Flight electric drive fault handling method and device and electric aircraft

Abstract

The application discloses a flight electric drive fault processing method and device and an electric aircraft. The method is applied to the electric aircraft, the electric aircraft comprises an electric drive system, and the method comprises the following steps: in the case that the electric drive system fault is detected, the number of faults of the electric drive system is recorded; and in the case that the number of faults is less than or equal to a preset number, the electric drive system is restarted. In the embodiment of the application, the electric drive system fault caused by abnormal interference can be avoided while the real-time performance of the flight electric drive fault processing is ensured.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of aircraft, in particular to a flight electric drive fault processing method and device and an electric aircraft. BACKGROUND

[0002] With the development of science and technology, the application field of aircraft is more and more extensive. The electric aircraft is an important technical development direction in the field of traffic travel. Unlike traditional aircraft, the power system of the electric aircraft is electrically driven. However, when the electric aircraft performs large maneuvering operations in the air, each propeller is driven to rotate by a high-power motor. Due to the large difference in the rotation speed and torque change trend of each propeller, and due to the fact that the entire aircraft is electrically driven, the electromagnetic environment of the electric aircraft is relatively poor, which is easy to cause the electric drive system fault of the electric aircraft. At present, there are various electric drive system fault processing methods, but these methods cannot balance the real-time of flight electric drive fault processing and the electric drive system fault caused by abnormal interference. SUMMARY

[0003] The embodiments of the present application disclose a flight electric drive fault processing method, device and electric aircraft, which can balance the real-time of flight electric drive fault processing and the electric drive system fault caused by abnormal interference.

[0004] In a first aspect, the embodiments of the present application disclose a flight electric drive fault processing method applied to an electric aircraft, the electric aircraft comprising an electric drive system, and the method comprises:

[0005] In the case of detecting the electric drive system fault, recording the fault times of the electric drive system;

[0006] In the case of the fault times being less than or equal to a preset number of times, restarting the electric drive system.

[0007] In a second aspect, the embodiments of the present application disclose a flight electric drive fault processing device applied to an electric aircraft, the electric aircraft comprising an electric drive system, and the device comprises:

[0008] A detection unit is configured to record the fault times of the electric drive system in the case of detecting the electric drive system fault;

[0009] A restart unit is configured to restart the electric drive system in the case of the fault times being less than or equal to a preset number of times.

[0010] In a third aspect, the embodiments of the present application disclose an electric aircraft, which comprises a processor and a memory, the memory stores a computer program, and the processor invokes the computer program to realize the flight electric drive fault processing method.

[0011] In the embodiments of the present application, in the case of detecting a fault of the electric drive system, the number of faults of the electric drive system can be recorded; in the case that the number of faults is less than or equal to a preset number, the electric drive system can be restarted. It can be seen that in the case that the number of faults of the electric drive system is within the preset number, the electric drive system can be restarted, so as to ensure the real-time of the flight electric drive fault processing, and the electric drive system fault caused by abnormal interference can be avoided. BRIEF DESCRIPTION OF DRAWINGS

[0012] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed in the embodiment description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0013] Figure 1 is a structural schematic diagram of an electric aircraft disclosed by the embodiments of the present application;

[0014] Figure 2 is an architectural schematic diagram of an electric drive system disclosed by the embodiments of the present application;

[0015] Figure 3 is a flowchart of a flight electric drive fault processing method disclosed by the embodiments of the present application;

[0016] Figure 4 is a timing diagram of a flight electric drive fault processing method disclosed by the embodiments of the present application;

[0017] Figure 5 is a flowchart of another flight electric drive fault processing method disclosed by the embodiments of the present application;

[0018] Figure 6 is a flowchart of another flight electric drive fault processing method disclosed by the embodiments of the present application;

[0019] Figure 7 is a structural schematic diagram of a flight electric drive fault processing device disclosed by the embodiments of the present application;

[0020] Figure 8 is a structural schematic diagram of another electric aircraft disclosed by the embodiments of the present application. DETAILED DESCRIPTION

[0021] The embodiments of the present application will be described in detail below, and examples of the embodiments are shown in the drawings, wherein the same or similar reference signs represent the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the drawings are exemplary and are only used to explain the present application, and cannot be understood as a limitation of the present application.

