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

Abstract

The present application discloses an in-transit control method for an aircraft, a storage medium, and a computer program product, relating to the field of battery power technology. The method comprises: receiving an energy replenishment and temperature control instruction when a land body and a flying body are in a combined state; obtaining key data of the land body and the flying body based on the energy replenishment and temperature control instruction; determining the required state of the flying body based on the key data; calculating the energy replenishment and temperature control supply power of the land body and the energy replenishment and temperature control required power of the flying body based on the key data; and dynamically replenishing energy and / or dynamically controlling the temperature of the power battery of the flying body based on the energy replenishment and temperature control supply power, the energy replenishment and temperature control required power, and the required state. The land body is used to dynamically replenish energy and control the temperature of the power battery of the flying body, thereby optimizing the time for temperature and energy replenishment, and enabling the flying body to more conveniently reach the best takeoff conditions.

Description

Technical Field

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

[0002] A two-part extended-range aircraft (ERA) consists of two relatively independent parts: the ground unit and the flying unit. The flying unit's power battery is the key energy source for flight. The performance and condition of the power battery are directly related to the safety and performance of the aircraft. During split flight, insufficient power, excessively high or low temperature in the power battery can lead to a decrease in performance and even failure to complete the mission. Therefore, it is particularly important to ensure that the aircraft can achieve optimal takeoff conditions during split flight and that the power battery charge and temperature are at target values ​​suitable for flight during split flight. However, currently, the main method of ensuring optimal takeoff conditions is to recharge and temperature the aircraft through independent charging stations or charging equipment. However, using independent charging stations is cumbersome and requires certain 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 more conveniently reach the optimal take-off conditions has become a problem that needs to be solved urgently.

[0004] The above content is only used to assist in understanding the technical solution of this application and does not constitute an admission that the above content is 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-based body to replenish energy and adjust the temperature of the power battery of the aircraft when the aircraft is in a combined state, so that the aircraft can more conveniently reach the optimal take-off conditions.

[0006] To achieve the above objectives, the present application proposes an in-transit aircraft control method, which is applied to a two-part extended-range aircraft, the extended-range aircraft comprising a terrestrial body and a flying body. The method comprises:

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

[0008] Acquiring 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] 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;

[0011] Dynamic energy replenishment and / or dynamic temperature regulation are performed on the power battery of the flying object based on the energy replenishment and temperature regulation supplied power, the energy replenishment and temperature regulation required power, and the required state.

[0012] In one embodiment, the key data includes one or more of the following: 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 requirement of the flying vehicle battery pack, and the maximum temperature control power requirement of the flying vehicle battery thermal management. The step of calculating the energy replenishment and temperature control supply power of the land vehicle and the energy replenishment and temperature control power requirement of the flying vehicle based on 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 power 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 object is calculated according to the maximum energy replenishment power requirement of the flying object battery pack and the maximum temperature regulation power requirement of the flying object battery thermal management.

[0015] In one embodiment, the key data includes a target cell temperature of a battery pack of the flying object and a current cell temperature of the battery pack of the flying object. Before 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 regulation supply power, the energy recharging and temperature regulation demand power, and the demand state, the step includes:

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

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

[0018] The temperature control power requirement 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 regulation supplied power, the energy recharging and temperature regulation required power, and the required state includes:

[0020] When the demand state is that energy replenishment is 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;

[0021] Dynamically adjust the temperature of the power battery of the flying object based on a determination result of whether the energy replenishment and temperature regulation supplied power is greater than or equal to the energy replenishment and temperature regulation required power, the temperature regulation required power of the flight 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 regulation supplied power, the energy recharging and temperature regulation required power, and the required state includes:

[0023] 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;

[0024] Determining whether the energy replenishment and temperature regulation supply power is greater than or equal to the energy replenishment 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 map 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 object battery pack, and the power battery of the flying object 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 energy replenishment and temperature of the power battery of the flying object includes:

[0028] determining an optimal charging temperature for the 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 and temperature regulation supply power to the flight battery thermal management system according to the optimal energy replenishment temperature;

[0030] Determining, based on the first allocation ratio, 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;

[0031] Based on the battery performance diagram and the driving condition, a stepwise change in the power level of the flying body power battery and the power replenishment demand of the flying body power battery is determined in real time;

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

[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 distribution ratio and the second distribution ratio.

[0034] In one embodiment, the step of dynamically adjusting the distribution of the energy replenishment and temperature regulation supply power based on the battery performance diagram, the driving conditions, and the maximum energy replenishment power requirement 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:

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

[0036] Comparing the maximum required power of the flying object battery pack, the energy replenishment temperature control supply power, and the required power of the flying object 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 regulate 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 to dynamically replenish energy or dynamically regulate the temperature of the power battery of the flying object includes:

[0039] When the comparison result shows 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 to dynamically replenish energy or dynamically regulate the temperature of the power battery of the flying object includes:

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

[0042] determining a fourth allocation ratio for allocating the energy replenishment and temperature regulation supply power to the flight battery thermal management system based on 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 to dynamically replenish energy or dynamically regulate the temperature of the power battery of the flying object includes:

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

[0046] determining a first allocation ratio of the energy replenishment and temperature regulation supply power 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, a stepwise change in the power level of the flying body power battery and the power replenishment demand of the flying body power battery is determined in real time;

[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 the 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, it implements the steps of the aircraft in-transit control method as described above.

