Aircraft in-transit control method, storage medium and computer program product

Abstract

The invention discloses an aircraft in-transit control method, a storage medium and a computer program product, and relates to the technical field of battery power, and the method comprises the steps: receiving an energy complementation temperature adjustment instruction under the condition that a land walking body and a flying body are in a combined state; acquiring key data of the land moving body and the flying body based on the energy complementing and temperature adjusting instruction; determining a demand state of the flying body according to the key data; according to the key data, calculating energy-complementing and temperature-adjusting supply power of the land traveling body and energy-complementing and temperature-adjusting demand power of the flying body; and performing dynamic energy complementation and / or dynamic temperature regulation on a power battery of the flight body based on the energy complementation and temperature regulation supply power, the energy complementation and temperature regulation demand power and the demand state. Dynamic energy complementation and temperature adjustment are carried out on the power battery of the flying body through the land walking body, the optimal time of temperature adjustment and energy complementation is achieved, and the flying body can achieve the optimal take-off condition more conveniently.

Description

Technical Field

[0001] The present application relates to the field of battery power technology, and in particular to an aircraft in-transit control method, a storage medium, and a computer program product. Background Art

[0002] The two-split extended-range aircraft has two relatively independent parts, the land body and the flying body. The flight power battery of the flying body is the key energy source for the flying body. The performance and status of the power battery are directly related to the safety and performance of the flying body. During split flight, if the power battery is insufficient, the temperature is too high or too low, the performance of the flying body will be reduced, or even the flight mission will not be completed. Therefore, it is particularly important to ensure that the flying body can reach the best take-off conditions during split flight, and to achieve the target value of the power battery and temperature of the flying body to be suitable for flight during split flight. However, at present, independent charging piles or charging equipment are mainly used to replenish energy and adjust the temperature of the flying body to ensure that the flying body reaches the best take-off conditions. The use of independent charging piles is cumbersome and has certain requirements for hardware.

[0003] Therefore, how to use the land body to replenish energy and adjust the temperature of the power battery of the flying body when the aircraft is in a combined state so that the flying body can reach the optimal take-off conditions more conveniently has become a problem that needs to be solved urgently.

[0004] The above contents are only used to assist in understanding the technical solution of the present application and do not constitute an admission that the above contents are prior art. Summary of the invention

[0005] The main purpose of this application is to provide an in-transit control method for an aircraft, a storage medium and a computer program product, aiming to solve the technical problem of how to use a land body to replenish energy and adjust the temperature of the power battery of the flying body when the aircraft is in a combined state, so that the flying body can more conveniently reach the optimal take-off conditions.

[0006] To achieve the above-mentioned purpose, the present application proposes an aircraft in-transit control method, which is applied to a two-part extended-range aircraft, wherein the extended-range aircraft includes a land body and a flying body, and the method includes:

[0007] When the land body and the flying body are in a combined state, receiving an energy replenishment and temperature adjustment instruction;

[0008] Acquire key data of the terrestrial body and the flying body based on the energy replenishment and temperature regulation instructions;

[0009] Determining the required state of the flying object according to the key data;

[0010] Calculate the energy replenishment and temperature regulation supply power of the terrestrial body and the energy replenishment and temperature regulation required power of the flying body according to the key data;

[0011] Based on the energy replenishment and temperature regulation supply power, the energy replenishment and temperature regulation demand power, and the demand status, the power battery of the flying object is dynamically replenished and / or dynamically temperature regulated.

[0012] In one embodiment, the key data includes one or more of the current maximum power generation power of the range extender, the current output power of the land vehicle battery pack, the current total load power consumption of the land vehicle, the maximum energy replenishment power required by the flying vehicle battery pack, and the maximum temperature regulation power required by the flying vehicle battery thermal management. The step of calculating the energy replenishment and temperature regulation supply power of the land vehicle and the energy replenishment and temperature regulation power required by the flying vehicle according to the key data includes:

[0013] The energy replenishment and temperature regulation supply power of the land vehicle is calculated according to the current maximum power generation of the range extender, the current output power of the land vehicle battery pack, and the current total load power consumption of the land vehicle;

[0014] The energy replenishment and temperature regulation power requirement of the flying body is calculated according to the maximum energy replenishment and temperature regulation power requirement of the flying body battery pack and the maximum temperature regulation power requirement of the flying body battery thermal management.

[0015] In one embodiment, the key data includes the target cell temperature of the battery pack of the flying body and the current cell temperature of the battery pack of the flying body, and before the step of dynamically recharging and / or dynamically regulating the temperature of the power battery of the flying body based on the energy recharging and temperature regulating supply power, the energy recharging and temperature regulating demand power, and the demand state includes:

[0016] Calculate the temperature difference according to the target battery cell temperature of the flying body battery pack and the current battery cell temperature of the flying body battery pack;

[0017] determining a temperature difference gradient according to the temperature difference;

[0018] The temperature control required power of the flight battery thermal management system of the aircraft is calculated based on the temperature difference gradient.

[0019] In one embodiment, the step of dynamically recharging and / or dynamically regulating the temperature of the power battery of the flying object based on the energy recharging and temperature regulating supplied power, the energy recharging and temperature regulating required power, and the required state includes:

[0020] When the demand state is that energy replenishment and temperature adjustment are not required, determining whether the energy replenishment and temperature adjustment supply power is greater than or equal to the energy replenishment and temperature adjustment demand power;

[0021] The power battery of the flying object is dynamically temperature-controlled based on a judgment result of whether the energy replenishment and temperature control supply power is greater than or equal to the energy replenishment and temperature control required power, the temperature control required power of the flying battery thermal management system, and the temperature difference.

[0022] In one embodiment, the step of dynamically recharging and / or dynamically regulating the temperature of the power battery of the flying object based on the energy recharging and temperature regulating supplied power, the energy recharging and temperature regulating required power, and the required state includes:

[0023] When the demand state is that energy replenishment is required but temperature adjustment is not required, or both energy replenishment and temperature adjustment are required, obtaining a battery performance diagram and a driving condition of the aircraft;

[0024] Determine whether the energy supplement and temperature regulation supply power is greater than or equal to the energy supplement and temperature regulation demand power;

[0025] If the energy replenishment and temperature regulation supply power is greater than or equal to the energy replenishment and temperature regulation demand power, dynamically adjusting the distribution of the energy replenishment and temperature regulation supply power according to the battery performance diagram and the driving condition, and dynamically replenishing or dynamically regulating the temperature of the power battery of the flying object;

[0026] If the energy replenishment and temperature regulation supply power is less than the energy replenishment and temperature regulation demand power, the distribution of the energy replenishment and temperature regulation supply power is dynamically adjusted according to the battery performance diagram, the driving conditions, and the maximum energy replenishment demand power of the flying body battery pack, and the power battery of the flying body is dynamically replenished or dynamically temperature regulated.

[0027] In one embodiment, the step of dynamically adjusting the distribution of the energy replenishment and temperature regulation supply power according to the battery performance diagram and the driving condition, and dynamically replenishing or dynamically regulating the temperature of the power battery of the flying object includes:

[0028] Determining an optimal charging temperature of a flight battery thermal management system of the flying object according to the battery performance diagram and the driving condition;

[0029] Determining a first allocation ratio of the energy replenishment temperature regulation supply power to the flight battery thermal management system according to the optimal energy replenishment temperature;

[0030] Determining a second allocation ratio of the energy replenishment and temperature regulation supply power to be allocated to the power battery of the flying object for dynamic energy replenishment according to the first allocation ratio;

[0031] Based on the battery performance diagram and the driving condition, real-time judgment of the step-by-step changes in the power battery capacity of the flying body and the power battery replenishment demand of the flying body;

[0032] Dynamically adjusting the first allocation ratio and the second allocation ratio according to the stepwise change;

[0033] Dynamic energy replenishment or dynamic energy replenishment temperature adjustment is performed on the power battery of the flying object according to the dynamic adjustment of the first allocation ratio and the second allocation ratio.

[0034] In one embodiment, the step of dynamically adjusting the distribution of the energy replenishment and temperature regulation supply power according to the battery performance diagram, the driving condition, and the maximum energy replenishment demand power of the battery pack of the flying object, and dynamically replenishing or dynamically regulating the energy replenishment of the power battery of the flying object includes:

[0035] Determine the required power for recharging the battery pack of the flying object according to the battery performance diagram and the driving condition;

[0036] Compare the maximum energy replenishment demand power of the flying body battery pack, the energy replenishment temperature adjustment supply power, and the energy replenishment demand power of the flying body battery pack to obtain a comparison result;

[0037] Based on the comparison result, the distribution of the energy replenishment and temperature regulation supply power is dynamically adjusted to dynamically replenish energy or dynamically replenish the temperature of the power battery of the flying object.

[0038] In one embodiment, the step of dynamically adjusting the distribution of the energy replenishment and temperature regulation supply power based on the comparison result and dynamically replenishing or dynamically replenishing the power battery of the flying object comprises:

[0039] When the comparison result is that the energy replenishment and temperature regulation supply power is less than or equal to the energy replenishment demand power of the battery pack of the flying object, the energy replenishment and temperature regulation supply power is preferentially allocated to the power battery of the flying object for dynamic energy replenishment.

[0040] In one embodiment, the step of dynamically adjusting the distribution of the energy replenishment and temperature regulation supply power based on the comparison result and dynamically replenishing or dynamically replenishing the power battery of the flying object comprises:

[0041] When the comparison result is that the energy replenishment and temperature regulation supply power is less than the maximum energy replenishment demand power of the flying body battery pack and not less than the energy replenishment demand power of the flying body battery pack, determining a third allocation ratio of the energy replenishment and temperature regulation supply power to the power battery of the flying body according to the energy replenishment demand power of the flying body battery pack;

[0042] Determining a fourth allocation ratio of the energy replenishment and temperature regulation supply power to the flight battery thermal management system according to the third allocation ratio;

[0043] The energy replenishment and temperature regulation supply power is allocated according to the third allocation ratio and the fourth allocation ratio, and dynamic temperature regulation and energy replenishment are performed on the power battery of the flying object.