[0022] In order for those skilled in the technical field to better understand the solutions of the present application, the technical solutions in the embodiments of the present application will be described clearly and completely below in combination with the drawings in the embodiments of the present application. Obviously, the described embodiments are only some of the embodiments of the present application, not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor fall within the scope of protection of the present application.

[0023] In order to better understand the embodiments of the present application, the structure of the electrically-powered aircraft will be introduced first.

[0024] Please refer to Figure 1 , Figure 1 is a structural schematic diagram of an electrically-powered aircraft disclosed by an embodiment of the present application. As shown in Figure 1 , the electrically-powered aircraft 100 can include a flight control system 110, an electric drive system 120, and a propeller 130.

[0025] Exemplarily, the flight control system 110 can receive a control instruction from a user, which is used to control the flight state of the electrically-powered aircraft 100. The control instruction can be an instruction to start the electrically-powered aircraft 100, an instruction to adjust the flight height, an instruction to change the flight direction, etc. The flight control system 110 can also send a rotating speed instruction to the electric drive system 120. After receiving the control instruction of the user, the flight control system 110 can determine the corresponding rotating speed instruction according to the control instruction, and send the rotating speed instruction to the electric drive system 120.

[0026] It can be understood that the electrically-powered aircraft 100 can include multiple propellers 130, and the multiple propellers 130 can be driven to rotate by the electric drive system 120 to provide power for the electrically-powered aircraft 100.

[0027] Please refer to Figure 2 , Figure 2 is a structural schematic diagram of an electric drive system 120 disclosed by an embodiment of the present application. The electric drive system 120 can include a rotating speed loop 121, a current loop 122, a three-phase bridge inverter circuit 123, and a permanent magnet synchronous motor (PMSM) 124.

[0028] The rotating speed loop 121 can output a corresponding current command value according to the rotating speed instruction. The current loop 122 can output a corresponding voltage according to the current command value. The three-phase bridge inverter circuit 123 can output a three-phase power voltage. The PMSM 124 can be driven to rotate by the three-phase power voltage.

[0029] As an implementation, the electric drive system can set a three-phase current sensor at the three-phase input of the PMSM 124, which can detect the three-phase current (iu, iv, and iw). The electric drive system can also set a resolver on the rotor of the PMSM 124, which can detect the rotation angle of the PMSM 124. The electric drive system can calculate the actual current (iq and id) of the current loop in the dq coordinate system and the actual rotation speed of the PMSM 124 according to the three-phase current and the rotation angle. For example, the electric drive system can obtain the d-axis current (id) and the q-axis current (iq) through the Clark Transformation and the Park Transformation of the three-phase current and the rotation angle; and the electric drive system can obtain the actual rotation speed by integrating the rotation angle of the PMSM.

[0030] As an implementation, after receiving the rotation speed instruction sent by the flight control system, the electric drive system can subtract the actual rotation speed of the PMSM 124 from the rotation speed instruction, and output the q-axis current (iq*) after the rotation speed loop 121. The electric drive system can input the iq* to the current loop 122, and obtain the q-axis voltage after adjusting the iq* through the current loop 122. At the same time, the electric drive system can control the d-axis current (id*) to be always 0, and obtain the d-axis voltage after adjusting the id* through the current loop 122. The electric drive system can obtain the α-axis voltage (uα) and the β-axis voltage (uβ) through the Inverse Park Transformation of the q-axis voltage and the d-axis voltage output by the current loop, and then output 6-way PWM (Pulse Width Modulation) signals through the SVPWM (Space Vector Pulse Width Modulation) algorithm. The electric drive system can input the 6-way PWM signals to the three-phase bridge inverter circuit 123, and then the three-phase bridge inverter circuit 123 can output three-phase power voltage to drive the PMSM 124 to rotate according to the rotation speed instruction of the flight control system.

[0031] It should be noted that, Figure 1 the structure of the electric aircraft shown and Figure 2 The architecture of the electric drive system shown is only an example, and does not limit the technical solutions disclosed in the embodiments of the present application. With the evolution of the structure of the electric aircraft and the architecture of the electric drive system and the emergence of new application scenarios, the technical solutions disclosed in the embodiments of the present application are also applicable to similar technical problems.