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

[0054] When the flying body and the terrestrial body of the aircraft are in a combined state, key data of the flying body and the terrestrial body are obtained based on received energy replenishment and temperature control instructions, and the demand state of the flying body is determined based on the key data so that corresponding targeted energy replenishment and temperature control can be performed subsequently. The energy replenishment and temperature control supply power that the terrestrial body can provide to the flying body and the energy replenishment and temperature control demand power required for the flying body to achieve optimal takeoff conditions are calculated based on the obtained key data. 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, the distribution of the energy replenishment and temperature control supply power is dynamically adjusted in combination with the demand state of the flying body to achieve dynamic energy replenishment and / or dynamic temperature control of the flying body's power battery. Dynamically adjusting the distribution of the energy replenishment and temperature control supply power, and thus optimizing the temperature control and flight energy replenishment time for the dynamic energy replenishment and / or dynamic temperature control of the flying body's power battery, allows the terrestrial body to perform energy replenishment and temperature control on the flying body in the combined state, so that the separated flying body can more easily achieve optimal takeoff conditions 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 following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

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

[0058] Figure 2 A flowchart of the third embodiment of the aircraft in-transit control method of the present application is provided;

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

[0060] Figure 4 A schematic diagram of a simplified process for dynamically recharging or dynamically recharging the temperature of a power battery of an aircraft, provided in accordance with 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 explained 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 merely used to explain the technical solutions of the present application and are not intended 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 this embodiment is to determine key data of the terrestrial and aerial bodies by receiving energy replenishment and temperature control instructions when the terrestrial and aerial bodies are combined. Based on this key data, the demand state of the aerial body is determined. Based on this key data, the energy replenishment and temperature control supply power that the terrestrial body can provide to the aerial body is calculated, as well as the energy replenishment and temperature control power required for the aerial body to achieve optimal takeoff conditions. Based on the supply-demand relationship between the total energy replenishment and temperature control power and the energy replenishment and temperature control power requirement, and in conjunction with the demand state of the aerial body, the aerial body's power battery is dynamically replenished and / or temperature controlled.

[0068] The embodiments of the present application take into account that the performance and status of the power battery of the flying body of a range-extended aircraft with a two-split configuration are directly related to flight safety. During split flight, if the power battery of the flying body is insufficiently charged, or the temperature is too high or too low, the performance of the flying body may be reduced, or even the flight mission may not be completed. Therefore, it is particularly important to ensure that the flying body can achieve optimal takeoff conditions during split flight and that the power battery charge and temperature of the flying body are maintained at target values ​​suitable for flight during split flight. When the aircraft is in the combined state, the land body is used to replenish energy and adjust the temperature of the flying body power battery, so that the aircraft does not need to rely on fixed charging piles or charging stations. While increasing the convenience and flexibility of use, it 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 to obtain the key data of the aircraft through the energy replenishment and temperature control instructions, calculate 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 based on the key data, and determine 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, combined with the demand state of the aircraft, the power battery of the flying body is 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 embodiment of the present application provides a method for controlling an aircraft in transit, referring to Figure 1 , Figure 1 This is a flowchart of the first embodiment of the aircraft in-flight control method of the present application.

[0071] In this embodiment, the method for controlling an aircraft in transit includes steps S10 to S50:

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

[0073] When the ground and air bodies are combined, the user triggers the power charging and temperature control switch on the aircraft's central control screen, causing the vehicle computer to send a command to activate the power charging and temperature control function. To ensure reliable transmission and interpretation of the command data, the vehicle computer encapsulates the power charging and temperature control activation command into a message and sends it to the relevant aircraft control unit via the aircraft's internal communication network. The aircraft monitors a specific communication channel. Once a message is received from the vehicle computer, it parses it and extracts the power charging and temperature control command.

[0074] Understandably, actual aircraft communication systems can be more complex, involving more modules and communication protocols, and the process of obtaining charging and temperature control instructions is also more complex. Therefore, encapsulating charging and temperature control instructions into messages and parsing them is a simplification, illustrating only the basic communication and control process, and does not represent the entire process of the aircraft receiving charging and temperature control instructions sent by the vehicle computer.

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

[0076] After receiving the charging and temperature control command sent by the vehicle computer, the key data of the aircraft is obtained according to the charging and temperature control command, including key data corresponding to the aircraft body and the land body. Among them, the key data of the aircraft body includes but is not limited to: the target cell temperature of the aircraft body battery pack, the current cell temperature of the aircraft body battery pack, the charging power required by the aircraft body battery pack, the maximum charging power required by the aircraft body battery pack, and the thermal management power required by the aircraft body battery; the key data of the land body includes but is 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, and the current output power of the land body battery pack.

[0077] To obtain critical data, terrestrial and aerial vehicles are typically equipped with various sensors to measure temperature, battery status, energy usage, and more. When the energy replenishment and temperature control command is triggered, the sensors read the raw data from the terrestrial and aerial vehicles and perform processing and analysis to obtain the critical data from the terrestrial and aerial vehicles.

[0078] Step S30: Determine the required state of the flying object based on the key data

[0079] After acquiring key data from the aircraft and ground units based on the charging and temperature control instructions, the aircraft's demand state is further determined based on the aircraft's key data. For example, when the current cell temperature of the aircraft's battery pack reaches the optimal charging temperature, the aircraft's current state is that it only requires charging and no temperature control. The aircraft's demand state can be divided into three scenarios: the aircraft's power battery only requires charging and no temperature control, the aircraft's power battery only requires charging and no temperature control, and the aircraft's power battery requires both charging and temperature control.

[0080] Based on key data, the aircraft's demand status is determined, providing a precise strategy for subsequent targeted battery replenishment and temperature control. This precision means more efficient energy use, avoiding energy waste, and improving battery performance and lifespan.

[0081] Step S40, calculating the energy replenishment and temperature regulation supply power of the terrestrial object and the energy replenishment and temperature regulation required power of the flying object based on the key data;

[0082] The energy supply and temperature control power is the total power that the ground body of the aircraft can provide to the flying body for energy supply and temperature control. The energy supply and temperature control power requirement is the energy supply and temperature control power required by the flying body of the aircraft to achieve optimal 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 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 are calculated based on the key data of the flying body and the terrestrial body obtained. The abstract judgment of the supply and demand relationship is transformed into an intuitive data comparison, avoiding subjective conjecture and fuzzy judgment, providing strong support for energy replenishment and temperature regulation decision-making, and making 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 vehicle can provide is calculated based on the acquired key data related to the vehicle's power battery and range extender. Furthermore, the required temperature control power for the aircraft under specific operating conditions is calculated based on the key data related to the flight battery thermal management system. Finally, the energy supply power is matched with the required temperature control power to determine whether the land vehicle's supply power can meet the aircraft's required power.