[0044] In one embodiment, the step of dynamically adjusting the distribution of the energy replenishment and temperature regulation supply power based on the comparison result and dynamically replenishing or dynamically replenishing the power battery of the flying object comprises:

[0045] When the comparison result is that the energy replenishment temperature regulation supply power is greater than or equal to the maximum energy replenishment demand power of the battery pack of the flying object, determining the optimal energy replenishment temperature of the flight battery thermal management system of the flying object according to the battery performance diagram and the driving condition;

[0046] Determining a first allocation ratio of the energy replenishment temperature regulation supply power to be allocated to the flight battery thermal management system according to the optimal energy replenishment temperature;

[0047] Determining a fifth allocation ratio of the energy replenishment and temperature regulation supply power to be allocated to the power battery of the flying object for dynamic energy replenishment according to the first allocation ratio;

[0048] Based on the battery performance diagram and the driving condition, real-time judgment of the step-by-step changes in the power battery capacity of the flying body and the power battery replenishment demand of the flying body;

[0049] Dynamically adjusting the first allocation ratio and the fifth allocation ratio according to the stepwise change;

[0050] Dynamic energy replenishment and temperature adjustment are performed on the power battery of the flying object according to the dynamic adjustment of the first allocation ratio and the fifth allocation ratio.

[0051] In addition, to achieve the above-mentioned purpose, the present application also proposes a storage medium, which is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, the steps of the aircraft in-transit control method as described above are implemented.

[0052] In addition, to achieve the above-mentioned purpose, the present application also provides a computer program product, which includes a computer program, and when the computer program is executed by a processor, the steps of the in-transit aircraft control method as described above are implemented.

[0053] One or more technical solutions proposed in this application have at least the following technical effects:

[0054] When the flying body and the land body of the aircraft are in a combined state, the key data of the flying body and the land body are obtained according to the received energy replenishment and temperature control instructions, and the demand state of the flying body is determined according to the key data, so as to carry out the corresponding targeted energy replenishment and temperature control in the future; the energy replenishment and temperature control supply power that the land body can supply to the flying body and the energy replenishment and temperature control demand power required for the flying body to achieve the best take-off conditions are calculated according to the obtained key data, and the distribution of the energy replenishment and temperature control supply power is dynamically adjusted according to the supply and demand relationship between the energy replenishment and temperature control supply power and the energy replenishment and temperature control demand power in combination with the demand state of the flying body, so as to realize dynamic energy replenishment and / or dynamic temperature control of the flying body power battery. Dynamically adjust the distribution of the energy replenishment and temperature control supply power, and then optimize the temperature control and flight energy replenishment time for the dynamic energy replenishment and / or dynamic temperature control of the flying body power battery. In the combined state, the land body is used to perform energy replenishment and temperature control for the flying body, so that the flying body can reach the best take-off conditions more conveniently after separation, and is less affected by hardware conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0055] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0056] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0057] Figure 1 A schematic diagram of a flow chart of a first embodiment of an in-flight control method for an aircraft of the present application;

[0058] Figure 2 A schematic diagram of a flow chart provided for the third embodiment of the aircraft in-transit control method of the present application;

[0059] Figure 3 This is a simplified architecture diagram of the core components of the in-flight control method of the aircraft in this application;

[0060] Figure 4 A schematic diagram of a brief process of dynamically recharging or dynamically recharging the temperature of a power battery of an aircraft provided in the fifth embodiment of the aircraft in-transit control method of the present application;

[0061] Figure 5 A brief flowchart of the energy replenishment and temperature control of the flight body provided for the in-flight control method of the aircraft in this application;

[0062] Figure 6 This is a schematic diagram of the module structure of the aircraft in-transit control device according to an embodiment of the present application;

[0063] Figure 7 Schematic diagram of the equipment structure of the hardware operating environment involved in the aircraft in-transit control method in the embodiment of the present application.

[0064] The purpose, features and advantages of this application will be further described in conjunction with the embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0065] It should be understood that the specific embodiments described herein are only used to explain the technical solutions of the present application and are not used to limit the present application.

[0066] In order to better understand the technical solution of the present application, a detailed description will be given below in conjunction with the accompanying drawings and specific implementation methods.

[0067] The main solution of the embodiment of the present application is: when the land body and the flying body are in a combined state, the key data of the land body and the flying body are determined by receiving the energy replenishment and temperature adjustment instruction, the demand state of the flying body is determined according to the key data, and the energy replenishment and temperature adjustment supply power that the land body of the aircraft can supply to the flying body and the energy replenishment and temperature adjustment demand power required for the flying body to achieve the best take-off conditions are calculated according to the key data. Based on the supply and demand relationship between the total energy replenishment and temperature adjustment power and the energy replenishment and temperature adjustment demand power, combined with the demand state of the flying body, the power battery of the flying body is dynamically replenished and / or temperature adjusted.

[0068] The embodiments of the present application take into account that the performance and status of the power battery of the flying body of the extended-range aircraft with a two-split configuration are directly related to flight safety. During split flight, if the power battery of the flying body is insufficient, or the temperature is too high or too low, it may cause the performance of the flying body to deteriorate, or even fail to complete the flight mission. Therefore, it is particularly important to ensure that the flying body can reach the optimal take-off conditions during split flight, and that the power and temperature of the flying body's power battery are maintained at target values ​​suitable for flight during split flight. When the aircraft is in a combined state, the land body is used to replenish energy and adjust the temperature of the flying body's power battery, so that the aircraft does not need to rely on fixed charging piles or charging stations, which increases the convenience and flexibility of use, and can also more accurately control the charging process, improving the safety of the aircraft during the charging process.

[0069] Therefore, the present application provides a solution, which obtains the key data of the aircraft through the energy replenishment and temperature control instructions, calculates the energy replenishment and temperature control supply power that the aircraft's land body can supply to the flying body and the energy replenishment and temperature control demand power of the flying body according to the key data, and determines the demand state of the flying body. Based on the supply and demand relationship between the energy replenishment and temperature control supply power and the energy replenishment and temperature control demand power, and in combination with the demand state of the aircraft, the power battery of the flying body is energy replenished and temperature controlled. Since in the process of energy replenishment and temperature control of the power battery of the flying body, the power quantity, temperature, etc. of the power battery of the flying body will change in stages with the allocation of the energy replenishment and temperature control supply power, it is necessary to dynamically allocate the energy replenishment and temperature control supply power, perform dynamic energy replenishment and temperature control, and achieve the optimal time for temperature control and flying body energy replenishment, so that the flying body can more conveniently reach the best take-off conditions after separation.

[0070] Based on this, the present application embodiment provides an aircraft in-transit control method, referring to Figure 1 , Figure 1 This is a flow chart of the first embodiment of the in-flight control method of an aircraft of the present application.

[0071] In this embodiment, the aircraft in-transit control method includes steps S10 to S50:

[0072] Step S10, receiving an energy replenishment and temperature adjustment instruction when the land body and the flying body are in a combined state;

[0073] When the land body and the flying body are in the combined state, the user triggers the energy charging and temperature adjustment setting switch on the central control screen of the aircraft, so that the vehicle computer sends a command to turn on the energy charging and temperature adjustment function. In order to ensure the reliable transmission and analysis of the command data, the vehicle computer will encapsulate the command to turn on the energy charging and temperature adjustment function into a message and send it to the relevant control unit of the aircraft through the communication network in the aircraft. The aircraft monitors a specific communication channel, and once it receives a message from the vehicle computer, it will parse the received message and extract the energy charging and temperature adjustment command.

[0074] It is understandable that the actual aircraft communication system may be more complex, involving more modules and communication protocols, and the process of obtaining the charging and temperature adjustment instructions is also more complicated. Therefore, encapsulating the charging and temperature adjustment instructions into messages and parsing them is only a simplified process, which only describes the basic communication and control process and does not represent the overall process of the aircraft obtaining the charging and temperature adjustment instructions sent by the vehicle computer.

[0075] Step S20, acquiring key data of the terrestrial body and the flying body based on the energy replenishment and temperature adjustment instruction;

[0076] After receiving the charging and temperature adjustment command sent by the vehicle computer, the key data of the aircraft is obtained according to the charging and temperature adjustment command, including the key data corresponding to the flying body and the land body. Among them, the key data of the flying body include but are not limited to: the target cell temperature of the flying body battery pack, the current cell temperature of the flying body battery pack, the charging power required for the flying body battery pack, the maximum charging power required for the flying body battery pack, the thermal management power required for the flying body battery, etc.; the key data of the land body include but are not limited to: the overall status of the aircraft (driving, parking), the total power consumption of the land body load, the current maximum power generation of the range extender, the current output power of the land battery pack, etc.

[0077] In order to obtain key data, various sensors are usually installed on the land body and the flying body to measure temperature, battery status, energy usage, etc. When the energy replenishment and temperature adjustment command is triggered, the raw data of the land body and the flying body are read from the sensor, and the raw data of the sensor is processed and analyzed to obtain the key data of the land body and the flying body.

[0078] Step S30: determining the required state of the flying object according to the key data

[0079] After obtaining the key data of the flying body and the ground body according to the energy replenishment and temperature control instructions, the aircraft's demand state is further determined based on the key data of the flying body. For example, when the current battery cell temperature of the flying body battery pack reaches the optimal charging temperature, the current state of the aircraft is that it does not require temperature control but only requires energy replenishment. The aircraft's demand state includes three situations, namely: the flying body power battery does not require energy replenishment but only requires temperature control, the flying body power battery does not require temperature control but only requires energy replenishment, and the flying body power battery requires both energy replenishment and temperature control.

[0080] Determine the demand status of the flying object based on key data, and provide accurate strategies for subsequent targeted energy replenishment and temperature adjustment of the power battery. This accuracy means more efficient use of energy, avoids energy waste, and also improves the performance and life of the power battery.