[0032] In order to ensure the normal flight of the electric aircraft, the electric aircraft can periodically detect whether the electric drive system fails during the flight of the electric aircraft, and the failure of the electric drive system can be handled in the case of detecting the failure of the electric drive system. At present, there are generally two failure handling methods of the electric drive system. One processing method: directly disconnecting the output of the electric drive system at the moment of detecting the failure of the electric drive system, stopping the failure propeller and reporting the failure, and then compensating for the lack of torque of the failure propeller by increasing the power of other propellers. The other processing method is to increase the anti-jitter filter, and stop the failure propeller and report the failure after detecting the failure of the propeller for multiple times.

[0033] The first processing method can cause the phenomenon of frequent stop of the fixed position propeller when the external interference suddenly increases or the flight action of high maneuverability is performed, and cannot identify whether the real failure detected by the sensor or the false alarm of the detection unit caused by the external interference. If multiple propellers are abnormally stopped due to external interference at the same time, there can be a risk of crash. The second processing method can avoid abnormal stop caused by external interference, but in the case of real failure detected by the sensor, the electric drive system cannot shut down the output in time, which can cause damage to the power device of the electric drive system.

[0034] In order to solve the above problems, in the embodiment of the application, in the case of detecting the failure of the electric drive system, the failure number of the electric drive system can be recorded; in the case that the failure number is less than or equal to the preset number, the electric drive system can be restarted. By restarting the electric drive system when the failure number of the electric drive system is within the preset number, the real-time of the flight electric drive failure processing can be ensured, and the electric drive system failure caused by abnormal interference can be avoided.

[0035] Please refer to Figure 3 , Figure 3 is a flowchart of a flight electric drive failure handling method disclosed in an embodiment of the application. The flight electric drive failure handling method can be applied to an electric aircraft, and the electric aircraft can include an electric drive system. The electric aircraft can be a flight device such as a drone, a manned aircraft, etc. As shown in Figure 3 , the flight electric drive failure handling method can include the following steps.

[0036] 210, in the case of detecting the failure of the electric drive system, recording the failure number of the electric drive system.

[0037] During the operation of the electric aircraft, the electric aircraft can detect whether the electric drive system is faulty in real time or periodically, and can continue to detect the electric drive system in the case of no fault of the electric drive system. In the case of detecting that the electric drive system is faulty, the number of faults of the electric drive system can be recorded. The fault of the electric drive system refers to the fault of the motor position sensor, the overcurrent of the motor current and the like which needs to be handled by stopping the propeller during the operation of the electric aircraft. The number of faults of the electric drive system refers to the number of faults of the electric drive system detected during the operation of the electric aircraft.

[0038] 220、in the case of the number of faults being less than or equal to the preset number, restarting the electric drive system.

[0039] The preset number refers to the maximum number of faults which can be handled by restarting the electric drive system. The preset number can be 1, that is, in the case of detecting the fault of the electric drive system for the first time, the electric aircraft can restart the electric drive system. The preset number can also be 2, and can also be other values. The value of the preset number can be set as needed, and can be set by the user or by the manufacturer.

[0040] When the electric aircraft restarts the electric drive system, the electric aircraft can record the start time of restarting the electric drive system, that is, the time of starting to restart the electric drive system. In the case of the restart time being less than the first preset time, the electric aircraft can control the electric drive system to stop outputting; in the case of the restart time being greater than or equal to the first preset time, the electric aircraft can control the electric drive system to resume outputting. The restart time refers to the difference between the current time after restarting and the above-mentioned start time, that is, the duration of the restarting process after restarting. The first preset time refers to the difference between the time of controlling the electric drive system to resume outputting and the above-mentioned start time, that is, the duration of controlling the electric drive system to stop outputting during the restarting process. The first preset time can be set according to actual needs, and can be set by the user or by the manufacturer.

[0041] The electric drive system can include a speed loop and a current loop. The speed loop can output corresponding current according to the speed instruction; then the current can be input into the current loop, and the current loop can output corresponding voltage according to the current. The electric aircraft can control the electric drive system to stop outputting by controlling the speed loop to stop running and controlling no current in the current loop. No current in the current loop can be understood as: the input current and the output current of the current loop are both 0, that is, no current flows in the current loop.

