A control method for aircraft battery power system and whole machine communication architecture

Abstract

The present invention discloses a control method for an aircraft battery power system and a whole machine communication architecture, the method is as follows: the original data information of the battery system is collected through a battery inspection module; the second CAN transceiver receives the original data information from the battery inspection module and sends it to the whole machine controller and the MCU module at the same time, the MCU module analyzes and calculates the power and safety status of the battery system through the original data information and sends the calculated processed data information to the first CAN transceiver; when the first communication network fails, the whole machine controller directly receives the original data information of the battery system sent by the second CAN transceiver. In the present invention, the first communication network and the second communication network are used in conjunction with each other, ensuring that the whole machine controller of the aircraft can still receive the original data of the battery system in the fault state, greatly improving the ability to estimate the state of the battery system and improving the safety of the aircraft.

Description

Technical Field

[0001] The present invention relates to the field of aircraft technology, and in particular to a control method for an aircraft battery power system and a whole machine communication architecture. Background Art

[0002] EVTOL (electric vertical take-off and landing) is a new type of manned or cargo aircraft technology that uses a lithium-ion battery system as its power source. my country's continuous favorable and open policies towards the low-altitude economic sector, as well as the current market's continuous breakthroughs and extensive project introduction in the field of EVTOL (electric vertical take-off and landing), have led to an increasing emphasis on the safety and robustness of EVTOL aircraft.

[0003] In the field of EVTOL electric aircraft, the communication management architecture of the battery system draws on the architecture of electric vehicles. The communication interface between the battery system and the external whole machine mostly adopts the traditional one-to-one interface communication. In the internal and external communication link configuration, the battery management system mostly directly detects the information of the battery system through the BMU module and interacts with the battery management system main controller through the BMU module on the basic battery information such as the underlying temperature and voltage. Then, the battery management system reports the temperature, voltage and other information to the whole machine controller to determine whether the current battery system can continue to be used.

[0004] The above control mode can be well applied in electric vehicles, but there will be a greater risk of failure in electric aircraft. The reason is: for electric vehicles, if the communication between the battery power system BCU and the external vehicle controller VCU is lost, the battery system can immediately reduce the high voltage and disconnect the main circuit to protect the safety of the battery, or the vehicle controller can decide whether to disconnect the power of the main circuit after the communication is lost. The consequence of this is nothing more than causing the car battery power to be interrupted, and no serious safety accidents will occur in the absence of communication.

[0005] Unlike the automobile architecture, if the single power module communication network of an aircraft is lost while it is in flight, the aircraft will be unable to obtain the status data of the battery system, resulting in the driver being unable to know the current status of the battery system, which will pose a serious threat to the safety of the aircraft in the air. Summary of the invention

[0006] The purpose of the present invention is to solve the deficiencies in the prior art and provide a control method for an aircraft battery power system and a whole machine communication architecture.

[0007] The object of the present invention is achieved through the following technical solution: a control method for an aircraft battery power system and a whole machine communication architecture, the method is as follows:

[0008] The battery inspection module collects the raw data information of the battery system and sends the raw data information to the battery management system controller module for processing; the raw data information includes the voltage value and temperature value of the battery system;

[0009] The battery management system controller module includes a first CAN transceiver, a second CAN transceiver, and an MCU module. The second CAN transceiver receives the original data information from the battery inspection module and sends it to the whole machine controller and the MCU module at the same time. The MCU module analyzes and calculates the power and safety status of the battery system through the original data information and sends the calculated processed data information to the first CAN transceiver. The first CAN transceiver summarizes the information and sends it to the whole machine controller.

[0010] The battery inspection module, the second CAN transceiver, the MCU module, the first CAN transceiver and the whole machine controller constitute a first communication network, and the battery inspection module, the second CAN transceiver and the whole machine controller constitute a second communication network;

[0011] When the first communication network fails, the whole machine controller directly receives the original data information of the battery system sent by the second CAN transceiver, and the whole machine controller determines whether the aircraft needs to make an emergency landing based on the original data information.