[0081] Step S40, calculating the energy replenishment and temperature regulation supply power of the terrestrial body and the energy replenishment and temperature regulation required power of the flying body according to the key data;

[0082] The energy replenishment and temperature control supply power is the total power that the ground body of the aircraft can provide to the flying body for energy replenishment and temperature control. The energy replenishment and temperature control demand power is the energy replenishment and temperature control power required by the flying body of the aircraft to achieve the best flight conditions.

[0083] In order to determine the supply and demand relationship between the power supplied by the terrestrial body and the power required by the flying body, the energy replenishment and temperature regulation supply power that can be supplied by the aircraft land body to the flying body and the energy replenishment and temperature regulation required power of the aircraft flying body are calculated according to the key data of the flying body and the terrestrial body. The abstract judgment of the supply and demand relationship is transformed into an intuitive data comparison to avoid subjective assumptions and fuzzy judgments, provide strong support for energy replenishment and temperature regulation decisions, and make the judgment of the supply and demand relationship between the power supplied by the terrestrial body and the power required by the flying body more accurate and convenient.

[0084] First, the maximum power that the aircraft's land body can provide is calculated based on the key data obtained, which is related to the land body power battery and the land body range extender. Furthermore, the temperature control power required by the aircraft under specific working conditions is calculated based on the key data related to the flight battery thermal management system. Finally, the energy supply power and the temperature control required power are matched to determine whether the land body supply power can meet the required power of the aircraft.

[0085] It should be noted that in the actual calculation process, more factors need to be considered, such as the dynamic performance of the aircraft power system, the impact of temperature on battery performance, energy consumption during flight, etc. In addition, the specific calculation method may vary depending on the model, design and system configuration of the aircraft.

[0086] Step S50: dynamically replenishing energy and / or dynamically regulating the temperature of the power battery of the flying object based on the energy replenishment and temperature regulation supply power, the energy replenishment and temperature regulation demand power, and the demand state.

[0087] According to the supply and demand relationship between the energy replenishment and temperature regulation supply power and the energy replenishment and temperature regulation demand power, the power battery of the flying body is recharged and temperature regulated in combination with the demand state of the flying body. Due to the allocation of the energy replenishment and temperature regulation supply power during the energy replenishment and temperature regulation process, the temperature and energy replenishment demand of the flying body's power battery undergo phased changes. In order not to waste the energy replenishment and temperature regulation supply power, the energy replenishment and temperature regulation supply power is dynamically adjusted during the energy replenishment and temperature regulation process, so that the energy replenishment and temperature regulation of the flying body's power battery is not a fixed process, but a dynamically changing process, so as to achieve the optimal temperature regulation and flying body recharge time, and the flying body can reach the best take-off conditions more quickly and conveniently.

[0088] This embodiment provides an in-transit control method for an aircraft. When the flying body and the land body of the aircraft are in a combined state, the key data of the flying body and the land body are obtained according to the received energy replenishment and temperature adjustment instructions, and the demand state of the flying body is determined according to the key data, so as to perform corresponding energy replenishment and temperature adjustment in a targeted manner in the future; the energy replenishment and temperature adjustment supply power that the land body can supply to the flying body and the energy replenishment and temperature adjustment demand power required for the flying body to achieve the best take-off condition are calculated according to the obtained key data, and the distribution of the energy replenishment and temperature adjustment supply power is dynamically adjusted according to the supply and demand relationship between the energy replenishment and temperature adjustment supply power and the energy replenishment and temperature adjustment demand power in combination with the demand state of the flying body, so as to achieve dynamic energy replenishment and / or dynamic temperature adjustment of the flying body power battery. The distribution of the energy replenishment and temperature adjustment supply power is dynamically adjusted, so that the dynamic energy replenishment and / or dynamic temperature adjustment of the flying body power battery can optimize the temperature adjustment and flight energy replenishment time, and the land body is used to perform energy replenishment and temperature adjustment for the flying body in the combined state, so that the flying body can more conveniently achieve the best take-off condition after separation, and is less affected by hardware conditions.

[0089] Based on the first embodiment of the present application, the second embodiment of the present application is proposed. In the second embodiment of the present application, the same or similar contents as those of the first embodiment can be referred to the above introduction, and will not be repeated in the following.

[0090] In this embodiment, the key data includes one or more of the current maximum power generation power of the range extender, the current output power of the land body battery pack, the current total load power consumption of the land body, the maximum energy replenishment demand power of the flying body battery pack, and the maximum temperature regulation demand power of the flying body battery thermal management. The step S40 of calculating the energy replenishment and temperature regulation supply power of the land body and the energy replenishment and temperature regulation demand power of the flying body according to the key data may include steps S401 to S402:

[0091] Step S401, calculating the energy replenishment and temperature regulation supply power of the land vehicle according to the current maximum power generation of the range extender, the current output power of the land vehicle battery pack, and the current total load power consumption of the land vehicle;

[0092] The current maximum power generation power of the range extender, the current output power of the land vehicle battery pack, and the total power consumption of the current load of the land vehicle are obtained from the key data, and the energy replenishment and temperature regulation supply power that the land vehicle can supply to the flying vehicle is calculated according to the calculation formula: current maximum power generation power of the range extender + current output power of the land vehicle battery pack - total power consumption of the current load of the land vehicle = energy replenishment and temperature regulation supply power.

[0093] Step S402, calculating the required power for energy replenishment and temperature regulation of the flying object according to the maximum required power for energy replenishment of the flying object battery pack and the maximum required power for temperature regulation of the flying object battery thermal management.

[0094] Obtain the maximum energy replenishment power requirement of the flight body battery pack and the maximum temperature control power requirement of the flight body battery thermal management from the key data, and calculate the energy replenishment and temperature control power requirement required for the flight body to achieve the best takeoff conditions according to the calculation formula: maximum energy replenishment power requirement of the flight body battery pack + maximum temperature control power requirement of the flight body battery thermal management = energy replenishment and temperature control power requirement.

[0095] It should be noted that, during the process of charging and regulating the temperature of the power battery of the flying object, the power level and temperature of the power battery of the flying object will change with the charging and regulating temperature, which will cause the charging and regulating temperature demand power to change. Therefore, the charging and regulating temperature supply power that the land body can supply to the flying object and the charging and regulating temperature power required by the flying object to achieve the best takeoff conditions are both the maximum charging and regulating temperature supply power provided by the land body and the maximum charging and regulating temperature demand power required by the flying object before the charging and regulating temperature are officially carried out.

[0096] In this embodiment, the maximum energy replenishment and temperature control supply power provided by the land body and the maximum energy replenishment and temperature control demand power required by the flying body before the energy replenishment and temperature control are formally performed are calculated through key data, and the abstract supply and demand relationship between the land body and the flying body is converted into a comparison between specific data, making the judgment process more intuitive. Based on accurate data analysis and calculation, the energy management and temperature control strategy of the aircraft is optimized. Since the specific power is calculated through key data, the supply and demand relationship can be flexibly adjusted according to the actual situation of the key data. This flexibility enables the aircraft to not only quickly reach the optimal take-off conditions, but also better adapt to different flight conditions and demand changes.

[0097] Based on the first embodiment and / or the second embodiment of the present application, the third embodiment of the present application is proposed. In the third embodiment of the present application, the same or similar contents as those of the above-mentioned first and second embodiments can be referred to the above introduction, and will not be repeated in the following.

[0098] On this basis, please refer to Figure 2 , Figure 2 This is a flow chart of the third embodiment of the aircraft in-transit control method of the present application.

[0099] In this embodiment, the key data includes the target cell temperature of the battery pack of the flying body and the current cell temperature of the battery pack of the flying body. Before step S50 of dynamically replenishing energy and / or dynamically adjusting the temperature of the power battery of the flying body based on the energy replenishment and temperature adjustment supply power, the energy replenishment and temperature adjustment demand power, and the demand state, steps S451 to S453 are also included:

[0100] Step S451, calculating a temperature difference according to the target battery cell temperature of the flying body battery pack and the current battery cell temperature of the flying body battery pack;

[0101] The key data obtained according to the temperature adjustment and energy replenishment instructions include the target cell temperature of the flight body battery pack and the current cell temperature of the flight body battery pack. The temperature difference Y is calculated according to the absolute value of the calculation formula: (target cell temperature of the flight body battery pack - current cell temperature of the flight body battery pack).

[0102] Since the key data is obtained in real time according to the temperature adjustment and energy replenishment instructions, it reflects the actual situation of the aircraft. Therefore, the temperature difference Y can be calculated through the key data to achieve accurate temperature management of the aircraft power battery, and the energy replenishment and temperature adjustment strategy can be dynamically adjusted according to the temperature difference, so that the aircraft power battery can better adapt to the actual operating environment of the aircraft and ensure that the battery pack can maintain the best working state under various conditions.

[0103] Step S452, determining a temperature difference gradient according to the temperature difference;

[0104] In the battery thermal management system of an aircraft, the temperature difference gradient can reflect the severity of the temperature change inside the battery or between different parts. By determining the temperature difference gradient, the uniformity of the battery temperature distribution and the trend of temperature change can be understood, thereby providing a basis for the subsequent allocation of power for energy replenishment and temperature regulation.

[0105] Since the actual conditions of the power batteries of each flying object are different, the calculated temperature difference Y is also different. The temperature difference gradient usually includes three cases: Y1≤20℃, 20℃<Y2≤40℃, and Y3>40℃. According to the three common cases of the temperature difference gradient, the temperature control power required by the flight battery thermal management system under different temperature difference gradients is set so that the flying object can achieve the best takeoff conditions when taking off.

[0106] It should be noted that Y1, Y2, and Y3 represent the three most common situations in actual situations, but it does not mean that there are no other temperature difference gradient ranges except Y1, Y2, and Y3. In the actual energy replenishment and temperature adjustment process, situations different from the Y1, Y2, and Y3 numerical ranges may occur, and corresponding data processing and analysis are required according to the specific temperature difference gradient.

[0107] Step S453: Calculate the temperature control power requirement of the flight battery thermal management system of the aircraft based on the temperature difference gradient.