[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's power system, the impact of temperature on battery performance, and energy consumption during flight. In addition, the specific calculation method may vary depending on the aircraft model, design, and system configuration.

[0086] Step S50 , dynamically recharge and / or dynamically regulate the temperature of the power battery of the flying object based on the energy recharge and temperature regulation supplied power, the energy recharge and temperature regulation required power, and the required state.

[0087] Based on the supply-demand relationship between the supplied power and the required power for energy and temperature regulation, and taking into account the aircraft's demand status, the aircraft's power battery is recharged and temperature-regulated. The allocation of the supplied power during the recharge and temperature regulation process causes the temperature and energy demand of the aircraft's power battery to fluctuate periodically. To minimize waste of the supplied power, the supplied power is dynamically adjusted during the recharge and temperature regulation process. This makes recharging and temperature regulation of the aircraft's power battery a dynamic, rather than a fixed, process. This optimizes both temperature regulation and the aircraft's recharge time, allowing the aircraft to reach optimal takeoff conditions more quickly and conveniently.

[0088] This embodiment provides an in-flight control method for an aircraft. When the flying and land bodies of an aircraft are in a combined state, key data of the flying and land bodies are obtained based on received energy replenishment and temperature control instructions. The required state of the flying body is determined based on the key data, allowing for subsequent targeted energy replenishment and temperature control. The acquired key data is used to calculate the energy replenishment and temperature control supply power that the land body can provide to the flying body, as well as the required energy replenishment and temperature control power required for the flying body to achieve optimal takeoff conditions. Based on the supply-demand relationship between the energy replenishment and temperature control supply power and the required energy replenishment and temperature control power, the allocation of the energy replenishment and temperature control supply power is dynamically adjusted in conjunction with the required state of the flying body, thereby achieving dynamic energy replenishment and / or dynamic temperature control of the flying body's power batteries. Dynamic adjustment of the energy replenishment and temperature control supply power allocation optimizes temperature control and flight energy replenishment time for the flying body's power batteries. In the combined state, the land body is used to provide energy replenishment and temperature control for the flying body, enabling the separated flying body to more easily achieve optimal takeoff conditions with minimal impact from 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 hereafter.

[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 vehicle battery pack, the current total load power consumption of the land vehicle, the maximum energy replenishment power requirement of the flying vehicle battery pack, and the maximum temperature control power requirement of the flying vehicle battery thermal management. The step S40 of calculating the energy replenishment and temperature control supply power of the land vehicle and the energy replenishment and temperature control power requirement of the flying vehicle based on the key data may include steps S401 to S402:

[0091] Step S401, calculating the energy replenishment and temperature control supply power of the land vehicle according to the current maximum power generation power 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] Obtain 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 land vehicle's current load from the key data. Calculate the energy replenishment and temperature control supply power that the land vehicle can provide to the flying vehicle based on 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 land vehicle's current load = energy replenishment and temperature control supply power.

[0093] Step S402 : Calculate 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 required power for charging the battery pack and the maximum required power for thermal management of the battery in the aircraft from the key data. Calculate the required power for charging and temperature control required for the aircraft to achieve optimal takeoff conditions using the formula: Maximum required power for charging the battery pack + Maximum required power for thermal management of the battery in the aircraft = required power for charging and temperature control.

[0095] It should be noted that during the process of charging and temperature regulation of the aircraft's power batteries, the charge level and temperature of the aircraft's power batteries will change, causing the required power to change. Therefore, the charging and temperature regulation power that the land-based vehicle can supply to the aircraft and the charging and temperature regulation power required for the aircraft to achieve optimal takeoff conditions are both the maximum charging and temperature regulation power that the land-based vehicle can provide and the maximum charging and temperature regulation power required by the aircraft before the actual charging and temperature regulation begins.

[0096] In this embodiment, key data is used to calculate the maximum power supply and temperature control provided by the terrestrial body and the maximum power demanded by the flying body before formal energy and temperature control begins. This transforms the abstract supply-demand relationship between the terrestrial and flying bodies into a concrete comparison, making the decision-making process more intuitive. Based on accurate data analysis and calculation, the aircraft's energy management and temperature control strategies are optimized. Because specific power is calculated based on key data, the supply-demand relationship can be flexibly adjusted based on the actual key data. This flexibility enables the aircraft to not only quickly achieve optimal takeoff conditions but also better adapt to varying flight conditions and changing requirements.

[0097] Based on the first and / or second embodiments 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 hereafter.

[0098] On this basis, please refer to Figure 2 , Figure 2 This is a flowchart of the third embodiment of the aircraft in-flight 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 object and the current cell temperature of the battery pack of the flying object. Before 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 regulation supply power, the energy recharging and temperature regulation demand power, and the demand state, steps S451 to S453 are also included:

[0100] Step S451, calculating a temperature difference according to the target cell temperature of the flying vehicle battery pack and the current cell temperature of the flying vehicle 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 key data is acquired in real time based on temperature control and energy replenishment instructions, it reflects the actual conditions of the aircraft. Therefore, calculating the temperature difference Y based on key data allows for precise temperature management of the aircraft's power battery. Dynamic adjustments to the energy replenishment and temperature control strategy are made based on this temperature difference, allowing the aircraft's power battery to better adapt to the aircraft's actual operating environment and ensuring the battery pack maintains optimal operating conditions under various conditions.

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

[0104] In an aircraft's battery thermal management system, the temperature gradient reflects the severity of temperature changes within the battery or between different parts. By determining this gradient, we can understand the uniformity of battery temperature distribution and the trend of temperature changes, providing a basis for subsequent power allocation during energy replenishment and temperature regulation.

[0105] Because the actual conditions of each aircraft's power battery vary, the calculated temperature difference Y also varies. The temperature difference gradient typically includes three conditions: Y1 ≤ 20°C, 20°C < Y2 ≤ 40°C, and Y3 > 40°C. Based on these three common temperature difference gradients, the required temperature control power for the flight battery thermal management system is set to achieve optimal takeoff conditions for the aircraft.

