0, or if the flight controller 10 does not receive a mode status report from the electronic speed controller 20 within a certain period of time, it indicates that the electronic speed controller 20 has not successfully entered dynamic diagnostic mode.

[0041] Given the aforementioned limitation on the number of diagnostic attempts, the flight controller 10 can determine whether to increment TestFlagCount after each time it sends a command to enter dynamic diagnostic mode to the electronic speed controller 20, based on the feedback from the electronic speed controller 20. Specifically, after each time the flight controller 10 sends a command to enter dynamic diagnostic mode to the electronic speed controller 20, if it receives feedback from the electronic speed controller 20 that its own mode status is TestPatternFlag = 0, or if it does not receive feedback from the electronic speed controller 20 about its own mode status within a certain period of time, then it increments TestFlagCount. For example, if TestFlagCount was 0 before the flight controller 10 sends the command to enter dynamic diagnostic mode to the electronic speed controller 20, then after incrementing, TestFlagCount becomes 1. Based on the aforementioned limit strategy, before reaching the limit for entering dynamic diagnostic mode, if the flight controller 10 receives a feedback from the electronic speed controller 20 indicating that its own mode status is TestPatternFlag = 1, it means that the electronic speed controller 20 has entered dynamic diagnostic mode. Then, the flight controller 10 can send a throttle command to the electronic speed controller. In one embodiment, this throttle command can be as follows: Figure 3 The first throttle command shown (test waveforms PWM_Mot1~6) is then read back by the flight controller 10 from the electronic speed controller 20, such as... Figure 3 The Feed_Back_Pwm_Mot1 to 6 are shown, and the above verification operations are performed.

[0042] In another implementation, Figure 2 The throttle command sent from the flight controller to the electronic speed controller in the illustrated embodiment can also be the actual throttle command sent by the flight controller 10 to the electronic speed controller based on user instructions during UAV flight. Furthermore, it can be based on... Figure 2 The power system detection method provided in the embodiment shown performs corresponding detection on the link between the flight controller 10 and the electronic speed controller 20. The specific operation is the same as or similar to the pre-flight detection method described above, and will not be repeated here.

[0043] The above describes the detection of the link between the flight controller 10 and the electronic speed controller 20 in the power system.

[0044] Regarding the power system, in addition to the abnormal link between the flight controller 10 and the electronic speed controller 20, the reasons that affect the normal execution of commands may also include the fault of the electronic speed controller 20 itself, which prevents it from outputting the corresponding signal based on the throttle command after receiving the throttle command from the flight controller 10 to control the motor 30 to rotate and drive the propeller to rotate to meet the purpose of the aircraft to output different flight actions.

[0045] To determine whether the aforementioned problem is caused by a fault in the ESC controller 20 itself, it is necessary to perform corresponding tests on the ESC controller 20. In one embodiment, a self-test operation can be performed on the ESC controller.

[0046] Figure 4 This is a schematic diagram of the structure of an electronically controlled controller provided in another embodiment of this application, as shown below. Figure 4 As shown, the electronic speed controller 20 may include a microcontroller unit 41 (MCU), a driver chip 42, and a metal-oxide-semiconductor field-effect transistor 43 (MOSFET). The MCU 20 receives different throttle commands from the flight controller 10 and controls the motor acceleration and deceleration based on the received throttle commands to meet the different action requirements of the aircraft. Specifically, the MCU 41 receives throttle commands from the flight controller 10 (the throttle commands can be in the form of PWM, CAN, etc.); and collects signals such as bus voltage, phase current, motor temperature, MOSFET temperature, rotor position or speed, and outputs different duty cycle signals. For example, the MCU 41 outputs... Figure 5 The PWM signals shown are PWM_UH, PWM_UL, PWM_VH, PWM_VL, PWM_WH, and PWM_WL. Furthermore, the MCU 41 can apply the aforementioned duty cycle signals to the low-voltage side of the corresponding driver chip 42. Each driver chip 42 can then convert its own low-voltage side signal into a high-voltage side signal and apply this high-voltage side signal to the gate of the MOSFET 43, thereby controlling the motor to perform corresponding actions.

[0047] In one embodiment, the MCU 41 can read back the low-voltage side signal converted from the high-voltage side signal acting on the gate of the driver chip 42, and verify the low-voltage side signal sent by the MCU 41 with the low-voltage side signal fed back by the driver chip 42, and determine whether the ESC controller 20 has a fault based on the verification result.

[0048] Figure 6 Another embodiment of the power system detection method provided in this application, such as Figure 6 As shown, the power system testing method includes:

[0049] Step 601: The MCU obtains the first signal applied to the drive chip of the ESC controller based on the throttle command.

[0050] Step 602: The MCU obtains the corresponding second signal fed back by the driver chip under the action of the first signal.

[0051] Step 603: The MCU verifies the first signal and the corresponding second signal, and determines whether the difference between the first signal and the corresponding second signal exceeds the second set range based on the verification result. If it exceeds the second set range, proceed to step 604; if it does not exceed the second set range, proceed to step 605.

[0052] Step 604: Determine that the ESC controller is faulty.