[0108] Since the temperature difference gradient can accurately reflect the severity of the temperature change inside the battery or between different parts, by measuring and analyzing the temperature difference gradient, it is possible to more accurately determine the degree to which the flight body battery thermal management system needs to be adjusted, thereby calculating a more accurate temperature control power requirement, so that in the subsequent dynamic temperature control and energy replenishment process, the power can be dynamically adjusted and allocated according to the temperature control power requirement of the flight battery thermal management system.

[0109] Calculating the temperature control power requirement of the aircraft's flight battery thermal management system based on the temperature difference gradient involves many complex factors, such as the specific type of battery, the design of the thermal management system, the ambient temperature, the working state of the battery, etc. There is usually no fixed, universal calculation formula. However, a conceptual calculation framework can be constructed based on basic principles.

[0110] First, the thermal management system efficiency η is determined by experiments or simulations based on multiple factors such as the design, materials, and working conditions of the aircraft thermal management system. i / (η×time) is used to estimate the temperature control power requirement of the flight battery thermal management system, where P represents the temperature control power requirement of the flight battery thermal management system, and Yi represents different temperature difference gradients.

[0111] In this embodiment, the temperature difference is calculated by using the target cell temperature of the flight body battery pack and the current cell temperature of the flight body battery pack in the key data, and the temperature difference gradient determined by the temperature difference is used to calculate the temperature control demand power of the flight battery thermal management system of the aircraft under different conditions, so that in the subsequent energy replenishment and temperature control process, the battery thermal management can reach the optimal energy replenishment temperature according to the temperature control demand power of the flight battery thermal management system, shortening the time required for energy replenishment and temperature control, so that the flight body can reach the optimal take-off condition in the shortest time.

[0112] Based on the above embodiments of the present application, a fourth embodiment of the method of the present application is proposed. In the fourth embodiment of the present application, the same or similar contents as those in the above embodiments can be referred to the above introduction, and will not be repeated in the following.

[0113] In this embodiment, the step S50 of dynamically recharging and / or dynamically regulating the temperature of the power battery of the flying object based on the energy recharging and temperature regulating supplied power, the energy recharging and temperature regulating required power, and the required state may include steps S501 to S502:

[0114] Step S501, when the demand state is that energy replenishment and temperature adjustment are not required but temperature adjustment is required, determining whether the energy replenishment and temperature adjustment supply power is greater than or equal to the energy replenishment and temperature adjustment demand power;

[0115] Since the demand state of the flying body is judged based on the key data obtained, the demand state of the flying body specifically includes three situations. It can be understood that the energy replenishment and temperature adjustment strategies implemented under different demand states of the flying body are not consistent. Therefore, it is necessary to discuss the energy replenishment and temperature adjustment strategies under different demand states of the flying body separately to ensure that the energy replenishment and temperature adjustment strategies match the actual state of the current flying body and improve the effectiveness of the strategies. This embodiment first describes the situation where the current state does not require energy replenishment but only requires temperature adjustment.

[0116] When the flight body's demand state is that it does not need energy replenishment but needs temperature adjustment, it is still necessary to confirm the relationship between the energy replenishment and temperature adjustment supply power and the energy replenishment and temperature adjustment demand power to ensure that the aircraft has sufficient redundancy to deal with emergencies and future power demand increases. According to the judgment result of whether the energy replenishment and temperature adjustment supply power is greater than or equal to the energy replenishment and temperature adjustment demand power, a specific energy replenishment and temperature adjustment operation is constructed in combination with the demand state that only temperature adjustment is needed without energy replenishment.

[0117] Step S502: Dynamically adjust the temperature of the power battery of the flying object based on the judgment result of whether the energy replenishment and temperature adjustment supply power is greater than or equal to the energy replenishment and temperature adjustment required power, the temperature adjustment required power of the flight battery thermal management system, and the temperature difference.

[0118] If the energy replenishment and temperature regulation supply power is greater than or equal to the energy replenishment and temperature regulation demand power, it means that the land body can meet the energy replenishment and temperature regulation needs of the flying body. Combined with the demand status of the aircraft: no energy replenishment but temperature regulation is required, it is only necessary to allocate the part of the energy replenishment and temperature regulation supply power that meets the temperature regulation demand power of the flight battery thermal management system determined according to the temperature difference, so as to achieve the temperature regulation requirements of the flying body's power battery and the time for adjusting the temperature to the target temperature value is the shortest.

[0119] If the energy replenishment and temperature adjustment supply power is less than the energy replenishment and temperature adjustment demand power, it means that the land body cannot meet the energy replenishment and temperature adjustment demand power of the flying body. However, since the energy replenishment and temperature adjustment supply power is calculated based on the current maximum power generation of the range extender, although it does not meet the energy replenishment and temperature adjustment demand power of the flying body, the flying body's demand state only requires temperature adjustment and does not require energy replenishment, so the energy replenishment and temperature adjustment supply power can still meet the temperature adjustment demand of the flying body's battery thermal management system. The part of the energy replenishment and temperature adjustment supply power that meets the temperature adjustment demand power of the flying battery thermal management system determined according to the temperature difference is allocated to achieve the temperature adjustment requirements of the flying body's power battery and the time to adjust the temperature to the target temperature value is the shortest.

[0120] In this embodiment, a dynamic temperature control strategy is described for a flying body that does not require energy replenishment but requires temperature control. To ensure that the aircraft has sufficient redundancy to cope with emergencies and future power demand increases, the relationship between the energy replenishment and temperature control supply power and the energy replenishment and temperature control demand power is still confirmed. Based on the judgment result of whether the energy replenishment and temperature control supply power is greater than or equal to the energy replenishment and temperature control demand power and the demand state that does not require energy replenishment but only requires temperature control, the energy replenishment and temperature control supply power is allocated to meet the temperature control demand power of the flight battery thermal management system, thereby achieving the temperature control requirements of the flying body power battery and minimizing the time required to adjust the temperature to the target temperature value.

[0121] Based on the above embodiments of the present application, a fifth embodiment of the method of the present application is proposed. In the fifth embodiment of the present application, the same or similar contents as those in the above embodiments can be referred to the above introduction, and will not be repeated in the following.

[0122] In this embodiment, the step S50 of dynamically recharging and / or dynamically regulating the temperature of the power battery of the flying object based on the energy recharging and temperature regulating supply power, the energy recharging and temperature regulating demand power, and the demand state includes steps S1 to S4:

[0123] Step S1, when the demand state is that energy replenishment is required and temperature adjustment is not required, or both energy replenishment and temperature adjustment are required, obtaining a battery performance diagram and a driving condition of the aircraft;

[0124] When the demand state is that energy replenishment is needed and temperature adjustment is not required, in order to ensure the efficiency of energy replenishment and achieve the shortest energy replenishment time and best effect of the flight body power battery, the temperature of the flight body power battery will still be adjusted so that the flight battery thermal management system reaches the optimal energy replenishment temperature and the flight body battery pack reaches the optimal charging temperature.

[0125] As described above, when the demand state is that energy replenishment is needed and temperature adjustment is not required, in order to ensure the efficiency of energy replenishment and achieve the shortest energy replenishment time and the best effect of the flying body power battery, the flying body power battery will still be temperature adjusted. Therefore, the situations where the flying body demand state is that energy replenishment is needed and temperature adjustment is not required and the flying body demand state is that both energy replenishment and temperature adjustment are required can be analyzed together, and the flying body power battery can be dynamically replenished or dynamically replenished and temperature adjusted.

[0126] Dynamic energy replenishment or dynamic temperature adjustment of the power battery of the flying object requires the ability to obtain the real-time changes of the power battery of the flying object, so as to dynamically allocate power according to the real-time changes of the power battery, realize dynamic energy replenishment or dynamic temperature adjustment, reduce energy waste, and enable the flying object to reach the best take-off conditions more conveniently. The acquisition of real-time changes can be achieved through the battery performance diagram and driving conditions of the aircraft.

[0127] Battery performance map is also called charging performance map, which usually refers to a chart or data set used to describe the performance changes of the battery during the charging process. Figure 1 Generally, it includes SOC (State of Charge) changes, charging efficiency, charging temperature, and charging current. Driving conditions cover a variety of specific driving states and operating conditions of the aircraft. By combining driving conditions, the real-time changes of the aircraft's power battery can be judged more accurately.

[0128] It should be noted that if Figure 3As shown in the simplified architecture diagram of the core components, the flight battery thermal management system and the flight battery pack are different architectures in the aircraft, so the optimal energy replenishment temperature of the flight battery thermal management system is not the same as the optimal charging temperature of the battery pack of the aircraft. In addition, when the aircraft demand state is that it does not need energy replenishment but only needs temperature adjustment, the target temperature reached is not the optimal charging temperature or the optimal energy replenishment temperature, but the battery target temperature for the aircraft to reach the optimal takeoff condition. The battery target temperature is affected by the target cell temperature of the battery pack of the aircraft, which is why dynamic temperature adjustment is required based on the temperature difference. Therefore, the difference between the optimal charging temperature, the optimal energy replenishment temperature, and the battery target temperature when the aircraft takes off can be used to achieve dynamic allocation of temperature adjustment or energy replenishment power.

[0129] Step S2, determining whether the energy supplement and temperature regulation supply power is greater than or equal to the energy supplement and temperature regulation demand power;

[0130] Since the process of recharging and regulating the temperature of the flying body's power battery is actually to dynamically allocate the recharging and temperature regulation supply power that the land body can supply to the flying body to the flying body's power battery for recharging or the flying battery thermal management system for temperature regulation, in order to optimize the allocation of recharging and temperature regulation supply power and reduce energy waste, when the flying body's demand state is that it needs recharging and does not need temperature regulation, or that it needs both recharging and temperature regulation, the supply and demand relationship of whether the recharging and temperature regulation supply power is greater than or equal to the recharging and temperature regulation demand power is still judged, and different power allocation strategies are implemented for different judgment results to achieve energy usage optimization and dynamic temperature regulation and recharging.