[0042] In a case where the restart time is greater than or equal to the first preset time and less than the second preset time, the electrically-powered aerial vehicle can control the speed ring to stop running and control the current of the current ring to return to the current of the current ring before the electric drive system is restarted. In a case where the restart time is greater than or equal to the second preset time, the electrically-powered aerial vehicle can restart the speed ring according to the speed of the speed ring before the electric drive system is restarted, so that the current ring and the speed ring can return to the state before the restart after the second preset time, thereby the output of the electric drive system can be recovered. The second preset time refers to the difference between the time of controlling the speed ring to restart and the start time, that is, the time length for the current of the current ring to return to the current of the current ring before the electric drive system is restarted. The second preset time can be set according to actual needs, which can be set by a user or a manufacturer. The electrically-powered aerial vehicle can control the current of the current ring to return to the current of the current ring before the electric drive system is restarted in a uniform speed rising manner.

[0043] For example, refer to Figure 4 , Figure 4 is a timing diagram of a flight electric drive fault processing method disclosed by an embodiment of the present application. As shown in Figure 4 , in a case where the electrically-powered aerial vehicle detects the electric drive system fault for the first time at time ta, the electrically-powered aerial vehicle can restart the electric drive system and save the actual current of the current ring and the actual speed of the speed ring before the electric drive system is restarted. The electrically-powered aerial vehicle can control the speed ring to stop running at time ta, and can turn off the pulse width modulation (PWM) switch at time ta, so that there is no current in the current ring within time t1. During the restart process, the electrically-powered aerial vehicle can turn on the PWM switch at time tb, so that the current in the current ring is returned to the actual current of the current ring before the electric drive system is restarted in a uniform speed rising manner within time t2. The current of the current ring can be returned to the actual current of the current ring before the electric drive system is restarted at time tc. The electrically-powered aerial vehicle can restart the speed ring at time tc.

[0044] As an implementation manner, as shown by the solid line part after time tc in Figure 4 , after the electrically-powered aerial vehicle completes the restart of the electric drive system, in a case where the electrically-powered aerial vehicle detects that the electric drive system is fault-free at time tc, the electrically-powered aerial vehicle can delete the fault times and control the electric drive system to normally run. As shown by the dotted line part after time tc in Figure 4 , in a case where the electrically-powered aerial vehicle detects that the electric drive system is faulty at time tc, the electrically-powered aerial vehicle can report the fault. The electrically-powered aerial vehicle can control the speed ring to stop running and turn off the PWM switch to control the current ring to stop running, thereby the electric drive system can be controlled to stop outputting.

[0045] In Figure 3In the method embodiment described, in the case of detecting a fault of the electric drive system, the number of faults of the electric drive system can be recorded; in the case of the number of faults being less than or equal to a preset number, the electric drive system can be restarted. It can be seen that, in the case of the number of faults of the electric drive system being within the preset number, the electric drive system can be restarted, so as to ensure the real-time of flight electric drive fault processing while being able to avoid the electric drive system fault caused by abnormal interference.

[0046] Referring to Figure 5 , Figure 5 is a flowchart of another flight electric drive fault processing method disclosed in the embodiment of the present application. The flight electric drive fault processing method can be applied to an electric aircraft, and the electric aircraft can include an electric drive system. The electric aircraft can be a drone, a manned aircraft, or other equipment for flight. As shown in Figure 5 , the flight electric drive fault processing method can include the following steps.

[0047] 310, in the case of detecting a fault of the electric drive system, recording the number of faults of the electric drive system.

[0048] In the process of running of the electric aircraft, the electric aircraft can detect whether the electric drive system is faulty in real time or periodically. In the case of detecting that the electric drive system is not faulty, the electric drive system can continue to be detected. In the case of detecting that the electric drive system is faulty, the number of faults of the electric drive system can be recorded. The electric drive system fault refers to a fault that needs to be handled by stopping the propeller, such as a motor position sensor fault or motor current overcurrent, in the process of running of the electric aircraft. The number of faults of the electric drive system refers to the number of faults of the electric drive system detected in the process of running of the electric aircraft.

[0049] 320, recording the current and the rotating speed.

[0050] In the process of running of the electric aircraft, the electric aircraft can record the current and the rotating speed. The current refers to the actual current in the process of running of the electric drive system. The rotating speed refers to the actual rotating speed in the process of running of the electric drive system.

[0051] Step 320 can be performed before step 330 or can be performed synchronously with step 330.

[0052] 330, in the case of the number of faults being less than or equal to a preset number, restarting the electric drive system according to the current and the rotating speed.