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

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

[0108] Because the temperature gradient accurately reflects the severity of temperature changes within the battery or between different parts, measuring and analyzing it can more accurately determine the degree of adjustment required for the battery thermal management system of the aircraft. This allows for a more precise calculation of the required temperature control power. This allows for dynamic power adjustment and allocation based on the required temperature control power of the battery thermal management system during subsequent dynamic temperature control and energy replenishment.

[0109] Calculating the required temperature control power for an aircraft's flight battery thermal management system based on temperature gradients involves many complex factors, including the specific battery type, thermal management system design, ambient temperature, and battery operating conditions. There's generally no fixed, universal formula. However, starting from basic principles, a conceptual calculation framework can be constructed.

[0110] First, the thermal management system efficiency η is determined by experiments or simulations based on multiple factors such as the design, materials, and operating 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, a temperature difference is calculated using the target cell temperature of the aircraft battery pack in the key data and the current cell temperature of the aircraft battery pack. The temperature difference gradient determined based on the temperature difference is then used to calculate the temperature control power requirements of the aircraft's flight battery thermal management system under different conditions. This allows the battery thermal management system to achieve the optimal charging temperature during subsequent charging and temperature control, shortening the time required for charging and temperature control so that the aircraft can reach optimal takeoff conditions in the shortest possible 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 hereafter.

[0113] In this embodiment, 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 regulation supplied power, the energy recharging and temperature regulation 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, it is determined whether the energy replenishment and temperature adjustment supply power is greater than or equal to the energy replenishment and temperature adjustment required power;

[0115] Since the aircraft's demand state is determined based on acquired key data, which specifically includes three scenarios, it's understandable that the energy replenishment and temperature control strategies implemented under different aircraft demand states vary. Therefore, it's necessary to discuss the energy replenishment and temperature control strategies for each aircraft demand state separately to ensure they align with the aircraft's actual state and improve their effectiveness. This example first describes the case where the current state requires temperature control but not energy replenishment.

[0116] When the aircraft's demand state requires temperature control but does not require refueling, the relationship between the refueling and temperature control supply power and the required power must still be determined to ensure sufficient redundancy to handle emergencies and future power increases. Based on the determination of whether the refueling and temperature control supply power is greater than or equal to the required power, and the demand state requiring temperature control but not refueling, a specific refueling and temperature control operation is constructed.

[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 regulation supplied power is greater than or equal to the energy replenishment and temperature regulation required power, the temperature regulation required power of the flight battery thermal management system, and the temperature difference.

[0118] If the energy replenishment and temperature control supply power is greater than or equal to the energy replenishment and temperature control demand power, it means that the land body can meet the energy replenishment and temperature control needs of the flying body. Combined with the demand state of the aircraft: no energy replenishment but temperature control is required, only the part of the energy replenishment and temperature control supply power that meets the temperature control demand power of the flight battery thermal management system determined according to the temperature difference needs to be allocated. This can achieve the temperature control requirements of the flying body's power battery and minimize the time it takes to adjust the temperature to the target temperature value.

[0119] If the recharge and temperature control power supply is less than the recharge and temperature control power demand, the land vehicle cannot meet the recharge and temperature control power demand of the flying vehicle. However, since the recharge and temperature control power supply is calculated based on the range extender's current maximum power generation, although it does not meet the recharge and temperature control power demand of the flying vehicle, the flying vehicle's demand state only requires temperature control, not recharge. Therefore, the recharge and temperature control power supply can still meet the temperature control requirements of the flying vehicle's battery thermal management system. The portion of the recharge and temperature control power supply that meets the temperature control power demand of the flying vehicle's battery thermal management system, determined based on the temperature difference, is allocated to achieve the temperature control requirements of the flying vehicle's power battery and minimize the time required to reach the target temperature value.

[0120] This embodiment describes a dynamic temperature control strategy for an aircraft requiring temperature control without requiring refueling. To ensure sufficient redundancy for emergencies and future power increases, the relationship between the refueling and temperature control supply power and the refueling and temperature control demand power is determined. Based on the determination of whether the refueling and temperature control supply power is greater than or equal to the refueling and temperature control demand power, and in light of the demand state requiring temperature control without requiring refueling, the refueling and temperature control supply power is allocated to meet the temperature control demand of the flight battery thermal management system. This ensures the temperature control requirements of the aircraft's power batteries and minimizes the time required to reach the target temperature.

[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 hereafter.

[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 regulation supply power, the energy recharging and temperature regulation 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 recharging is required and temperature adjustment is not required, in order to ensure the efficiency of recharging and achieve the shortest recharging time and best effect of the aircraft's power battery, the aircraft's power battery will still be temperature-controlled so that the aircraft's battery thermal management system reaches the optimal recharging temperature and the aircraft's battery pack reaches the optimal charging temperature.

[0125] As described above, when the demand state is that energy replenishment is required but 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-regulated. Therefore, the situations where the flying body demand state is that energy replenishment is required but temperature adjustment is not required and the situation where 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-regulated.

[0126] Dynamically recharging or dynamically adjusting the temperature of an aircraft's power battery requires the ability to capture real-time battery status. This allows for dynamic power allocation based on these changes, reducing energy waste and enabling the aircraft to more easily achieve optimal takeoff conditions. This real-time status can be captured through the aircraft's battery performance graph and driving conditions.

[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 These typically include SOC (State of Charge) changes, charging efficiency, charging temperature, and charging current. Driving conditions encompass a variety of specific aircraft driving states and operating conditions. By combining these conditions, we can more accurately assess the real-time changes in the aircraft's power battery.

[0128] It should be noted that if Figure 3As shown in the simplified core component architecture diagram, the flight battery thermal management system and the flight battery pack are separate components within the aircraft. Therefore, the optimal charging temperature for the flight battery thermal management system is different from the optimal charging temperature for the aircraft's battery pack. Furthermore, when the aircraft's demand state requires only temperature control, not recharging, the target temperature is not the optimal charging temperature or optimal recharging temperature. Instead, it is the battery target temperature for optimal takeoff conditions. This target battery temperature is affected by the target cell temperature of the aircraft's battery pack, which is why dynamic temperature control based on this temperature difference is necessary. Therefore, the differences between the optimal charging temperature, optimal recharging temperature, and the target battery temperature at takeoff can be leveraged to dynamically allocate temperature control or recharging power.