[0131] Step S3, if the energy replenishment and temperature regulation supply power is greater than or equal to the energy replenishment and temperature regulation demand power, dynamically adjusting the distribution of the energy replenishment and temperature regulation supply power according to the battery performance diagram and the driving condition, and dynamically replenishing or dynamically regulating the temperature of the power battery of the flying object;

[0132] If the energy replenishment and temperature control power is greater than or equal to the energy replenishment and temperature control demand power, it indicates that no matter what the demand state is, the power supplied by the land body can meet the energy replenishment and temperature control demand of the flying body. It is only necessary to detect the changes in the power battery of the flying body in real time according to the battery performance diagram and driving conditions, so as to dynamically adjust the distribution of the energy replenishment supply power and dynamically replenish or dynamically adjust the power battery of the flying body.

[0133] Step S4, if the energy replenishment and temperature regulation supply power is less than the energy replenishment and temperature regulation demand power, dynamically adjust the distribution of the energy replenishment and temperature regulation supply power according to the battery performance diagram, the driving condition, and the maximum energy replenishment demand power of the flying body battery pack, and dynamically replenish or dynamically regulate the energy replenishment and temperature of the power battery of the flying body.

[0134] If the energy replenishment and temperature regulation supply power is less than the energy replenishment and temperature regulation demand power, it indicates that the supply power of the land body cannot fully meet the energy replenishment and temperature regulation demand of the flying body. Since the flying body power battery needs to be dynamically replenished in both demand states, the remaining energy replenishment and temperature regulation supply power can be additionally allocated on the basis of setting a certain priority to first meet the energy replenishment demand of the flying body power battery. Combined with the maximum energy replenishment demand power of the flying body battery pack in the key data, the battery performance diagram, and the driving conditions, the allocation of energy replenishment and temperature regulation supply power is dynamically adjusted to dynamically replenish or dynamically replenish the power battery of the flying body.

[0135] Specifically, in a feasible implementation manner, as Figure 4 As shown, Figure 4 This is a schematic diagram of a simplified process of dynamically charging or dynamically charging the power battery of a flying object according to the fifth embodiment of the present application. Step S3 may include steps S31 to S36:

[0136] Step S31, determining the optimal charging temperature of the flight battery thermal management system of the flying object according to the battery performance diagram and the driving condition;

[0137] Analyze the battery performance diagram to determine the optimal balance between the efficiency and life of the flight battery of the flying body. Combined with the current driving conditions, determine the optimal charging temperature of the flight power battery thermal management system under specific driving conditions.

[0138] Step S32, determining a first allocation ratio of the energy replenishment temperature adjustment supply power to the flight battery thermal management system according to the optimal energy replenishment temperature;

[0139] Since the energy replenishment and temperature regulation power of the land body meets the energy replenishment and temperature regulation requirements of the flying body, and the demand state is that energy replenishment is needed but temperature regulation is not needed, in order to ensure the efficiency of energy replenishment and achieve the shortest energy replenishment time and best effect of the flying body power battery, the flying body power battery will still be temperature regulated, so the flying body power battery still needs to be temperature regulated.

[0140] The energy replenishment and temperature regulation supply power is preferentially allocated to the flight battery thermal management system so that the temperature of the flight battery thermal management system rises to the optimal energy replenishment temperature. The first allocation ratio is the ratio of the power required to increase the temperature of the flight battery thermal management system to the optimal energy replenishment temperature in the energy replenishment and temperature regulation supply power.

[0141] Step S33, determining a second allocation ratio of the energy replenishment and temperature regulation supply power to be allocated to the power battery of the flying object for dynamic energy replenishment according to the first allocation ratio;

[0142] Since the energy replenishment and temperature regulation supply power is greater than or equal to the energy replenishment and temperature regulation demand power, there is still some power left after a part of the energy replenishment and temperature regulation supply power is allocated to the flying body battery thermal management system. In order to make full use of the remaining power, the remaining part of the energy replenishment and temperature regulation supply power is allocated to the flying body battery according to the first allocation ratio to meet the energy replenishment demand under the current temperature and SOC conditions of the flying body battery pack. The power allocated to the flying body battery to meet the energy replenishment demand under the current temperature and SOC conditions of the flying body battery pack accounts for the part of the energy replenishment and temperature regulation supply power, which is the second allocation ratio.

[0143] Step S34, judging in real time the stepwise changes of the power of the flying body power battery and the power replenishment demand of the flying body power battery based on the battery performance diagram and the driving condition;

[0144] Due to the distribution of energy replenishment and temperature control supply power, the temperature of the aircraft body power battery and the battery thermal management system have changed to a certain extent compared with before. In order to more reasonably utilize the energy replenishment and temperature control supply power, it is necessary to adjust the distribution ratio so as to achieve dynamic temperature control or dynamic energy replenishment and temperature control.

[0145] According to the battery performance diagram and driving conditions, the step-by-step changes in the power battery capacity and energy replenishment demand of the flying body are judged in real time, and the distribution ratio is adjusted according to the step-by-step changes to achieve the optimal time for temperature control and flying body energy replenishment.

[0146] Step S35, dynamically adjusting the first allocation ratio and the second allocation ratio according to the stepwise change;

[0147] After power distribution to the flying body power battery is performed, the heat-to-work conversion causes the temperature of the flying body power battery to change. When it is found according to the step-by-step change that the flying body power battery reaches the optimal charging temperature, the first distribution ratio and the second distribution ratio are adjusted.

[0148] Step S36, dynamically replenishing energy or dynamically replenishing temperature of the power battery of the flying object according to the dynamic adjustment of the first allocation ratio and the second allocation ratio;

[0149] When the power battery of the flying body reaches the optimal charging temperature, the energy replenishment and temperature control supply power will give priority to meeting the energy replenishment requirements under the current temperature and SOC conditions of the flying body battery pack. Referring to the charging performance diagram, the remaining power is allocated to the flying battery thermal management system to ensure the optimal energy replenishment temperature. The first allocation ratio and the second allocation ratio change, and dynamic energy replenishment of the power battery is achieved according to the dynamic adjustment of the allocation ratio.

[0150] To achieve dynamic energy replenishment and temperature control for the power battery of the flying body, that is, the demand state is that both energy replenishment and temperature control are required, it is only necessary to implement the dynamic energy replenishment steps for the power battery according to the current battery cell temperature of the flying body battery pack in the key data. For example: if the current battery cell temperature of the flying body battery pack is within the optimal charging temperature range, the dynamic energy replenishment of the power battery is carried out according to the condition that the temperature of the flying body battery reaches the optimal charging temperature; if the current battery cell temperature of the flying body battery pack is not within the optimal charging temperature range, the overall process of dynamic energy replenishment of the power battery is carried out.

[0151] In this embodiment, the flight battery thermal management system is preferentially satisfied to reach the optimal energy replenishment temperature through the battery performance diagram and driving conditions, and the remaining part of the energy replenishment temperature supply power is used to meet the energy replenishment demand under the current temperature and SOC conditions of the battery pack of the flight body, thereby determining the first allocation ratio and the second allocation ratio. The first allocation ratio and the second allocation ratio are adjusted to achieve dynamic energy replenishment or dynamic energy replenishment temperature adjustment, reduce energy waste, and achieve the optimal time of temperature adjustment and flight body energy replenishment, so that the flight body can more conveniently reach the optimal takeoff conditions.

[0152] The above is only a feasible implementation of step S3 provided in this embodiment. This embodiment does not specifically limit the specific implementation of step S3.

[0153] Specifically, in a feasible implementation manner, step S4 may include steps S41 to S43:

[0154] Step S41, determining the required power of the battery pack of the flying object for energy replenishment according to the battery performance diagram and the driving condition;

[0155] Since the energy replenishment and temperature regulation supply power is less than the energy replenishment and temperature regulation demand power, the land body supply power cannot fully meet the energy replenishment and temperature regulation demand of the flying body, and the flying body power battery needs to be dynamically replenished in both demand states, so a certain priority is set to first meet the energy replenishment demand of the flying body power battery. Set the priority to first meet the energy replenishment demand of the flying body power battery with the energy replenishment and temperature regulation supply power, and use the remaining power for dynamic temperature regulation.

[0156] The power supply of energy replenishment and temperature regulation should give priority to meeting the energy replenishment demand of the flying body power battery. First, the energy replenishment demand power of the flying body battery pack in the current state needs to be determined according to the battery performance diagram and driving conditions. Combined with the battery performance diagram and driving conditions, considering the influence of environmental factors, the energy replenishment demand power of the flying body battery pack in the current state is calculated.

[0157] Step S42, comparing the maximum energy replenishment demand power of the flying body battery pack, the energy replenishment temperature adjustment supply power, and the energy replenishment demand power of the flying body battery pack to obtain a comparison result;

[0158] The maximum required power of the flying body battery pack is the maximum power required by the flying body power battery under specific conditions (such as maximum flight load, maximum charging speed, etc.). Compare the relationship between the maximum required power of the flying body battery pack, the power of the energy replenishment and temperature regulation supply, and the required power of the flying body battery pack. According to the comparison results, subdivide the situation where the power of the energy replenishment and temperature regulation supply does not meet the required power of the energy replenishment and temperature regulation, clarify the risk level, optimize energy management, and implement a dynamic energy replenishment and temperature regulation strategy that is more in line with the actual situation.

[0159] Step S43: dynamically adjust the distribution of the energy replenishment and temperature regulation supply power based on the comparison result, and perform dynamic energy replenishment or dynamic energy replenishment and temperature regulation on the power battery of the flying object.

[0160] There are three comparison results, namely: the energy replenishment and temperature regulation supply power ≤ the energy replenishment demand power of the flying body battery pack, the energy replenishment demand power of the flying body battery pack ≤ the energy replenishment and temperature regulation supply power < the maximum energy replenishment demand power of the flying body battery pack, and the maximum energy replenishment demand power of the flying body battery pack ≤ the energy replenishment and temperature regulation supply power < the energy replenishment and temperature regulation demand power. These three comparison results need to be discussed separately, and according to different comparison results, the allocation of the energy replenishment and temperature regulation supply power is dynamically adjusted to dynamically replenish or dynamically replenish the power battery of the flying body.