[0012] Preferably, when the first communication network fails, the method for determining whether the aircraft needs to make an emergency landing is as follows:

[0013] Set the temperature safety threshold and voltage safety threshold in advance. When the temperature value of the battery system is lower than the temperature safety threshold and the voltage value of the battery system is higher than the voltage safety threshold, the aircraft can continue to fly; otherwise, the aircraft needs to make an emergency landing.

[0014] Preferably, when analyzing and calculating the power of the battery system, the method is as follows:

[0015] S1: Get the voltage and temperature of the battery system and determine the reference temperature ;

[0016] S2: Create OCV-SOC database;

[0017] S3: Calculate the voltage value of the battery system after temperature compensation. The calculation method is as follows:

[0018] ;

[0019] in, is the voltage value of the battery system after temperature compensation, The voltage value of the battery system before temperature compensation, is the current temperature value of the battery system, is the temperature compensation coefficient;

[0020] S4: Find the SOC value corresponding to the temperature-compensated voltage value of the battery system in the OCV-SOC database. The SOC value is the power of the battery system.

[0021] Preferably, the battery inspection module includes a plurality of front-end sampling chips, which respectively collect the voltage value and temperature value of each battery cell in the battery system.

[0022] Preferably, each battery cell in the battery system is provided with a temperature sensor, the front-end sampling chip is connected to the temperature sensor via a temperature sampling line, and the front-end sampling chip is connected to the positive and negative electrodes of the battery cell via a voltage sampling line.

[0023] Preferably, the temperature sensor is installed in a mounting groove on the battery cell shell through a mounting piece, the mounting piece includes a thermal bending piece, the thermal bending piece is in an arc shape, the temperature sensor is arranged on the inner side of the arc of the thermal bending piece, the thermal bending piece is composed of a first material layer and a second material layer, the second material layer is arranged on the side of the first material layer close to the temperature sensor; the thermal expansion coefficient of the second material layer is greater than the thermal expansion coefficient of the first material layer; elastic connecting pieces are respectively provided at both ends of the thermal bending piece, one end of the elastic connecting piece is fixedly connected to the thermal bending piece, and the other end of the elastic connecting piece is provided with a snap body, and a slot matching the snap body is provided on the side of the mounting groove.

[0024] Preferably, the elastic connecting piece includes a main body section and a contact section, one end of the main body section is connected to the hot bending piece, the contact section is arranged on the other end of the main body section, the buckle body is arranged on the contact section, and the contact section is fitted with the side of the mounting groove; an angle is formed between the main body section and the side of the mounting groove, and the size of the angle is 30-45 degrees.

[0025] Preferably, the elastic connecting piece is made of spring steel.

[0026] Preferably, the temperature sensor is a thermocouple temperature sensor or a resistance temperature sensor.

[0027] Preferably, a pad is provided on the inner side of the arc of the thermal bending plate, and the temperature sensor is arranged on the pad.

[0028] The beneficial effect of the present invention is that in the present invention, the first communication network and the second communication network are used in combination, the first communication network is used as the main communication network when the aircraft is in a normal state, and the second communication network is used as a backup communication network when the MCU module is in a fault state, thereby ensuring that the aircraft controller can still receive the original data of the battery system in the fault state, so as to obtain the basic status information of the battery system, greatly improving the ability to predict the status of the battery system and improving the safety of the aircraft. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 It is a control circuit diagram of the present invention.

[0030] Figure 2 A schematic diagram of the structure of a battery unit.

[0031] Figure 3 It is a schematic diagram of the structure of the temperature sensor and the mounting parts.

[0032] Figure 4 It is a cross-sectional view when the temperature sensor is installed in the installation groove through the installation part.

[0033] In the figure: 1. battery unit shell, 1-1. mounting groove, 1-2. card slot, 2. temperature sensor, 3. mounting part, 3-1. heat bending sheet, 3-1a. first material layer, 3-1b. second material layer, 3-1c. sampling line through hole, 3-2. cushion block, 3-3. elastic connecting sheet, 3-3a. connecting sheet body, 3-3b. contact end, 3-3c. buckle body, 4. temperature sampling line. DETAILED DESCRIPTION

[0034] The following will be combined with the accompanying drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field belong to the scope of protection of the present invention.