[0053] The preset number refers to the maximum number of faults of the electric drive system that can be handled by restarting the electric drive system. The value of the preset number can be set according to actual needs, and can be set by a user or a manufacturer.

[0054] When the electrically-driven system of the electrically-driven aircraft is restarted, the electrically-driven aircraft can record a start time of the restarting of the electrically-driven system, i.e., record a time at which the restarting of the electrically-driven system is started. The electrically-driven system can include a speed loop and a current loop.

[0055] When the restarting time is less than a first preset time, the electrically-driven aircraft can control the electrically-driven system to stop outputting by controlling the speed loop to stop running and controlling no current in the current loop. When the restarting time is greater than or equal to the first preset time and less than a second preset time, the electrically-driven aircraft can control the speed loop to stop running and control a current recovery value of the current loop to be a current of the current loop before the restarting of the electrically-driven system. When the restarting time is greater than or equal to the second preset time, the electrically-driven aircraft can restart the speed loop according to a speed of the speed loop before the restarting of the electrically-driven system, so as to control the electrically-driven system to resume outputting. Controlling no current in the current loop can be understood as controlling input current and output current of the current loop to be 0, i.e., no current flows in the current loop. The restarting time refers to a difference between a current time after the restarting and the start time, i.e., a time of the restarting process after the restarting. The first preset time refers to a difference between a time at which the electrically-driven system resumes outputting and the start time, i.e., a time length during which the electrically-driven system stops outputting in the restarting process. The second preset time refers to a difference between a time at which the speed loop is restarted and the start time, i.e., a time length during which the current of the current loop is recovered to the current of the current loop before the restarting. The first preset time and the second preset time can be set according to actual requirements, and can be set by a user or a manufacturer. The electrically-driven aircraft can control the current of the current loop to be recovered to the current of the current loop before the restarting of the electrically-driven system in a uniform speed rising manner.

[0056] The detailed description of step 330 can refer to step 220.

[0057] 340、In a case where it is detected that the electrically-driven system is not faulty, the number of fault times is deleted.

[0058] After the restarting operation on the electrically-driven system is completed, the electrically-driven aircraft can detect whether the electrically-driven system after the restarting is faulty. In a case where it is detected that the electrically-driven system after the restarting is not faulty, the electrically-driven aircraft can delete the number of fault times and end the processing of the fault. Deleting the number of fault times can be understood as clearing the number of fault times.

[0059] In Figure 5In the method embodiment described, in the case of detecting a fault of the electric drive system, the electrically-powered aircraft can record the number of faults of the electric drive system; the electrically-powered aircraft can also record the current and the rotating speed, and in the case of the number of faults being less than or equal to a preset number, the electric drive system can be restarted according to the current and the rotating speed; then in the case of no fault after the electric drive system is restarted, the electrically-powered aircraft can delete the number of faults. It can be seen that in the case of the number of faults of the electric drive system being within the preset number, the electric drive system is restarted according to the current and the rotating speed before the restart, and in the case of no fault after the electric drive system is restarted, the number of faults is deleted, so that the real-time of the flight electric drive fault processing is ensured, and the electric drive system fault caused by abnormal interference can be avoided.

[0060] Please refer to Figure 6 , Figure 6 is a flowchart of another flight electric drive fault processing method disclosed in the embodiments of the present application. The flight electric drive fault processing method can be applied to an electrically-powered aircraft, which can include an electric drive system, and the electrically-powered aircraft can be a drone, a manned aircraft or other equipment for flight. As shown in Figure 6 , the flight electric drive fault processing method can include the following steps.

[0061] 410. In the case of detecting a fault of the electric drive system, record the number of faults of the electric drive system.

[0062] In the process of running of the electrically-powered aircraft, the electrically-powered aircraft can detect whether the electric drive system is faulty in real time or periodically. In the case of detecting no fault of the electric drive system, the electric drive system can continue to be detected. In the case of detecting a fault of the electric drive system, the number of faults of the electric drive system can be recorded. The fault of the electric drive system refers to a fault that needs to be handled by stopping the propeller, such as a fault of a motor position sensor or overcurrent of a motor current during the running of the electrically-powered aircraft. The number of faults of the electric drive system refers to the number of faults of the electric drive system detected during the running of the electrically-powered aircraft.

[0063] 420. Record the current and the rotating speed.