[0129] Step S2, determining whether the energy replenishment and temperature regulation supply power is greater than or equal to the energy replenishment 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 power that the land body can supply to the flying body to the flying body's power battery for recharging or temperature regulation by the flying battery thermal management system, in order to optimize the allocation of recharging and temperature regulation power and reduce energy waste, when the flying body's demand state is that it requires recharging but does not require temperature regulation, or requires both recharging and temperature regulation, the supply and demand relationship of whether the recharging and temperature regulation power is greater than or equal to the recharging and temperature regulation power is still judged. Different power allocation strategies are implemented based on 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 charging and temperature control power is greater than or equal to the charging and temperature control demand power, it indicates that the power supplied by the land vehicle can meet the charging and temperature control needs of the flying vehicle, regardless of the demand state. Simply monitor the changes in the flying vehicle's power battery in real time based on the battery performance diagram and driving conditions to dynamically adjust the charging and temperature control power distribution, thereby dynamically charging or dynamically controlling the flying vehicle's power battery.

[0133] Step S4: If the energy replenishment and temperature regulation supply power is less than the energy replenishment and temperature regulation demand power, 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 object battery pack, so as to dynamically replenish or dynamically regulate the energy replenishment and temperature of the flying object's power battery.

[0134] If the supplied power for energy replenishment and temperature control is less than the required power for energy replenishment and temperature control, this indicates that the supplied power for the land vehicle cannot fully meet the energy replenishment and temperature control needs of the flying vehicle. Since the flying vehicle's power batteries require dynamic energy replenishment in both demand states, a certain priority is set to prioritize the flying vehicle's power battery replenishment needs before any additional energy replenishment and temperature control power can be allocated. The allocation of energy replenishment and temperature control power is dynamically adjusted based on the maximum required power for the flying vehicle's battery pack, the battery performance diagram, and the driving conditions, providing dynamic energy replenishment or dynamic energy replenishment and temperature control for the flying vehicle's power batteries.

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

[0136] Step S31, 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;

[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 and temperature regulation supply power to the flight battery thermal management system according to the optimal energy replenishment temperature;

[0139] Since the energy replenishment and temperature control power of the land body meets the energy replenishment and temperature control requirements of the flying body, and the demand state is that energy replenishment is required but temperature control is not required, 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-controlled, so the flying body power battery still needs to be temperature-controlled.

[0140] The charging and temperature control supply power is preferentially allocated to the flight battery thermal management system so that the temperature of the flight battery thermal management system is increased to the optimal charging 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 charging and temperature control 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 flight 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 flight body battery according to the first allocation ratio to meet the energy replenishment demand under the current temperature and SOC conditions of the flight body battery pack. The power allocated to the flight body battery to meet the energy replenishment demand under the current temperature and SOC conditions of the flight body battery pack accounts for the portion of the energy replenishment and temperature regulation supply power that is the second allocation ratio.

[0143] Step S34, determining in real time based on the battery performance diagram and the driving condition the stepwise changes in the power battery capacity of the flying object and the power battery recharge demand of the flying object;

[0144] Due to the distribution of the power supply for energy replenishment and temperature regulation, the temperature of the aircraft's power battery and battery thermal management system has changed to a certain extent compared to before. In order to more reasonably utilize the power supply for energy replenishment and temperature regulation, the distribution ratio needs to be adjusted to achieve dynamic temperature regulation or dynamic energy replenishment and temperature regulation.

[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 is distributed to the flying body power battery, heat-to-work conversion causes the temperature of the flying body power battery to change. When it is found according to the stepwise 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 charging or dynamically charging 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 aircraft's power batteries reach the optimal charging temperature, the battery charging and temperature control power supply prioritizes the charging needs of the aircraft's battery pack at the current temperature and SOC. Referring to the charging performance chart, the remaining power is allocated to the flight battery thermal management system to maintain the optimal charging temperature. The first and second allocation ratios change, and dynamic adjustment of the allocation ratios enables dynamic charging of the power batteries.

[0150] To achieve dynamic charging and temperature control for the aircraft's power battery, that is, when both charging and temperature control are required, the dynamic charging steps for the power battery are simply implemented based on the current cell temperature of the aircraft's battery pack, as captured in the key data. For example, if the current cell temperature of the aircraft's battery pack is within the optimal charging temperature range, the dynamic charging process for the power battery is carried out according to the conditions for the aircraft's battery temperature to reach the optimal charging temperature. If the current cell temperature of the aircraft's battery pack is not within the optimal charging temperature range, the overall dynamic charging process for the power battery is followed.

[0151] In this embodiment, the battery performance map and driving conditions are used to prioritize the optimal charging temperature for the flight battery thermal management system. The remaining power supplied for charging and temperature regulation is used to meet the charging needs of the aircraft's battery pack at its current temperature and SOC. This determines the first and second allocation ratios. Adjusting the first and second allocation ratios enables dynamic charging or dynamic charging and temperature regulation, reducing energy waste while optimizing the timing of temperature regulation and aircraft charging, enabling the aircraft to more easily achieve 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, step S4 may include steps S41 to S43:

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

[0155] Because the supplied power for energy replenishment and temperature regulation is less than the required power for energy replenishment and temperature regulation, the land vehicle's supplied power cannot fully meet the flying vehicle's energy replenishment and temperature regulation needs. Dynamic energy replenishment of the flying vehicle's power batteries is required in both demand states, so a certain priority is set to prioritize the flying vehicle's power battery's energy replenishment needs. By setting the priority to prioritize the supplied power for energy replenishment and temperature regulation, the remaining power is used for dynamic temperature regulation.