[0161] In this embodiment, a comparison result is obtained by comparing the maximum energy replenishment demand power of the flying body battery pack, the energy replenishment and temperature regulation supply power, and the energy replenishment demand power of the flying body battery pack. According to the comparison result, the situation where the energy replenishment and temperature regulation supply power does not meet the energy replenishment and temperature regulation demand power is subdivided, the risk level is clarified, energy management is optimized, and a dynamic energy replenishment and temperature regulation strategy that is more in line with the actual situation is implemented, so that the flying body can more conveniently reach the best take-off conditions and achieve the optimal time for temperature regulation and flying body energy replenishment.

[0162] The above is only a feasible implementation of step S4 provided in this embodiment. This embodiment does not specifically limit the specific implementation of step S4.

[0163] In this embodiment, the demand state of requiring energy replenishment but not requiring temperature adjustment and the demand state of requiring both energy replenishment and temperature adjustment are discussed together, and the power battery of the flying body is dynamically replenished or dynamically charged and temperature adjusted based on the judgment result of whether the energy replenishment and temperature adjustment supply power is greater than or equal to the energy replenishment and temperature adjustment demand power, so as to achieve the optimal time for temperature adjustment and flying body energy replenishment, so that the flying body can achieve the best take-off conditions in the most convenient way.

[0164] Based on the above embodiments of the present application, a sixth embodiment of the method of the present application is proposed. In the sixth embodiment of the present application, the same or similar contents as those in the above embodiments can be referred to the above introduction, and will not be repeated in the following.

[0165] In a first feasible implementation of this embodiment, the step S43 of dynamically adjusting the distribution of the energy replenishment and temperature regulation supply power based on the comparison result, and dynamically replenishing or dynamically replenishing the power battery of the flying object may include:

[0166] Step A11, when the comparison result is that the energy replenishment and temperature regulation supply power is less than or equal to the energy replenishment demand power of the battery pack of the flying object, the energy replenishment and temperature regulation supply power is preferentially allocated to the power battery of the flying object for dynamic energy replenishment.

[0167] Since the priority is set to first meet the energy replenishment demand of the power battery of the flying body, the remaining power is used for dynamic temperature control. The energy replenishment and temperature control supply power is less than or equal to the energy replenishment demand power of the flying body battery pack. Therefore, the energy replenishment and temperature control supply power is allocated to the power battery of the flying body for dynamic energy replenishment, giving priority to the energy replenishment demand of the flying body battery pack, and no additional power allocation is performed.

[0168] Specifically, in a second feasible implementation of this embodiment, the distribution of the energy replenishment and temperature regulation supply power is dynamically adjusted based on the comparison result, and the step S43 of dynamically replenishing or dynamically replenishing the power battery of the flying object may include steps A21 to A23:

[0169] Step A21, when the comparison result is that the energy replenishment and temperature regulation supply power is less than the maximum energy replenishment demand power of the battery pack of the flying body and is not less than the energy replenishment demand power of the battery pack of the flying body, determining a third allocation ratio of the energy replenishment and temperature regulation supply power to the power battery of the flying body according to the energy replenishment demand power of the battery pack of the flying body;

[0170] Since the priority is set to the energy replenishment and temperature regulation supply power to first meet the energy replenishment demand of the flying body power battery, and the energy replenishment and temperature regulation supply power is less than the maximum energy replenishment demand power of the flying body battery pack and not less than the energy replenishment demand power of the flying body battery pack, the energy replenishment and temperature regulation supply power is first allocated to the flying body power battery, and the power quota of the energy replenishment and temperature regulation supply power allocated to the flying body power battery is the size of the energy replenishment demand power of the flying body battery pack. The proportion of the power quota allocated to the flying body power battery to the energy replenishment and temperature regulation supply power is the third allocation ratio.

[0171] Step A22, determining a fourth allocation ratio of the energy replenishment and temperature regulation supply power to be allocated to the flight battery thermal management system according to the third allocation ratio;

[0172] The remaining power after the energy replenishment and temperature adjustment power is used to dynamically adjust the temperature after first meeting the energy replenishment demand of the power battery of the flying body, so as to adjust the flight battery thermal management system to the optimal energy replenishment temperature. The proportion of the remaining power after the energy replenishment and temperature adjustment power is allocated to the flying body battery pack to the overall energy replenishment and temperature adjustment power is the fourth allocation ratio.

[0173] Step A23, allocating the energy replenishment and temperature regulation supply power according to the third allocation ratio and the fourth allocation ratio, and performing dynamic temperature regulation and energy replenishment on the power battery of the flying object.

[0174] The energy replenishment and temperature regulation supply power is allocated according to the third allocation ratio and the fourth allocation ratio, that is, the energy replenishment demand of the battery pack of the flying body is prioritized. After the energy replenishment demand of the battery pack of the flying body is met, the remaining power is used to adjust the battery temperature to the optimal energy replenishment temperature, thereby realizing dynamic temperature regulation and energy replenishment of the power battery of the flying body.

[0175] Specifically, in a third feasible implementation of this embodiment, the distribution of the energy replenishment and temperature regulation supply power is dynamically adjusted based on the comparison result, and the step S43 of dynamically replenishing or dynamically replenishing the power battery of the flying object may include steps A31 to A36:

[0176] Step A31, when the comparison result is that the energy replenishment temperature regulation supply power is greater than or equal to the maximum energy replenishment demand power of the battery pack of the flying object, determining the optimal energy replenishment temperature of the flight battery thermal management system of the flying object according to the battery performance diagram and the driving condition;

[0177] Analyze the battery performance diagram to determine the optimal balance between the efficiency and life of the flight battery of the flying body. Combined with the current driving conditions, determine the optimal charging temperature of the flight power battery thermal management system under specific driving conditions.

[0178] Step A32, determining a first allocation ratio of the energy replenishment temperature adjustment supply power to the flight battery thermal management system according to the optimal energy replenishment temperature;

[0179] The energy replenishment and temperature regulation supply power is preferentially allocated to the flight battery thermal management system so that the temperature of the flight battery thermal management system rises to the optimal energy replenishment temperature. The first allocation ratio is the ratio of the power required to increase the temperature of the flight battery thermal management system to the optimal energy replenishment temperature in the energy replenishment and temperature regulation supply power.

[0180] Step A33, determining a fifth allocation ratio of the energy replenishment and temperature regulation supply power to be allocated to the power battery of the flying object for dynamic energy replenishment according to the first allocation ratio;

[0181] Since the energy compensation and temperature adjustment supply power is less than the energy compensation and temperature adjustment demand power, after the energy compensation and temperature adjustment supply power is allocated according to the first allocation ratio, the proportion of the remaining energy compensation and temperature adjustment supply power to the overall energy compensation and temperature adjustment supply power is the fifth allocation ratio.

[0182] Step A34, judging in real time the stepwise changes of the power of the flying body power battery and the power replenishment demand of the flying body power battery based on the battery performance diagram and the driving condition;

[0183] Due to the distribution of energy replenishment and temperature control supply power, the temperature of the aircraft body power battery and the battery thermal management system have changed to a certain extent compared with before. In order to more reasonably utilize the energy replenishment and temperature control supply power, it is necessary to adjust the distribution ratio so as to achieve dynamic temperature control or dynamic energy replenishment and temperature control.

[0184] According to the battery performance diagram and driving conditions, the step-by-step changes in the power battery capacity and energy replenishment demand of the flying body are judged in real time, and the distribution ratio is adjusted according to the step-by-step changes to achieve the optimal time for temperature control and flying body energy replenishment.

[0185] Step A35, dynamically adjusting the first allocation ratio and the fifth allocation ratio according to the stepwise change;

[0186] After power distribution to the flying body power battery is performed, the heat-to-work conversion causes the temperature of the flying body power battery to change. When it is found according to the step-by-step change that the flying body power battery reaches the optimal charging temperature, the first distribution ratio and the fifth distribution ratio are adjusted.

[0187] Step A36, dynamically replenishing energy and adjusting the temperature of the power battery of the flying object according to the dynamic adjustment of the first allocation ratio and the fifth allocation ratio.

[0188] When the power battery of the flying body reaches the optimal charging temperature, the energy replenishment temperature control supply power will give priority to meeting the energy replenishment demand under the current temperature and SOC conditions of the flying body battery pack. Referring to the charging performance diagram, the remaining power is allocated to the flying battery thermal management system to ensure the optimal temperature for energy replenishment. The first allocation ratio and the fifth allocation ratio change, and dynamic energy replenishment of the power battery is achieved according to the dynamic adjustment of the allocation ratio.

[0189] In this embodiment, the demand state of the flying object is that it needs energy replenishment but does not need temperature adjustment, or that it needs both energy replenishment and temperature adjustment, and the energy replenishment and temperature adjustment supply power is less than the energy replenishment and temperature adjustment demand power. In order to clarify the risk level, optimize energy management, and implement a dynamic energy replenishment and temperature adjustment strategy that is more in line with the actual situation, the three situations of the comparison results of the maximum energy replenishment demand power of the flying object battery pack, the energy replenishment and temperature adjustment supply power, and the energy replenishment demand power of the flying object battery pack are discussed separately, and the situation where the energy replenishment and temperature adjustment supply power is less than the energy replenishment and temperature adjustment demand power is subdivided, so that the flying object can more conveniently reach the best take-off conditions and achieve the optimal time for temperature adjustment and flying object energy replenishment.

[0190] Reference Figure 5 , Figure 5 A brief flowchart of the flight body energy replenishment and temperature control provided by the aircraft in-flight control method of this application. Figure 5 , the overall process of energy replenishment and temperature regulation of the flying body is explained.

[0191] like Figure 5 As shown, firstly, the flying body energy replenishment and temperature regulation start instruction is received.