[0064] In the process of running of the electrically-powered aircraft, the electrically-powered aircraft can record the current and the rotating speed. The current refers to the actual current during the running of the electric drive system. The rotating speed refers to the actual rotating speed during the running of the electric drive system.

[0065] Step 420 can be performed before step 430 or simultaneously with step 430.

[0066] 430. In the case of the number of faults being less than or equal to a preset number, restart the electric drive system according to the current and the rotating speed.

[0067] The preset number of times refers to the maximum number of times of handling the electric drive system failure by restarting the electric drive system. The preset number of times can be set according to actual needs, and can be set by a user or a manufacturer.

[0068] When the electrically powered aircraft restarts the electric drive system, the electrically powered aircraft can record the start time of restarting the electric drive system, that is, the time of starting to restart the electric drive system. The electric drive system can include a speed loop and a current loop.

[0069] When the restart time is less than the first preset time, the electrically powered aircraft can control the electric drive system to stop outputting by controlling the speed loop to stop running and controlling no current in the current loop. When the restart time is greater than or equal to the first preset time and less than the second preset time, the electrically powered aircraft can control the speed loop to stop running and control the current recovery value of the current loop to be the current of the current loop before restarting the electric drive system. When the restart time is greater than or equal to the second preset time, the electrically powered aircraft can restart the speed loop according to the speed of the speed loop before restarting the electric drive system, so as to control the electric drive system to resume outputting. Controlling no current in the current loop can be understood as controlling the input current and the output current of the current loop to be 0, that is, no current flows in the current loop. The restart time refers to the difference between the current time after restarting and the start time, that is, the time of the restarting process after restarting. The first preset time refers to the difference between the time of controlling the electric drive system to resume outputting and the start time, that is, the time length of controlling the electric drive system to stop outputting in the restarting process. The second preset time refers to the difference between the time of controlling the speed loop to restart and the start time, that is, the time length of the current of the current loop recovering to the current of the current loop before restarting in the restarting process. The first preset time and the second preset time can be set according to actual needs, and can be set by a user or a manufacturer. The electrically powered aircraft can control the current of the current loop to recover to the current of the current loop before restarting the electric drive system in a uniform speed rising manner.

[0070] The detailed description of step 430 can refer to step 220.

[0071] 440、In the case where the electric drive system failure is detected and the number of times of failure is greater than the preset number of times, the electric drive system is controlled to stop running.

[0072] After completing the restarting operation on the electric drive system, the electrically powered aircraft can detect whether the restarted electric drive system has a failure. In the case where the restarted electric drive system is detected to have a failure, the number of times of failure of the electric drive system can be recorded. In the case where the number of times of failure is greater than the preset number of times, the electric drive system is controlled to stop running.

[0073] The electric drive system can include a speed loop and a current loop. The electrically powered aircraft can control the speed loop to stop running and control the current loop to stop running, to control the electric drive system to stop running.

[0074] 450. Send fault information of the electric drive system to the flight control system.

[0075] After the electric drive system stops operating, the electric aircraft can control the electric drive system to send fault information about the electric drive system to the flight control system.

[0076] exist Figure 6 In the described method embodiment, when an electric drive system fault is detected, the electric aircraft can record the number of faults in the electric drive system. The electric aircraft can also record the current and rotational speed. If the number of faults is less than or equal to a preset number, the electric drive system can be restarted based on the current and rotational speed. Then, if the electric drive system fails again after restarting, and the number of faults exceeds the preset number, the electric aircraft can control the electric drive system to stop operating. Therefore, when the number of electric drive system faults is within the preset number, by restarting the electric drive system based on the current and rotational speed before restarting, and if the electric drive system still fails after restarting, and the number of faults exceeds the preset number, the electric aircraft can control the electric drive system to stop operating. This ensures the real-time handling of flight electric drive faults while avoiding electric drive system faults caused by abnormal interference.

[0077] It should be understood that the same or corresponding information in the different embodiments described above can be referenced in relation to each other.

[0078] Please see Figure 7 , Figure 7 This is a schematic diagram of the structure of a flight electric drive fault handling device 500 disclosed in an embodiment of this application. This flight electric drive fault handling device can be applied to electric aircraft, which may include an electric drive system. The electric aircraft can be a drone, a manned aircraft, or other equipment used for flight. Figure 7 As shown, the flight electric drive fault handling device 500 includes: a detection unit 510 and a restart unit 520. Wherein:

[0079] The detection unit 510 is used to record the number of times the electric drive system fails when a fault is detected in the electric drive system.