[0035] Those skilled in the art should understand that, in the disclosure of the present invention, the terms "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the drawings, which are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation. Therefore, the above terms should not be understood as limiting the present invention.

[0036] It is to be understood that the term "one" should be understood as "at least one" or "one or more", that is, in one embodiment, the number of an element may be one, while in another embodiment, the number of the element may be multiple, and the term "one" should not be understood as a limitation on the quantity.

[0037] like Figures 1 to 4 As shown, a control method for the battery power system of an aircraft and the communication architecture of the whole aircraft is as follows:

[0038] The battery inspection module collects the raw data information of the battery system and sends the raw data information to the battery management system controller module for processing; the raw data information includes the voltage value and temperature value of the battery system;

[0039] The battery management system controller module includes a first CAN transceiver, a second CAN transceiver, and an MCU module. The second CAN transceiver receives the original data information from the battery inspection module and sends it to the whole machine controller and the MCU module at the same time. The MCU module analyzes and calculates the power and safety status of the battery system through the original data information and sends the calculated processed data information to the first CAN transceiver. The first CAN transceiver summarizes the information and sends it to the whole machine controller.

[0040] The battery inspection module, the second CAN transceiver, the MCU module, the first CAN transceiver and the whole machine controller constitute a first communication network, and the battery inspection module, the second CAN transceiver and the whole machine controller constitute a second communication network;

[0041] When the first communication network fails, the whole machine controller directly receives the original data information of the battery system sent by the second CAN transceiver, and the whole machine controller determines whether the aircraft needs to make an emergency landing based on the original data information.

[0042] In the present invention, two communication networks are provided between the battery system and the whole machine controller, wherein the first communication network is the main communication network. In a non-fault state, the MCU module calculates and processes the raw data (voltage, temperature, etc. of the battery system) collected by the battery inspection module (BMU module) through the first communication network, and then sends the processed data information obtained after calculation to the whole machine controller through the first CAN transceiver. The BMU module can automatically analyze and calculate the battery system's power, safety status and other information so that the whole machine controller can make an accurate judgment on the battery system's status. The first CAN transceiver, as the main communication network interface with the whole machine controller, is responsible for the information exchange of the entire battery system, and is responsible for participating in sending power-on and power-off requirements to the battery system.

[0043] When the MCU module fails, the entire first communication network is in a faulty state, and the MCU module cannot analyze and calculate the raw data collected by the battery inspection module (BMU module). At this time, the communication between the battery system and the whole machine controller of the second communication network directly sends the received raw data of the battery system to the whole machine controller through the second CAN transceiver. The whole machine controller determines whether the aircraft needs to make an emergency landing based on the raw data information; and after receiving the raw data, the whole machine controller can display the data on the aircraft instrument panel, so that the driver can know the basic status information of the current battery system (the voltage of the battery system, the temperature of the battery system). The driver can make a judgment on the overall status of the battery system in an emergency state based on the above raw information to decide whether to make an emergency landing or allow the aircraft to continue flying; this effectively avoids the complete interruption of communication between the battery system and the whole machine controller. Even if the MCU module fails, the whole machine controller and the driver can still know some basic status information of the battery system, which helps the whole machine controller and the driver to make accurate judgments and operations.

[0044] As a backup communication network in emergency situations, the second communication network is required to have high reliability. The second communication network sends the original data of the battery system directly to the whole machine controller through the second CAN transceiver. No additional chips or communication modules are required in the second communication network. At the same time, this direct information transmission method does not increase the additional software calculation workload, has high reliability, and is not prone to failure.

[0045] In the present invention, the first communication network and the second communication network are used in combination. The first communication network serves as the main communication network when the aircraft is in a normal state, and the second communication network serves as a backup communication network when the MCU module fails. This ensures that the aircraft controller can still receive the original data of the battery system when the aircraft fails, so that the basic status information of the battery system can be obtained, which greatly improves the ability to predict the status of the battery system and improves the safety of the aircraft.