[0156] To prioritize the recharging needs of the vehicle's power batteries, the recharging power supply must be determined based on the battery performance diagram and the vehicle's operating conditions. The recharging power requirement for the vehicle's battery pack is calculated based on the battery performance diagram, operating conditions, and environmental factors.

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

[0158] The maximum recharge power requirement of a flight vehicle battery pack is the maximum power required by the vehicle's power battery under specific conditions (such as maximum flight load and maximum charging speed). Compare the maximum recharge power requirement, recharge and temperature control supply power, and the recharge power requirement of the flight vehicle battery pack. Based on the comparison results, identify situations where the recharge and temperature control supply power does not meet the recharge and temperature control demand power, clarify the risk level, optimize energy management, and implement a dynamic recharge and temperature control strategy that better suits 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 possible comparison scenarios: the supplied power for energy replenishment and temperature control is less than the required power for the flight vehicle battery pack; the required power for the flight vehicle battery pack is less than the supplied power for energy replenishment and temperature control, and the maximum required power for the flight vehicle battery pack is less than the supplied power for energy replenishment and temperature control. These three comparison scenarios require separate considerations. Based on these comparison results, the allocation of the supplied power for energy replenishment and temperature control can be dynamically adjusted to implement dynamic energy replenishment or dynamic energy replenishment and temperature control for the flight vehicle's power batteries.

[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 control 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 control supply power does not meet the energy replenishment and temperature control demand power is subdivided, the risk level is clarified, energy management is optimized, and a dynamic energy replenishment and temperature control 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 control 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 temperature adjustment and the demand state of requiring both energy replenishment and temperature adjustment are discussed together. Combined with 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, the power battery of the flying object is dynamically replenished or dynamically replenished and temperature adjusted to achieve the optimal time for temperature adjustment and flying object energy replenishment, so that the flying object 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 hereafter.

[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 regulating the energy replenishment and temperature of the power battery of the flying object may include:

[0166] Step A11: when the comparison result shows 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] Because the priority setting is to prioritize the power supply for the aircraft's power batteries, the remaining power is used for dynamic temperature control. Since the power supply for the power supply is less than or equal to the required power for the aircraft's battery pack, the power supply is allocated to the aircraft's power batteries for dynamic charging, prioritizing the battery pack's needs, and no additional power is allocated.

[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 regulating the energy replenishment and temperature of the power battery of the flying object may include steps A21 to A23:

[0169] Step A21: When the comparison result shows that the energy replenishment and temperature regulation supply power is less than the maximum energy replenishment power requirement of the flying object battery pack and not less than the energy replenishment power requirement of the flying object battery pack, determining a third allocation ratio of the energy replenishment and temperature regulation supply power to the power batteries of the flying object based on the energy replenishment power requirement of the flying object battery pack;

[0170] Because the priority setting is such that the power supply for energy replenishment and temperature control prioritizes the energy replenishment needs of the aircraft's power batteries, and the power supply for energy replenishment and temperature control is less than the maximum power replenishment requirement of the aircraft's battery pack but not less than the power replenishment requirement of the aircraft's battery pack, the power supply for energy replenishment and temperature control is preferentially allocated to the aircraft's power batteries. The power quota allocated to the aircraft's power batteries equals the power replenishment requirement of the aircraft's battery pack. The proportion of the power quota allocated to the aircraft's power batteries to the power supply for energy replenishment and temperature control is the third allocation ratio.

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

[0172] The remaining power after the battery packs are prioritized for the aircraft's power battery is dynamically controlled to maintain optimal charging temperatures for the flight battery thermal management system. The remaining power after the battery packs are allocated to the aircraft's power battery is a percentage of the total battery pack power.

[0173] Step A23: Allocate the energy replenishment and temperature regulation supply power according to the third allocation ratio and the fourth allocation ratio, and dynamically regulate the temperature and replenish 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 regulating the energy replenishment and temperature of the power battery of the flying object may include steps A31 to A36:

[0176] Step A31: When the comparison result shows that the energy charging and temperature regulation supply power is greater than or equal to the maximum energy charging power requirement of the battery pack of the flying object, determining the optimal energy charging temperature of the flight battery thermal management system of the flying object according to the battery performance map 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 and temperature regulation supply power to the flight battery thermal management system according to the optimal energy replenishment temperature;

[0179] The charging and temperature control supply power is preferentially allocated to the flight battery thermal management system so that the temperature of the flight battery thermal management system is increased to the optimal charging 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 charging and temperature control supply power.

[0180] Step A33: determining a fifth allocation ratio for allocating the energy replenishment and temperature regulation supply power to the power battery of the flying object for dynamic energy replenishment based on the first allocation ratio;

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

[0182] Step A34, determining in real time, based on the battery performance diagram and the driving condition, a stepwise change in the power battery charge of the flying object and a power battery recharge demand of the flying object;

[0183] Due to the distribution of the power supply for energy replenishment and temperature regulation, the temperature of the aircraft's power battery and battery thermal management system has changed to a certain extent compared to before. In order to more reasonably utilize the power supply for energy replenishment and temperature regulation, the distribution ratio needs to be adjusted to achieve dynamic temperature regulation or dynamic energy replenishment and temperature regulation.

[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 is distributed to the flying body power battery, heat-to-work conversion causes the temperature of the flying body power battery to change. When it is found according to the stepwise 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 replenish energy and adjust 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 aircraft's power batteries reach the optimal charging temperature, the battery charging and temperature control power supply prioritizes the charging needs of the aircraft's battery pack at the current temperature and SOC. Referring to the charging performance chart, the remaining power is allocated to the flight battery thermal management system to maintain the optimal charging temperature. The first and fifth allocation ratios change, and dynamic adjustment of the allocation ratios enables dynamic charging of the power batteries.

[0189] In this embodiment, the aircraft's demand state is either requiring refueling but not temperature control, or requiring both refueling and temperature control, but the refueling and temperature control supply power is less than the refueling and temperature control demand power. To clarify risk levels, optimize energy management, and implement a more realistic dynamic refueling and temperature control strategy, this paper discusses three scenarios separately: comparing the maximum refueling and temperature control demand power of the aircraft's battery pack, the refueling and temperature control supply power, and the refueling and temperature control demand power of the aircraft's battery pack. The scenario where the refueling and temperature control supply power is less than the refueling and temperature control demand power is further subdivided, allowing the aircraft to more easily achieve optimal takeoff conditions and optimize the timing of temperature control and aircraft refueling.