[0080] The restart unit 520 is used to restart the electric drive system when the number of failures is less than or equal to a preset number.

[0081] In some embodiments, the restart unit 520 is specifically used for:

[0082] If the restart time is less than the first preset time, control the electric drive system to stop output;

[0083] If the restart time is greater than or equal to the first preset time, the control electric drive system resumes output.

[0084] In some embodiments, the electric drive system can include a speed loop and a current loop, and the restarting unit 520 is further configured to:

[0085] control the speed loop to stop running;

[0086] control the current loop to have no current.

[0087] In some embodiments, the restarting unit 520 is further configured to:

[0088] control the speed loop to stop running when the restarting time is greater than or equal to the first preset time and less than the second preset time;

[0089] control the current of the current loop to return to the current of the current loop before the electric drive system is restarted.

[0090] In some embodiments, the restarting unit 520 is further configured to:

[0091] restart the speed loop according to the speed of the speed loop before the electric drive system is restarted when the restarting time is greater than or equal to the second preset time.

[0092] In some embodiments, the flight electric drive fault processing apparatus 500 can further include:

[0093] The recording unit 530 is configured to record the current and the speed before the restarting unit 520 restarts the electric drive system.

[0094] In some embodiments, the flight electric drive fault processing apparatus 500 can further include:

[0095] The deleting unit 540 is configured to delete the fault times after the restarting unit 520 restarts the electric drive system when it is detected that the electric drive system has no fault.

[0096] In some embodiments, the flight electric drive fault processing apparatus 500 can further include:

[0097] The stopping unit 550 is configured to control the electric drive system to stop running when the fault times are greater than the preset times.

[0098] The sending unit 560 is configured to control the electric drive system to send the fault information of the electric drive system to the flight control system.

[0099] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working process of the above-described apparatuses and units can refer to the corresponding process in the foregoing method embodiments, which will not be described here.

[0100] In several embodiments disclosed in the present application, the coupling between the units can be electrical, mechanical or other forms of coupling.

[0101] In addition, each function unit in each embodiment of the present application can be integrated in one processing module, or each unit can be physically present separately, or two or more units can be integrated in one module. The integrated module can be realized in the form of hardware or in the form of a software function module.

[0102] In Figure 7 In the method embodiment described, in the case of detecting a fault of the electric drive system, the number of faults of the electric drive system can be recorded; in the case of the number of faults being less than or equal to a preset number, the electric drive system can be restarted. It can be seen that in the case of the number of faults of the electric drive system being within the preset number, the electric drive system can be restarted, thereby ensuring the real-time of flight electric drive fault processing while being able to avoid the electric drive system fault caused by abnormal interference.

[0103] Please refer to Figure 8 , Figure 8 is another structural schematic diagram of an electrically-powered aircraft 600 disclosed by the embodiments of the present application, and the electrically-powered aircraft 600 comprises a processor 610 and a memory 620. The memory 620 stores computer program instructions. When the computer program instructions are invoked by the processor 610, various method steps disclosed by the above embodiments can be executed. Those skilled in the art can understand that the structure of the electrically-powered aircraft shown in the figure does not constitute a limitation on the electrically-powered aircraft, and the electrically-powered aircraft can comprise more or fewer components than shown in the figure, or some components can be combined, or different components can be arranged.

[0104] wherein:

[0105] The processor 610 can include one or more processing cores. The processor 610 utilizes various interfaces and lines to connect various parts within the entire battery management system, invokes data stored in the memory 620, executes various functions and processes data of the battery management system, and executes various functions and processes data of the electrically-powered aerial vehicle by running or executing instructions, programs, code sets or instruction sets stored in the memory 620, thereby monitoring the electrically-powered aerial vehicle as a whole. Optionally, the processor 610 can be implemented in at least one of a hardware form of a digital signal processing (DSP), a field-programmable gate array (FPGA), and a programmable logic array (PLA). The processor 610 can be integrated with a combination of one or several of a central processing unit (CPU), a graphics processing unit (GPU), and a modem. Among them, the CPU is mainly responsible for processing operating systems, user interfaces, and application programs; the GPU is responsible for rendering and drawing display content; and the modem is responsible for processing wireless communication. It can be understood that the above-mentioned modem can also not be integrated into the processor 610, but be implemented by a separate communication chip.