[0046] Among them, when analyzing and calculating the power of the battery system, the method is as follows:

[0047] S1: Get the voltage and temperature of the battery system and determine the reference temperature ; In the present invention, the reference temperature Determined to be 25°C;

[0048] S2: Create an OCV-SOC database; the data required for the OCV-SOC database can be provided by the battery manufacturer. The OCV-SOC database describes the corresponding relationship between the battery cell at different voltage values ​​and the SOC value. The SOC value is the ratio of the remaining battery capacity (Ah) in the battery cell to the battery capacity (Ah) of the battery cell when it is fully charged. The ratio is expressed as a percentage.

[0049] S3: Calculate the voltage value of the battery system after temperature compensation. The calculation method is as follows:

[0050] ;

[0051] in, is the voltage value of the battery system after temperature compensation, The voltage value of the battery system before temperature compensation, is the current temperature value of the battery system, is the temperature compensation coefficient.

[0052] S4: Find the SOC value corresponding to the temperature-compensated voltage value of the battery system in the OCV-SOC database. The SOC value is the power of the battery system.

[0053] When judging the safety status of the battery system, the battery power is divided into five power levels from 0% to 100%. When the battery power is 80%-100%, the power level is A; when the battery power is 60%-80%, the power level is B; when the battery power is 40%-60%, the power level is C; when the battery power is 20%-40%, the power level is D; when the battery power is 0%-20%, the power level is E. And set the temperature safety threshold. When the battery system power level is A, B, C, D and the battery system temperature is lower than the temperature safety threshold, the battery system status is determined to be safe and the aircraft can continue to fly; when the battery system power level is E and the battery system temperature is lower than the temperature safety threshold, or the battery system temperature is higher than the temperature safety threshold, the battery system is determined to be safe, and the battery system status is determined to be unsafe, and the driver needs to be reminded.

[0054] The battery inspection module includes several front-end sampling chips, which collect the voltage and temperature values ​​of each battery cell in the battery system. The battery system is composed of multiple battery cells connected in series, and the overall voltage of the battery system is the sum of the voltages of each battery cell. The overall temperature value of the battery system is the weighted average of the temperature values ​​of each battery cell, that is:

[0055] ;

[0056] In the above formula, is the overall temperature of the battery system, is the temperature of the ith battery cell, is the weight of the i-th battery cell, which can be set in advance.

[0057] Among them, the front-end sampling chip can adopt LTC681X series, NXP3377X, TI7961X and other series chips.

[0058] When the first communication network fails, the method for determining whether the aircraft needs to make an emergency landing is as follows:

[0059] Set the temperature safety threshold and voltage safety threshold in advance. When the temperature value of the battery system is lower than the temperature safety threshold and the voltage value of the battery system is higher than the voltage safety threshold, the aircraft can continue to fly; otherwise, the aircraft needs to make an emergency landing.

[0060] Each battery cell in the battery system is provided with a temperature sensor 2, and the front-end sampling chip is connected to the temperature sensor 2 via a temperature sampling line 4, and the front-end sampling chip is connected to the positive and negative electrodes of the battery cell via a voltage sampling line.

[0061] Specifically, the temperature sensor 2 is installed in the mounting groove 1-1 on the battery cell housing 1 through the mounting member 3. The mounting member 3 includes a heat-bending sheet 3-1, which is in an arc shape. The temperature sensor 2 is arranged on the inner side of the arc of the heat-bending sheet 3-1. The heat-bending sheet 3-1 is composed of a first material layer 3-1a and a second material layer 3-1b. The second material layer 3-1b is arranged on the side of the first material layer 3-1a close to the temperature sensor 2; the thermal expansion coefficient of the second material layer 3-1b is greater than the thermal expansion coefficient of the first material layer 3-1a; elastic connecting sheets 3-3 are respectively provided at both ends of the heat-bending sheet 3-1, one end of the elastic connecting sheet 3-3 is fixedly connected to the heat-bending sheet 3-1, and the other end of the elastic connecting sheet 3-3 is provided with a snap body 3-3c, and a snap groove 1-2 matching the snap body 3-3c is provided on the side of the mounting groove 1-1.