[0192] When the land body and the flying body are in a combined state, the energy charging and temperature adjustment setting switch on the central control screen of the aircraft is triggered by the user, so that the vehicle computer sends a command to turn on the energy charging and temperature adjustment function, and the aircraft as a whole receives the energy charging and temperature adjustment start-up command sent by the vehicle computer.

[0193] Furthermore, key information of the flying body and the land body is obtained according to the energy replenishment and temperature regulation start-up instructions.

[0194] In order to obtain key data, various sensors are usually installed on the land body and the flying body to measure temperature, battery status, energy usage, etc. When the energy replenishment and temperature adjustment command is triggered, the raw data of the land body and the flying body are read from the sensor, and the raw data of the sensor is processed and analyzed to obtain the key data of the land body and the flying body.

[0195] Furthermore, the power that the terrestrial body can supply to the flying body for energy replenishment and temperature regulation is calculated.

[0196] The maximum power that the aircraft's land body can provide is calculated based on the key data obtained, which is related to the land body's power battery and the land body's range extender. The temperature control power required by the aircraft under specific working conditions is calculated based on the key data related to the flight battery thermal management system.

[0197] Furthermore, the supply-demand relationship between the power supplied by the terrestrial body and the power required by the flying body is determined.

[0198] The energy supply power and the temperature control required power are matched to determine whether the land body supply power can meet the required power of the flying body.

[0199] Furthermore, the current state of the flying object is determined based on the key information.

[0200] After obtaining the key data of the flying body and the land body according to the energy replenishment and temperature control instructions, the demand state of the flying body is further judged according to the key data of the flying body. The demand state of the flying body includes three situations, namely: the flying body power battery does not need energy replenishment but only needs temperature control, the flying body power battery does not need temperature control but only needs energy replenishment, and the flying body power battery needs both energy replenishment and temperature control.

[0201] Finally, power is allocated and dynamically adjusted according to the current state of the flying body and the relationship between supply and demand.

[0202] According to the supply and demand relationship between the energy replenishment and temperature regulation supply power and the energy replenishment and temperature regulation demand power, the aircraft power battery is recharged and temperature regulated in combination with the demand status of the flying body. During the energy replenishment and temperature regulation process, the energy replenishment and temperature regulation supply power is dynamically adjusted, so that the energy replenishment and temperature regulation of the flying body's power battery is not a fixed process, but a dynamic process, achieving the optimal temperature regulation and flying body recharge time, and the flying body reaches the best take-off conditions more quickly and conveniently.

[0203] This application also provides an aircraft in-flight control device, please refer to Figure 6 , the aircraft in-transit control device comprises:

[0204] The command receiving module 10 is used to receive the energy replenishment and temperature adjustment command when the land body and the flying body are in a combined state;

[0205] The user triggers the energy charging and temperature adjustment setting switch on the central control screen of the aircraft, so that the vehicle computer sends a command to turn on the energy charging and temperature adjustment function. It monitors a specific communication channel, and once a message is received from the vehicle computer, it will parse the received message and extract the energy charging and temperature adjustment command.

[0206] A key data acquisition module 20, which acquires key data of the terrestrial body and the flying body based on the energy replenishment and temperature adjustment instruction;

[0207] After receiving the energy replenishment and temperature adjustment command sent by the vehicle computer, the key data of the aircraft is obtained according to the energy replenishment and temperature adjustment command, including the key data corresponding to the flying body and the land body respectively.

[0208] A demand state determination module 30, which determines the demand state of the flying object according to the key data;

[0209] After obtaining the key data of the flying body and the land body according to the energy replenishment and temperature control instructions, the demand state of the aircraft is further judged according to the key data of the flying body. The demand state of the aircraft includes three situations, namely: the power battery of the flying body does not need energy replenishment but only needs temperature control, the power battery of the flying body does not need temperature control but only needs energy replenishment, and the power battery of the flying body needs both energy replenishment and temperature control.

[0210] A calculation module 40 calculates the energy replenishment and temperature regulation supply power of the terrestrial body and the energy replenishment and temperature regulation demand power of the flying body according to the key data;

[0211] Determine the supply and demand relationship between the power supplied by the terrestrial body and the power required by the flying body, calculate the energy replenishment and temperature regulation supply power that the aircraft's terrestrial body can supply to the flying body and the energy replenishment and temperature regulation required power of the aircraft's flying body based on the key data of the flying body and the terrestrial body, transform the abstract judgment of the supply and demand relationship into intuitive data comparison, avoid subjective assumptions and fuzzy judgments, provide strong support for energy replenishment and temperature regulation decisions, and make the judgment of the supply and demand relationship between the power supplied by the terrestrial body and the power required by the flying body more accurate and convenient.

[0212] The dynamic energy replenishment and temperature regulation module 50 dynamically replenishes energy and / or dynamically regulates the temperature of the power battery of the flying object based on the energy replenishment and temperature regulation supply power, the energy replenishment and temperature regulation demand power, and the demand state.

[0213] According to the supply and demand relationship between the energy replenishment and temperature regulation supply power and the energy replenishment and temperature regulation required power, the aircraft power battery is replenished and temperature regulated in combination with the demand state of the flying body.

[0214] The aircraft in-transit control device provided by the present application adopts the aircraft in-transit control method in the above embodiment, which can solve the technical problem of aircraft in-transit control. Compared with the prior art, the beneficial effects of the aircraft in-transit control device provided by the present application are the same as the beneficial effects of the aircraft in-transit control method provided by the above embodiment, and the other technical features of the aircraft in-transit control device are the same as the features disclosed in the above embodiment method, which will not be repeated here.

[0215] The present application provides an aircraft in-transit control device, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the aircraft in-transit control method in the above-mentioned embodiment one.

[0216] Reference below Figure 7, which shows a schematic diagram of the structure of an aircraft in-transit control device suitable for implementing the embodiment of the present application. The aircraft in-transit control device in the embodiment of the present application may include but is not limited to mobile terminals such as mobile phones, laptop computers, digital broadcast receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Descriptions), PMPs (Portable Media Players), vehicle-mounted terminals (such as vehicle-mounted navigation terminals), etc., and fixed terminals such as digital TVs, desktop computers, etc. Figure 7 The aircraft in-transit control device shown is merely an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0217] like Figure 7 As shown, the aircraft in-transit control device may include a processing device 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 1002 or a program loaded from a storage device 1003 to a random access memory (RAM) 1004. Various programs and data required for the operation of the aircraft in-transit control device are also stored in the RAM 1004. The processing device 1001, the ROM 1002, and the RAM 1004 are connected to each other via a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems may be connected to the I / O interface 1006: input devices 1007 including, for example, a touch screen, a touchpad, a keyboard, a mouse, an image sensor, a microphone, an accelerometer, a gyroscope, etc.; output devices 1008 including, for example, a liquid crystal display (LCD), a speaker, a vibrator, etc.; storage devices 1003 including, for example, a magnetic tape, a hard disk, etc.; and communication devices 1009. The communication device 1009 may allow the aircraft in-transit control device to communicate wirelessly or wired with other devices to exchange data. Although the figure shows an aircraft in-transit control device with various systems, it should be understood that it is not required to implement or have all the systems shown. More or fewer systems may be implemented or have instead.

[0218] In particular, according to the embodiments disclosed in the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, the embodiments disclosed in the present application include a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network through a communication device, or installed from a storage device 1003, or installed from a ROM 1002. When the computer program is executed by the processing device 1001, the above-mentioned functions defined in the method of the embodiment disclosed in the present application are executed.

[0219] The aircraft in-transit control device provided by the present application adopts the aircraft in-transit control method in the above embodiment, which can solve the technical problem of aircraft in-transit control. Compared with the prior art, the beneficial effects of the aircraft in-transit control device provided by the present application are the same as the beneficial effects of the aircraft in-transit control method provided by the above embodiment, and the other technical features of the aircraft in-transit control device are the same as the features disclosed in the method of the previous embodiment, which will not be repeated here.

[0220] It should be understood that the various parts disclosed in this application can be implemented by hardware, software, firmware or a combination thereof. In the description of the above embodiments, specific features, structures, materials or characteristics can be combined in any one or more embodiments or examples in a suitable manner.

[0221] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

[0222] The present application provides a computer-readable storage medium having computer-readable program instructions (ie, computer programs) stored thereon, wherein the computer-readable program instructions are used to execute the aircraft in-transit control method in the above-mentioned embodiment.

[0223] The computer-readable storage medium provided in the present application may be, for example, a USB flash drive, but is not limited to electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, systems or devices, or any combination of the above. More specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in combination with an instruction execution system, system or device. The program code contained on the computer-readable storage medium may be transmitted using any appropriate medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination of the above.

[0224] The computer-readable storage medium may be included in the aircraft in-transit control device; or may exist independently without being assembled into the aircraft in-transit control device.

[0225] The above-mentioned computer-readable storage medium carries one or more programs. When the above-mentioned one or more programs are executed by the aircraft in-transit control device, the aircraft in-transit control device: receives energy replenishment and temperature regulation instructions when the land body and the flying body are in a combined state; obtains key data of the land body and the flying body based on the energy replenishment and temperature regulation instructions; determines the required state of the flying body according to the key data; calculates the energy replenishment and temperature regulation supply power of the land body and the energy replenishment and temperature regulation required power of the flying body according to the key data; and dynamically replenishes energy and / or dynamically regulates the temperature of the power battery of the flying body based on the energy replenishment and temperature regulation supply power, the energy replenishment and temperature regulation required power, and the required state.

[0226] Computer program code for performing the operations of the present application may be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, as a separate software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0227] The flow chart and block diagram in the accompanying drawings illustrate the possible architecture, function and operation of the system, method and computer program product according to various embodiments of the present application. In this regard, each square box in the flow chart or block diagram can represent a module, a program segment or a part of a code, and the module, the program segment or a part of the code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the square box can also occur in a sequence different from that marked in the accompanying drawings. For example, two square boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each square box in the block diagram and / or flow chart, and the combination of the square boxes in the block diagram and / or flow chart can be implemented with a dedicated hardware-based system that performs a specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0228] The modules involved in the embodiments described in this application may be implemented by software or hardware, wherein the name of the module does not constitute a limitation on the unit itself in some cases.