[0053] Step 605: Determine that the ESC controller itself has not malfunctioned.

[0054] In the specific implementation of step 601, after receiving the throttle command sent by the flight controller 10, the MCU 41 in the ESC 20 can output a corresponding duty cycle signal (a low-voltage signal) to the low-voltage side of the drive chip 42 according to the command issued by the flight controller 10. The MCU 41 can obtain the first signal applied to the drive chip of the ESC based on the throttle command. The first signal is the duty cycle signal applied to the low-voltage side of the drive chip 42.

[0055] In the specific implementation of step 602, the driver chip 42 can convert the low-voltage signal (duty cycle signal acting on the low-voltage side of the driver chip) sent by the MCU 41 into a high-voltage side signal, and apply the converted high-voltage side signal to the gate of the MOSFET 43. The MCU 41 obtains the corresponding second signal fed back by the driver chip 42 under the action of the first signal. This second signal is the corresponding high-voltage signal of the high-voltage side signal of the driver chip acting on the gate of the MOSFET 43. Since the MCU 41 cannot directly obtain the high-voltage signal, the driver chip 42 can convert the high-voltage signal acting on the gate of the MOSFET 43 into a corresponding low-voltage signal and feed it back to the MCU 41.

[0056] In the specific implementation of step 603, the MCU 41 acquires the first signal and the second signal, and verifies the first signal and the second signal to determine whether the difference between the first signal and the second signal exceeds a second preset range. Specifically, the MCU 41 can determine whether the difference between the low-voltage signal (hereinafter referred to as the transmitted signal) sent by the MCU 41 and the low-voltage signal (hereinafter referred to as the feedback signal) obtained by converting the high-voltage signal fed back by the driver chip exceeds a second preset range. This second preset range may be the same as or different from the first preset range mentioned in the above embodiments. In one embodiment, the low-voltage signal sent by the MCU 41 can be as follows: Figure 5The following signals are shown: PWM_UH, PWM_UL, PWM_VH, PWM_VL, PWM_WH, PWM_WL. Correspondingly, the low-voltage signals obtained by converting the high-voltage signals fed back by the driver chip are Feedback_UH, Feedback_UL, Feedback_VH, Feedback_VL, Feedback_WH, Feedback_WL, respectively. Furthermore, the MCU... 41. The transmitted signals PWM_UH, PWM_UL, PWM_VH, PWM_VL, PWM_WH, and PWM_WL can be checked against the corresponding feedback signals Feedback_UH, Feedback_UL, Feedback_VH, Feedback_VL, Feedback_WH, and Feedback_WL. Specifically, PWM_UH can be checked against Feedback_UH, PWM_UL against Feedback_UL, and so on, checking each transmitted signal against its corresponding feedback signal. Based on the check results, if the difference between any transmitted signal and its corresponding feedback signal exceeds a second set range (e.g., 10%), then step 604 is executed; if no difference between the transmitted signal and its corresponding feedback signal exceeds the second set range, then step 605 is executed.

[0057] In the specific implementation of step 604, after determining that the difference between the transmitted signal and the corresponding feedback signal exceeds the second preset range, it can be determined that the ESC controller 20 has a fault. In one embodiment, if it is determined that the ESC controller 20 has a fault, a corresponding alarm can be triggered, and the verification data of the transmitted signal and the corresponding feedback signal can be sent to the corresponding terminal to prompt the relevant personnel to carry out targeted repairs.

[0058] In the specific implementation of step 605, after determining that the difference between the transmitted signal and the corresponding feedback signal does not exceed the second preset range, it can be determined that the ESC controller 20 has no inherent fault. In one embodiment, if it is determined that the ESC controller 20 has no inherent fault, the verification data of the transmitted signal and the corresponding feedback signal can be sent to the corresponding terminal to indicate to the relevant personnel that the ESC controller 20 has no inherent fault and is ready for flight. In another embodiment, the ESC controller 20 can also synchronize the verification data of the transmitted signal and the corresponding feedback signal to the flight controller 10.

[0059] In other implementations, it can be carried out simultaneously before or during the drone's flight. Figure 2 and Figure 6 The power system detection method provided in the illustrated embodiment includes, before the UAV takes flight, simultaneously implementing... Figure 2 and Figure 6After the power system detection method provided in the embodiment shown is completed, if it is determined that the link between the flight controller 10 and the electronic speed controller 20 is normal and there is no difference between the transmitted signal and the feedback signal that exceeds the second set range, then it is determined that the UAV is currently ready to fly.

[0060] In some embodiments, before the UAV takes flight, the flight controller 10 and the electronic speed controller 20 can also perform static diagnostics. Taking the flight controller 10 as an example, when the UAV is stationary, the flight controller 10 can diagnose the presence or absence of its own communication data and the presence or absence of sensor data, etc. The static diagnostics of the electronic speed controller 20 can be the same as or similar to the static diagnostics of the flight controller 10, and will not be described in detail here. In one embodiment, the above-mentioned static diagnostics can be performed before entering the dynamic diagnostic mode to ensure that the flight controller 10 and the electronic speed controller 20 have normal communication and sensing capabilities.