[0190] Reference Figure 5 , Figure 5 The following is a brief flow chart of the energy replenishment and temperature control of the flight body 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, first, 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 user triggers the energy charging and temperature adjustment setting switch on the central control screen of the aircraft, causing the vehicle computer to send 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] To obtain critical data, terrestrial and aerial vehicles are typically equipped with various sensors to measure temperature, battery status, energy usage, and more. When the energy replenishment and temperature control command is triggered, the sensors read the raw data from the terrestrial and aerial vehicles and perform processing and analysis to obtain the critical data from the terrestrial and aerial vehicles.

[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 vehicle can provide is calculated based on the key data obtained, which is related to the land vehicle's power battery and range extender. The required temperature control power for the aircraft under specific operating 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 power supplied by the land body 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 based on 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 supply and demand relationship.

[0202] Based on the supply-demand relationship between the supplied power and the required power for energy and temperature regulation, the aircraft's power battery is recharged and temperature-regulated, taking into account the aircraft's needs. Dynamic adjustment of the supplied power during the recharge and temperature regulation process ensures that recharging and temperature regulation for the aircraft's power battery is not a fixed process, but a dynamic one. This optimizes both temperature regulation and recharging time, allowing the aircraft to reach optimal takeoff 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 includes:

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

[0205] The user triggers the power charging and temperature control switch on the aircraft's central control screen, which in turn sends a command to the vehicle computer to activate the power charging and temperature control function. The vehicle computer monitors a specific communication channel and, upon receiving a message from the vehicle computer, parses the message and extracts the power charging and temperature control command.

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

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

[0208] A demand state determination module 30 is configured to determine the demand state of the flying object based on the key data;

[0209] After obtaining the key data of the flying body and the ground body according to the energy replenishment and temperature control instructions, the demand state of the aircraft is further judged based on the key data of the flying body. The demand state of the aircraft includes three situations: 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; the flying body power battery requires both energy replenishment and temperature control.

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

[0211] Determine the supply-demand relationship between the power supplied by the terrestrial body and the power required by the flying body, calculate the energy replenishment and temperature control supply power that the aircraft's terrestrial body can supply to the flying body and the energy replenishment and temperature control power required by the aircraft's flying body based on the acquired key data of the flying body and the terrestrial body, transform the abstract judgment of the supply-demand relationship into an intuitive data comparison, avoid subjective assumptions and fuzzy judgments, provide strong support for energy replenishment and temperature control decisions, and make the judgment of the supply-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 charging and temperature regulation module 50 dynamically charges and / or dynamically regulates the temperature of the power battery of the flying object based on the energy charging and temperature regulation supply power, the energy charging 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 aircraft.

[0214] The aircraft in-transit control device provided in this application utilizes the aircraft in-transit control method described in the aforementioned embodiments to address the technical issues surrounding aircraft in-transit control. Compared to the prior art, the aircraft in-transit control device provided in this application achieves the same beneficial effects as the aircraft in-transit control method described in the aforementioned embodiments. Other technical features of the aircraft in-transit control device are the same as those disclosed in the aforementioned embodiments and are not further elaborated upon 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 to enable the at least one processor to execute the aircraft in-transit control method of 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 embodiments of the present application. The aircraft in-transit control device in embodiments 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), and in-vehicle terminals (e.g., in-vehicle navigation terminals), as well as fixed terminals such as digital TVs and desktop computers. Figure 7 The aircraft in-transit control device shown is merely an example and should not limit the functions and scope of use of the embodiments of the present application.

[0217] like Figure 7 As shown, the aircraft in-flight 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 based on programs stored in a read-only memory (ROM) 1002 or programs loaded from a storage device 1003 into a random access memory (RAM) 1004. RAM 1004 also stores various programs and data required for the operation of the aircraft in-flight control device. Processing device 1001, ROM 1002, and RAM 1004 are interconnected 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 I / O interface 1006: input devices 1007 including, for example, a touch screen, touchpad, keyboard, mouse, image sensor, microphone, accelerometer, gyroscope, etc.; output devices 1008 including, for example, a liquid crystal display (LCD), speaker, vibrator, etc.; storage devices 1003 including, for example, a magnetic tape, hard disk, etc.; and communication devices 1009. Communication devices 1009 may allow the aircraft in-transit control device to communicate with other devices wirelessly or by wire to exchange data. While the figure shows an aircraft in-transit control device having various systems, it should be understood that implementation or presence of all the illustrated systems is not required. More or fewer systems may alternatively be implemented or present.

[0218] In particular, according to the embodiments disclosed in the present application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, the embodiments disclosed in the present application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program comprising 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 via 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 in this application utilizes the aircraft in-transit control method described in the aforementioned embodiment to address the technical issues surrounding aircraft in-transit control. Compared to the prior art, the aircraft in-transit control device provided in this application achieves the same beneficial effects as the aircraft in-transit control method described in the aforementioned embodiment. Other technical features of the aircraft in-transit control device are the same as those disclosed in the aforementioned embodiment and are not further elaborated upon here.

[0220] It should be understood that the various parts disclosed in this application can be implemented using 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 description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of this application. Therefore, the scope of protection of this application should be based on the scope of protection 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 this 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 thereof. 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 thereof. In this embodiment, the computer-readable storage medium may be any tangible medium that contains or stores a program that can be used by or in conjunction 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 thereof.

[0224] The computer-readable storage medium may be included in the aircraft in-transit control device; or it 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 stand-alone software package, partially on the user's computer and partially on a remote computer, or entirely on the remote computer or server. In cases involving 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., through the Internet using an Internet service provider).