[0062] For the temperature detection of the battery cell, the traditional method is to fix the temperature sensor 2 to the outer shell of the battery cell by glue bonding or screw fixing to receive the temperature information of the outer shell. However, the glue bonding method has poor stability and the temperature sensor 2 is easy to fall off; the screw fixing method is more troublesome to install, and the screws are easy to loosen in a vibration environment, resulting in the temperature sensor 2 being unable to fit tightly with the outer shell surface of the battery cell, resulting in inaccurate temperature measurement data. In the present invention, the temperature sensor 2 is installed and fixed by the mounting member 3, which effectively solves the above problems. When installing, the mounting member 3 is fixed in the mounting groove 1-1 by a snap connection. When installing, it is only necessary to press the mounting member 3 into the mounting groove 1-1 and make the snap bodies 3-3c at both ends snap into the card slot 1-2 to complete the installation of the temperature sensor 2. The installation process is very convenient, and no tools are required during the installation process, and the installation efficiency is high. After installation, the temperature sensor 2 contacts the bottom surface of the mounting groove 1-1, and the temperature of the battery cell shell 1 is detected by the temperature sensor 2. After the temperature sensor 2 is installed, the temperature sensor 2 and the mounting member 3 are completely embedded in the mounting groove 1-1, which provides good protection for the temperature sensor 2 and effectively avoids the possibility of collision between the temperature sensor 2 and external objects. During the flight of the aircraft, the battery unit supplies power to the outside, and the temperature of the battery unit rises. When the temperature of the battery unit rises, the temperature of the thermal bending sheet 3-1 also rises. When the temperature of the thermal bending sheet 3-1 rises, the thermal expansion coefficient of the second material layer 3-1b is greater than the thermal expansion coefficient of the first material layer 3-1a, resulting in the thermal expansion amount of the second material layer 3-1b being greater than the thermal expansion amount of the first material layer 3-1a, thereby causing the thermal bending sheet 3-1 to bend as a whole. After bending, the overall curvature of the thermal bending sheet 3-1 is reduced (that is, the overall shape is straighter), and the thermal bending sheet 3-1 is The distance between the two ends increases, so that the downward pressure of the middle part of the thermal bending piece 3-1 on the temperature sensor 2 increases. The greater downward pressure helps the temperature sensor 2 to resist the vibration generated by the aircraft during flight, and enables the temperature sensor 2 to firmly contact with the bottom surface of the installation groove 1-1, thereby ensuring the effectiveness of temperature measurement. When the battery cell is in a non-powered state, the battery cell is at room temperature and the temperature is relatively low. The thermal bending piece 3-1 returns to its initial state, and the downward pressure of the thermal bending piece 3-1 on the temperature sensor 2 is relatively small, thereby reducing the extrusion damage to the temperature sensor 2.

[0063] In the present invention, the first material layer 3 - 1 a and the second material layer 3 - 1 b are made of metal materials with different expansion coefficients.

[0064] Among them, the elastic connecting piece 3-3 includes a main body section and a contact section. One end of the main body section is connected to the hot bending piece 3-1, and the contact section is arranged on the other end of the main body section. The buckle body 3-3c is arranged on the contact section, and the contact section is fitted with the side of the installation groove 1-1; an angle is formed between the main body section and the side of the installation groove 1-1, and the size of the angle is 30-45 degrees.

[0065] In the present invention, the elastic connecting piece 3 - 3 is made of spring steel. The temperature sensor 2 is one of a thermocouple temperature sensor 2 and a resistance temperature sensor 2 .

[0066] A pad 3-2 is provided inside the arc of the heat bending plate 3-1, and the temperature sensor 2 is arranged on the pad 3-2. The pad 3-2 is used to adjust the distance between the temperature sensor 2 and the heat bending plate 3-1 to ensure that the temperature sensor 2 can contact the bottom surface of the installation groove 1-1.

[0067] The temperature sensor 2 is connected to the front-end sampling chip via a temperature sampling line 4, and a sampling line through hole 3-1c for the temperature sampling line 4 to pass through is provided on the thermal bending sheet 3-1.

[0068] The present invention is not limited to the above-mentioned optimal implementation mode. Anyone can derive other various forms of products under the inspiration of the present invention. However, no matter what changes are made in the shape or structure, all technical solutions that are the same or similar to those of the present application fall within the protection scope of the present invention.