[0229] The readable storage medium provided in the present application is a computer-readable storage medium, which stores computer-readable program instructions (i.e., computer programs) for executing the above-mentioned aircraft in-transit control method, and can solve the technical problem of aircraft in-transit control. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in the present application are the same as the beneficial effects of the aircraft in-transit control method provided in the above-mentioned embodiment, and will not be repeated here.

[0230] The present application also provides a computer program product, including a computer program, which implements the steps of the above-mentioned aircraft in-transit control method when executed by a processor.

[0231] The computer program product provided by the present application can solve the technical problem of in-transit control of an aircraft. Compared with the prior art, the beneficial effects of the computer program product provided by the present application are the same as the beneficial effects of the in-transit control method of an aircraft provided by the above embodiment, and will not be described in detail here.

[0232] The above descriptions are only some embodiments of the present application, and are not intended to limit the patent scope of the present application. All equivalent structural changes made using the contents of the present application specification and drawings under the technical concept of the present application, or direct / indirect applications in other related technical fields are included in the patent protection scope of the present application.

Claims

1. A method for controlling an aircraft in transit, characterized in that: The method is applied to a two-part extended-range aircraft, the extended-range aircraft comprising a land body and a flying body, and comprises: When the land body and the flying body are in a combined state, receiving an energy replenishment and temperature adjustment instruction; Acquire key data of the terrestrial body and the flying body based on the energy replenishment and temperature regulation instructions; Determining the required state of the flying object according to the key data; Calculate the energy replenishment and temperature regulation supply power of the terrestrial body and the energy replenishment and temperature regulation required power of the flying body according to the key data; Based on the energy replenishment and temperature regulation supply power, the energy replenishment and temperature regulation demand power, and the demand status, the power battery of the flying object is dynamically replenished and / or dynamically temperature regulated.

2. The method according to claim 1, characterized in that The key data includes one or more of the current maximum power generation of the range extender, the current output power of the land vehicle battery pack, the current total load power consumption of the land vehicle, the maximum energy replenishment power required by the flying vehicle battery pack, and the maximum temperature regulation power required by the flying vehicle battery thermal management. The step of calculating the energy replenishment and temperature regulation supply power of the land vehicle and the energy replenishment and temperature regulation power required by the flying vehicle according to the key data includes: The energy replenishment and temperature regulation supply power of the land vehicle is calculated according to the current maximum power generation of the range extender, the current output power of the land vehicle battery pack, and the current total load power consumption of the land vehicle; The energy replenishment and temperature regulation power requirement of the flying body is calculated according to the maximum energy replenishment and temperature regulation power requirement of the flying body battery pack and the maximum temperature regulation power requirement of the flying body battery thermal management.

3. The method according to claim 1, characterized in that The key data includes the target cell temperature of the battery pack of the flying body and the current cell temperature of the battery pack of the flying body. Before the step of dynamically recharging and / or dynamically regulating the temperature of the power battery of the flying body based on the energy recharging and temperature regulating supply power, the energy recharging and temperature regulating demand power, and the demand state, the step further includes: Calculate the temperature difference according to the target battery cell temperature of the flying body battery pack and the current battery cell temperature of the flying body battery pack; determining a temperature difference gradient according to the temperature difference; The temperature control required power of the flight battery thermal management system of the aircraft is calculated based on the temperature difference gradient.

4. The method according to claim 3, characterized in that The step of dynamically recharging and / or dynamically regulating the temperature of the power battery of the flying object based on the energy recharging and temperature regulating supplied power, the energy recharging and temperature regulating required power, and the required state comprises: When the demand state is that energy replenishment and temperature adjustment are not required, determining whether the energy replenishment and temperature adjustment supply power is greater than or equal to the energy replenishment and temperature adjustment demand power; The power battery of the flying object is dynamically temperature-controlled based on a judgment result of whether the energy replenishment and temperature control supply power is greater than or equal to the energy replenishment and temperature control required power, the temperature control required power of the flying battery thermal management system, and the temperature difference.

5. The method according to claim 2, characterized in that The step of dynamically recharging and / or dynamically regulating the temperature of the power battery of the flying object based on the energy recharging and temperature regulating supplied power, the energy recharging and temperature regulating required power, and the required state comprises: When the demand state is that energy replenishment is required but temperature adjustment is not required, or both energy replenishment and temperature adjustment are required, obtaining a battery performance diagram and a driving condition of the aircraft; Determine whether the energy supplement and temperature regulation supply power is greater than or equal to the energy supplement and temperature regulation demand power; If the energy replenishment and temperature regulation supply power is greater than or equal to the energy replenishment and temperature regulation demand power, dynamically adjusting the distribution of the energy replenishment and temperature regulation supply power according to the battery performance diagram and the driving condition, and dynamically replenishing or dynamically regulating the temperature of the power battery of the flying object; If the energy replenishment and temperature regulation supply power is less than the energy replenishment and temperature regulation demand power, the distribution of the energy replenishment and temperature regulation supply power is dynamically adjusted according to the battery performance diagram, the driving conditions, and the maximum energy replenishment demand power of the flying body battery pack, and the power battery of the flying body is dynamically replenished or dynamically temperature regulated.

6. The method according to claim 5, characterized in that The step of dynamically adjusting the distribution of the energy replenishment and temperature regulation supply power according to the battery performance diagram and the driving condition, and dynamically replenishing or dynamically regulating the temperature of the power battery of the flying object comprises: Determining an optimal charging temperature of a flight battery thermal management system of the flying object according to the battery performance diagram and the driving condition; Determining a first allocation ratio of the energy replenishment temperature regulation supply power to be allocated to the flight battery thermal management system according to the optimal energy replenishment temperature; Determining a second allocation ratio of the energy replenishment and temperature regulation supply power to be allocated to the power battery of the flying object for dynamic energy replenishment according to the first allocation ratio; Based on the battery performance diagram and the driving condition, real-time judgment of the step-by-step changes in the power battery capacity of the flying body and the power battery replenishment demand of the flying body; Dynamically adjusting the first allocation ratio and the second allocation ratio according to the stepwise change; Dynamic energy replenishment or dynamic energy replenishment temperature adjustment is performed on the power battery of the flying object according to the dynamic adjustment of the first allocation ratio and the second allocation ratio.

7. The method according to claim 5, characterized in that The step of dynamically adjusting the distribution of the energy replenishment and temperature regulation supply power according to the battery performance diagram, the driving condition, and the maximum energy replenishment demand power of the battery pack of the flying object, and dynamically replenishing or dynamically regulating the energy replenishment and temperature of the power battery of the flying object includes: Determine the required power for recharging the battery pack of the flying object according to the battery performance diagram and the driving condition; Compare the maximum energy replenishment demand power of the flying body battery pack, the energy replenishment temperature adjustment supply power, and the energy replenishment demand power of the flying body battery pack to obtain a comparison result; Based on the comparison result, the distribution of the energy replenishment and temperature regulation supply power is dynamically adjusted to dynamically replenish energy or dynamically replenish the temperature of the power battery of the flying object.

8. The method according to claim 7, characterized in that The step of dynamically adjusting the distribution of the energy replenishment and temperature regulation supply power based on the comparison result, and dynamically replenishing or dynamically replenishing the power battery of the flying object comprises: When the comparison result is that the energy replenishment and temperature regulation supply power is less than or equal to the energy replenishment demand power of the battery pack of the flying object, the energy replenishment and temperature regulation supply power is preferentially allocated to the power battery of the flying object for dynamic energy replenishment.

9. The method according to claim 7, characterized in that The step of dynamically adjusting the distribution of the energy replenishment and temperature regulation supply power based on the comparison result, and dynamically replenishing or dynamically replenishing the power battery of the flying object comprises: When the comparison result is that the energy replenishment and temperature regulation supply power is less than the maximum energy replenishment demand power of the flying body battery pack and not less than the energy replenishment demand power of the flying body battery pack, determining a third allocation ratio of the energy replenishment and temperature regulation supply power to the power battery of the flying body according to the energy replenishment demand power of the flying body battery pack; Determining a fourth allocation ratio of the energy replenishment and temperature regulation supply power to the flight battery thermal management system according to the third allocation ratio; The energy replenishment and temperature regulation supply power is allocated according to the third allocation ratio and the fourth allocation ratio, and dynamic temperature regulation and energy replenishment are performed on the power battery of the flying object.

10. The method according to claim 7, characterized in that The step of dynamically adjusting the distribution of the energy replenishment and temperature regulation supply power based on the comparison result, and dynamically replenishing or dynamically replenishing the power battery of the flying object comprises: When the comparison result is that the energy replenishment temperature regulation supply power is greater than or equal to the maximum energy replenishment demand power of the battery pack of the flying object, determining the optimal energy replenishment temperature of the flight battery thermal management system of the flying object according to the battery performance diagram and the driving condition; Determining a first allocation ratio of the energy replenishment temperature regulation supply power to be allocated to the flight battery thermal management system according to the optimal energy replenishment temperature; Determining a fifth allocation ratio of the energy replenishment and temperature regulation supply power to be allocated to the power battery of the flying object for dynamic energy replenishment according to the first allocation ratio; Based on the battery performance diagram and the driving condition, real-time judgment of the step-by-step changes in the power battery capacity of the flying body and the power battery replenishment demand of the flying body; Dynamically adjusting the first allocation ratio and the fifth allocation ratio according to the stepwise change; Dynamic energy replenishment and temperature adjustment are performed on the power battery of the flying object according to the dynamic adjustment of the first allocation ratio and the fifth allocation ratio.

11. A storage medium, characterized in that: The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, the steps of the in-transit aircraft control method according to any one of claims 1 to 10 are implemented.

12. A computer program product, characterized in that The computer program product comprises a computer program, and when the computer program is executed by a processor, the steps of the in-transit aircraft control method according to any one of claims 1 to 10 are implemented.

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