[0227] The flow charts and block diagrams in the accompanying drawings illustrate the possible architecture, functions and operations of the systems, methods and computer program products according to various embodiments of the present application. In this regard, each box in the flow chart or block diagram can represent a module, program segment or a part of code, and the module, program segment or a part of 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 box can also occur in a different order than that marked in the accompanying drawings. For example, two 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 box in the block diagram and / or flow chart, and the combination of the boxes in the block diagram and / or flow chart can be implemented by a dedicated hardware-based system that performs the specified function or operation, or can be implemented by a combination of dedicated hardware and computer instructions.

[0228] The modules described in the embodiments of the present application may be implemented in software or hardware, wherein the name of a module does not necessarily limit the unit itself.

[0229] The computer-readable storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., a computer program) for executing the aforementioned in-transit aircraft control method, thereby resolving the technical issues surrounding in-transit aircraft control. Compared to the prior art, the computer-readable storage medium provided in this application offers the same beneficial effects as the in-transit aircraft control method provided in the aforementioned embodiments, and therefore will not be further elaborated upon here.

[0230] The present application also provides a computer program product, comprising 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 in this application can solve the technical problem of in-flight control of aircraft. Compared with the prior art, the beneficial effects of the computer program product provided in this application are the same as those of the in-flight control method provided in the above embodiment, and will not be elaborated here.

[0232] The above description is only part of the embodiments of the present application and does not limit the patent scope of the present application. All equivalent structural transformations made by using the contents of the present application specification and drawings under the technical concept of the present application, or direct / indirect application 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 flight, characterized in that: The method is applied to a two-part extended-range aircraft, the extended-range aircraft comprising a terrestrial body and a flying body, and comprises: receiving an energy replenishment and temperature adjustment instruction when the terrestrial body and the flying body are in a combined state; Acquiring 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; 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; Dynamic energy replenishment and / or dynamic temperature regulation are performed on the power battery of the flying object based on the energy replenishment and temperature regulation supplied power, the energy replenishment and temperature regulation required power, and the required state.

2. The method according to claim 1, wherein The key data includes one or more of the following: 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 requirement of the flying vehicle battery pack, and the maximum temperature control power requirement of the flying vehicle battery thermal management. The step of calculating the energy replenishment and temperature control supply power of the land vehicle and the energy replenishment and temperature control power requirement of the flying vehicle based on 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 power 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 object is calculated according to the maximum energy replenishment power requirement of the flying object battery pack and the maximum temperature regulation power requirement of the flying object battery thermal management.

3. The method according to claim 1, wherein The key data includes a target cell temperature of a battery pack of the flying object and a current cell temperature of a battery pack of the flying object. Before 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 regulation supply power, the energy recharging and temperature regulation demand power, and the demand state, the step further includes: Calculating a temperature difference according to the target cell temperature of the flying body battery pack and the current cell temperature of the flying body battery pack; determining a temperature difference gradient according to the temperature difference; The temperature control power requirement 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, wherein 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 regulation supplied power, the energy recharging and temperature regulation required power, and the required state includes: When the demand state is that energy replenishment is 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; Dynamically adjust the temperature of the power battery of the flying object based on a determination result of whether the energy replenishment and temperature regulation supplied power is greater than or equal to the energy replenishment and temperature regulation required power, the temperature regulation required power of the flight battery thermal management system, and the temperature difference.

5. The method according to claim 2, wherein 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 regulation supplied power, the energy recharging and temperature regulation required power, and the required state includes: 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; Determining whether the energy replenishment and temperature regulation supply power is greater than or equal to the energy replenishment 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 map 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 object battery pack, and the power battery of the flying object is dynamically replenished or dynamically temperature-regulated.

6. The method according to claim 5, wherein 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 energy replenishment and temperature of the power battery of the flying object includes: determining an optimal charging temperature for 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 and temperature regulation supply power to the flight battery thermal management system according to the optimal energy replenishment temperature; Determining, based on the first allocation ratio, 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; Based on the battery performance diagram and the driving condition, a stepwise change in the power level of the flying body power battery and the power replenishment demand of the flying body power battery is determined in real time; Dynamically adjusting the first allocation ratio and the second allocation ratio according to the stepwise changes; 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 distribution ratio and the second distribution ratio.

7. The method according to claim 5, wherein 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 power demand 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: Determining the required power for recharging the battery pack of the flying object according to the battery performance diagram and the driving condition; Comparing the maximum required power of the flying object battery pack, the energy replenishment temperature control supply power, and the required power of the flying object 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 regulate the temperature of the power battery of the flying object.

8. The method according to claim 7, wherein The step of dynamically adjusting the distribution of the energy replenishment and temperature regulation supply power based on the comparison result to dynamically replenish energy or dynamically regulate the temperature of the power battery of the flying object includes: When the comparison result shows 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, wherein The step of dynamically adjusting the distribution of the energy replenishment and temperature regulation supply power based on the comparison result to dynamically replenish energy or dynamically regulate the temperature of the power battery of the flying object includes: When the comparison result shows that the energy replenishment and temperature regulation supply power is less than the maximum energy replenishment power requirement of the flying object battery pack and not less than the energy replenishment power requirement of the flying object battery pack, determining a third allocation ratio of the energy replenishment and temperature regulation supply power to the power batteries of the flying object according to the energy replenishment power requirement of the flying object battery pack; determining a fourth allocation ratio for allocating the energy replenishment and temperature regulation supply power to the flight battery thermal management system based on 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, wherein The step of dynamically adjusting the distribution of the energy replenishment and temperature regulation supply power based on the comparison result to dynamically replenish energy or dynamically regulate the temperature of the power battery of the flying object includes: When the comparison result shows that the energy charging and temperature regulation supply power is greater than or equal to the maximum energy charging power required by the battery pack of the flying object, determining an optimal energy charging temperature of the flight battery thermal management system of the flying object according to the battery performance map and the driving condition; determining a first allocation ratio of the energy replenishment and temperature regulation supply power 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, a stepwise change in the power level of the flying body power battery and the power replenishment demand of the flying body power battery is determined in real time; 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 aircraft in-transit control method according to any one of claims 1 to 10 are implemented.

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