[0106] The memory 620 can include a random access memory (RAM) and can also include a read-only memory (ROM). The memory 620 can be used to store instructions, programs, codes, code sets or instruction sets. The memory 620 can include a program storage area and a data storage area, wherein the program storage area can store instructions for implementing an operating system, instructions for implementing at least one function (such as a touch function, a sound playing function, an image playing function, etc.), instructions for implementing various method embodiments described below, etc. The data storage area can also store data created by the electrically-powered aerial vehicle in use (such as a phone book, audio and video data, chat record data, etc.). Accordingly, the memory 620 can also include a memory controller to disclose access of the processor 610 to the memory 620.

[0107] Although not shown, the electrically-powered aerial vehicle 600 can also include a display unit, etc., which will not be described here. Specifically in the present embodiment, the processor 610 in the electrically-powered aerial vehicle 600 will load executable files corresponding to processes of one or more application programs into the memory 620 according to the following instructions, and run the application programs stored in the memory 620 by the processor 610, thereby implementing various method steps disclosed in the foregoing embodiments.

[0108] The above merely provides the preferred embodiments of the present application, and is not intended to limit the present application in any form. Although the present application has been disclosed with the preferred embodiments, the present application is not limited to the above, and any person skilled in the art, without departing from the technical scope of the present application, can make some more changes or modifications to the equivalent embodiments with the above disclosed technical content. Any modification, change and modification made to the above embodiments according to the technical essence of the present application, without departing from the technical scope of the present application, still belongs to the scope of the present application.

Claims

1. A method for handling electrical drive failure of a flying object, characterized by, The method is applied to an electric aircraft comprising an electric drive system, and comprises: In the case where the electric drive system is detected to be faulty, recording a fault number of the electric drive system; In the case where the fault number is less than or equal to a preset number, restarting the electric drive system; wherein the restarting the electric drive system comprises: In the case where a restart time is less than a first preset time, controlling the electric drive system to stop output; wherein the restart time is a difference between a current time after the electric aircraft restarts the electric drive system and a start time, and the start time is a time recorded when the electric aircraft restarts the electric drive system; In the case where the restart time is greater than or equal to the first preset time, controlling the electric drive system to resume output.

2. The method of claim 1, wherein, The electric drive system comprises a speed loop and a current loop, and the controlling the electric drive system to stop output comprises: Controlling the speed loop to stop running; Controlling no current in the current loop.

3. The method of claim 2, wherein, The controlling the electric drive system to resume output in the case where the restart time is greater than or equal to the first preset time comprises: In the case where the restart time is greater than or equal to the first preset time and less than a second preset time, controlling the speed loop to stop running; Controlling the current of the current loop to return to a current of the current loop before the electric drive system is restarted.

4. The method of claim 3, wherein, The controlling the electric drive system to resume output in the case where the restart time is greater than or equal to the first preset time further comprises: In the case where the restart time is greater than or equal to the second preset time, restarting the speed loop according to a speed of the speed loop before the electric drive system is restarted.

5. The method of claim 4, wherein, The method further comprises: Recording the current and the speed.

6. The method of claim 1, wherein, After the electric drive system is restarted, the method further comprises: In the case where the electric drive system is detected to be fault-free, deleting the fault number.

7. The method according to any one of claims 1 to 6, characterized in that, The method further comprises: In the case where the fault number is greater than the preset number, controlling the electric drive system to stop running; Controlling the electric drive system to send fault information of the electric drive system to a flight control system.

8. An electrically powered flight failure handling device, characterized in that The device is applied to an electric aircraft comprising an electric drive system, and comprises: A detection unit configured to, in the case where the electric drive system is detected to be faulty, record a fault number of the electric drive system; A restart unit configured to, in the case where a restart time is less than a first preset time, control the electric drive system to stop output; wherein the restart time is a difference between a current time after the electric aircraft restarts the electric drive system and a start time, and the start time is a time recorded when the electric aircraft restarts the electric drive system; and in the case where the restart time is greater than or equal to the first preset time, control the electric drive system to resume output.

9. An electrically powered aircraft, characterized in that The device comprises a processor and a memory, the memory stores a computer program, and the processor invokes the computer program to implement the method according to any one of claims 1-7.

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