[0061] Figure 7 This is a schematic diagram of the structure of a power system testing device provided in another embodiment of this application, as shown below. Figure 7 As shown, the device may include a processor 701 and a memory 702. The memory 702 stores at least one instruction, which, when loaded and executed by the processor 701, implements the power system detection method provided in any embodiment of this application. In one embodiment, the power system detection device may be a component of the UAV, such as a chip or chip module disposed within the UAV. The flight controller 10 and electronic speed controller 20 in the power system may each be configured with one or more of the aforementioned chips to implement the corresponding power system detection method. Alternatively, the corresponding power system detection method can be implemented by executing corresponding instructions based on existing chips within the flight controller 10 and electronic speed controller 20.

[0062] This application also provides a drone, which may include the power system testing device provided in the embodiment shown in the figure. In one embodiment, the power system testing device may be a component of the drone, such as a chip or chip module disposed within the drone.

[0063] In another embodiment of this application, a computer-readable storage medium is provided, on which a computer program is stored, which, when executed by a processor, implements the power system detection method provided in any embodiment of this application.

[0064] It should be noted that the terminals involved in the embodiments of this application may include, but are not limited to, personal computers (PCs), personal digital assistants (PDAs), wireless handheld devices, tablet computers, mobile phones, MP3 players, MP4 players, etc.

[0065] It is understood that the application may be a native application installed on the terminal, or it may be a web application of a browser on the terminal. This application embodiment does not limit this.

[0066] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0067] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be an indirect coupling or communication connection between apparatuses or units through some interfaces, and may be electrical, mechanical, or other forms.

[0068] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0069] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or in a combination of hardware and software functional units.

[0070] The integrated units implemented as software functional units described above can be stored in a computer-readable storage medium. These software functional units, stored in a storage medium, include several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) or processor to execute some steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0071] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application.

[0072] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A method for detecting a power system, characterized in that, The method includes: Obtain the first signal applied to the drive chip of the ESC controller based on the throttle command; Obtain the corresponding second signal fed back by the driver chip under the action of the first signal; The first signal is checked against the corresponding second signal. If the difference between the first signal and the corresponding second signal exceeds the second set range, the electronic control controller is determined to be faulty. The step of obtaining the corresponding second signal fed back by the driver chip under the action of the first signal includes: The microcontroller unit of the electronic speed controller outputs a corresponding duty cycle signal based on the throttle command and applies it to the low-voltage side of the driver chip. The driver chip converts the duty cycle signal applied to the low-voltage side into a high-voltage side signal, applies the high-voltage side signal to the gate of the MOSFET, obtains the high-voltage signal applied to the gate of the MOSFET, converts the high-voltage signal applied to the gate of the MOSFET into a low-voltage signal, and reads back the converted low-voltage signal.

2. The method according to claim 1, characterized in that, The acquisition of the first signal applied to the drive chip of the ESC controller based on the throttle command includes: After the microcontroller unit of the electronic speed controller outputs a corresponding duty cycle signal based on the throttle command and applies it to the low-voltage side of the drive chip, the duty cycle signal applied to the low-voltage side of the drive chip is obtained.

3. The method according to claim 1, characterized in that, Before acquiring the first signal applied to the drive chip of the electronic speed controller based on the throttle command, the method further includes: Acquire throttle commands sent from the flight controller to the electronic speed controller; and If the actual received command fed back by the electronic speed controller is obtained, and it is determined that the difference between the throttle command and the actual received command exceeds a first preset range, then it is determined that there is an anomaly in the link between the flight controller and the electronic speed controller.

4. The method according to claim 3, characterized in that, The acquisition of throttle commands sent from the flight controller to the electronic speed controller includes: Before the drone takes flight, the flight controller sends a first throttle command to the electronic speed controller for link detection between the flight controller and the electronic speed controller.

5. The method according to claim 4, characterized in that, The step of determining that there is an anomaly in the link between the flight controller and the electronic speed controller if the difference between the throttle command and the actual received command exceeds a first preset range includes: If each consecutive link detection determines that the difference between the throttle command and the actual received command exceeds a first preset range, then it is determined that there is an anomaly in the link between the flight controller and the electronic speed controller, and the link detection operation is terminated.

6. The method according to claim 4, characterized in that, If the actual throttle command period is a and the corresponding duty cycle is (b%-c%), then the period of the first throttle command is set to a and the corresponding duty cycle is set to a pseudo-random number between (b%-c%).

7. The method according to claim 3 or 4, characterized in that, The acquisition of throttle commands sent from the flight controller to the electronic speed controller includes: During the flight of the UAV, the flight controller receives a second throttle command sent to the electronic speed controller based on user instructions.

8. A power system testing device, characterized in that, The device includes: A processor and a memory, the memory being used to store at least one instruction, which, when loaded and executed by the processor, implements the power system detection method as described in any one of claims 1-7.

9. A drone, characterized in that, The drone includes the power system testing device as described in claim 8.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the power system detection method as described in any one of claims 1-7.

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