Claims

1. A control method for an aircraft battery power system and a whole machine communication architecture, characterized in that: Here’s how: The battery inspection module collects the raw data information of the battery system and sends the raw data information to the battery management system controller module for processing; the raw data information includes the voltage value and temperature value of the battery system; The battery management system controller module includes a first CAN transceiver, a second CAN transceiver, and an MCU module. The second CAN transceiver receives the original data information from the battery inspection module and sends it to the whole machine controller and the MCU module at the same time. The MCU module analyzes and calculates the power and safety status of the battery system through the original data information and sends the calculated processed data information to the first CAN transceiver. The first CAN transceiver summarizes the information and sends it to the whole machine controller. The battery inspection module, the second CAN transceiver, the MCU module, the first CAN transceiver and the whole machine controller constitute a first communication network, and the battery inspection module, the second CAN transceiver and the whole machine controller constitute a second communication network; When the first communication network fails, the whole machine controller directly receives the original data information of the battery system sent by the second CAN transceiver, and the whole machine controller determines whether the aircraft needs to make an emergency landing based on the original data information; When the first communication network fails, the method for determining whether the aircraft needs to make an emergency landing is as follows: Set the temperature safety threshold and voltage safety threshold in advance. When the temperature of the battery system is lower than the temperature safety threshold and the voltage of the battery system is higher than the voltage safety threshold, the aircraft can continue to fly; otherwise, the aircraft needs to make an emergency landing. The battery inspection module includes a plurality of front-end sampling chips, which respectively collect the voltage value and temperature value of each battery cell in the battery system; Each battery cell in the battery system is provided with a temperature sensor, the front-end sampling chip is connected to the temperature sensor through a temperature sampling line, and the front-end sampling chip is connected to the positive and negative electrodes of the battery cell through a voltage sampling line; The temperature sensor is installed in the mounting groove on the battery unit shell through the mounting piece, the mounting piece includes a heat bending piece, the heat bending piece is in an arc shape, the temperature sensor is arranged on the inner side of the arc of the heat bending piece, the heat bending piece is composed of a first material layer and a second material layer, the second material layer is arranged on the first material layer The side close to the temperature sensor; the thermal expansion coefficient of the second material layer is greater than the thermal expansion coefficient of the first material layer; elastic connecting pieces are respectively provided at both ends of the heat bending piece, one end of the elastic connecting piece is fixedly connected to the heat bending piece, and the other end of the elastic connecting piece is provided with a buckle body, and a card slot matching the buckle body is provided on the side of the mounting groove; The elastic connecting piece includes a main body section and a contact section. One end of the main body section is connected to the hot bending piece, and the contact section is arranged on the other end of the main body section. The buckle body is arranged on the contact section, and the contact section is fitted with the side of the installation groove; an angle is formed between the main body section and the side of the installation groove, and the size of the angle is 30-45 degrees.

2. A control method for an aircraft battery power system and a whole machine communication architecture according to claim 1, characterized in that: When analyzing and calculating the power of a battery system, the method is as follows: S1: Get the voltage and temperature of the battery system and determine the reference temperature ; S2: Create OCV-SOC database; S3: Calculate the voltage value of the battery system after temperature compensation. The calculation method is as follows: ； in, is the voltage value of the battery system after temperature compensation, The voltage value of the battery system before temperature compensation, is the current temperature value of the battery system, is the temperature compensation coefficient; S4: Find the SOC value corresponding to the temperature-compensated voltage value of the battery system in the OCV-SOC database. The SOC value is the power of the battery system.

3. A control method for an aircraft battery power system and a whole machine communication architecture according to claim 1, characterized in that: The elastic connecting piece is made of spring steel.

4. A control method for an aircraft battery power system and a whole machine communication architecture according to claim 1, characterized in that: The temperature sensor is a thermocouple temperature sensor or a resistance temperature sensor.

5. The control method for the aircraft battery power system and the whole machine communication architecture according to claim 1, characterized in that: A cushion block is provided on the inner side of the arc of the thermal bending plate, and the temperature sensor is arranged on the cushion block.

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