Electric aircraft, battery device and control method thereof, control device, storage medium and computer program product

Abstract

The invention relates to an electric aircraft, a battery device and a control method thereof, a control device, a storage medium and a computer program product. The method comprises the steps that flight data of a target electric aircraft is acquired, the flight data comprises a flight stage and a flight mode, the flight stage comprises an air stage, and the flight mode comprises a manned mode and an unmanned mode; when the flight stage is an air stage and the flight mode is a manned mode, responding to a first control signal, and cutting off electric energy output of a corresponding battery module; and when the flight stage is the air stage and the flight mode is the unmanned mode, responding to a second control signal, and cutting off the electric energy output of the corresponding battery module. By adopting the scheme, the differentiated requirements of light weight of unmanned aerial vehicles and high redundancy of manned vehicles can be met at the same time.

Description

Technical Field

[0001] This application relates to the field of electric aircraft technology, and in particular to an electric aircraft, battery device and its control method, control device, storage medium and computer program product. Background Technology

[0002] With the rapid development of electric aircraft, high-energy-density power battery systems have become the core component of aviation electrification. The deep collaboration between flight control systems and battery management systems has also become a key technical challenge in ensuring flight safety. During aircraft flight, the battery management system needs to achieve millisecond-level rapid response under extreme conditions. The battery control of the battery management system directly affects flight safety and energy efficiency.

[0003] Traditional aircraft control architectures have several significant shortcomings in combining energy management and flight control. They cannot simultaneously meet the differentiated requirements of lightweight unmanned aerial vehicles (UAVs) and high redundancy in manned aircraft. This results in a two-order-of-magnitude difference in the wake-up error rate of the battery management system between manned and UAVs using the same avionics architecture, making it unsuitable for both types of aircraft. Summary of the Invention

[0004] Therefore, it is necessary to provide an electric aircraft, battery equipment, control method, control device, storage medium, and computer program product that can simultaneously meet the differentiated needs of lightweight unmanned aerial vehicles and high redundancy of manned aircraft, addressing the aforementioned technical problems.

[0005] In a first aspect, this application provides a battery control method for an electric aircraft, the method comprising:

[0006] Acquire flight data of the target electric aircraft, the flight data including flight phases and flight modes, the flight phases including air phases, and the flight modes including manned mode and unmanned mode;

[0007] When the flight phase is an air phase and the flight mode is manned mode, in response to the first control signal, the power output of the corresponding battery module is cut off;

[0008] When the flight phase is an air phase and the flight mode is unmanned mode, in response to the second control signal, the power output of the corresponding battery module is cut off;

[0009] The first control signal includes at least one of a hard-wired control signal and a bus control signal, and the second control signal includes a bus control signal.

[0010] In some embodiments of the method, the flight phase further includes a ground phase, the battery module includes an onboard battery pack and a power battery pack, and the method further includes:

[0011] The first battery management system of the airborne battery pack is activated, and the first battery management system controls the airborne battery pack to perform a power-on self-test.

[0012] The system controls the airborne battery pack to output electrical energy to the first power distribution system, and wakes up the second battery management system of the power battery pack through the first power distribution system. The second battery management system controls the power battery pack to perform a power-on self-test.

[0013] Control the power battery pack to output electrical energy to the second power distribution system.

[0014] In some embodiments of the method, the method further includes:

[0015] When the flight phase is the ground phase, in response to the first battery management system detecting an anomaly in the airborne battery pack, the first battery management system cuts off the power output of the airborne battery pack;

[0016] If the flight phase is a ground phase, in response to the second battery management system detecting an anomaly in the power battery pack, the second battery management system cuts off the power output of the power battery pack.

[0017] According to a second aspect of the embodiments of this application, a battery device for an electric aircraft is provided, the device comprising:

[0018] At least one power battery pack and at least one airborne battery pack, the airborne battery pack including a first battery management system and the power battery pack including a second battery management system;

[0019] A first power distribution system is used to distribute low-voltage electrical energy, and the input terminal of the first power distribution system is connected to the output terminal of the airborne battery pack.

[0020] The second power distribution system is used to distribute high-voltage electrical energy, and the input end of the second power distribution system is connected to the output end of the power battery pack.

[0021] The cockpit interaction unit is used to send hardwired control signals to the power battery pack, the airborne battery pack, or the host computer equipment.

[0022] The host computer is communicatively connected to the cockpit interaction unit, the first power distribution system, the second power distribution system, the first battery management system, and the second battery management system, respectively.

[0023] The host computer is configured to cut off the power output of the corresponding battery module in response to a first control signal when the flight phase is in the air phase and the flight mode is manned mode.

[0024] The host computer is configured to cut off the power output of the corresponding battery module in response to a second control signal when the flight phase is in the air phase and the flight mode is unmanned.

[0025] The first control signal includes at least one of a hard-wired control signal and a bus control signal, and the second control signal includes a bus control signal.

[0026] In some embodiments of the device, the device further includes an external power supply device configured to provide low-voltage electrical energy to the first power distribution system and / or the onboard battery pack when the flight phase is in the ground phase.

[0027] In some embodiments of the device, the first battery management system is configured to cut off the power output of the airborne battery pack when the flight phase is the ground phase and an anomaly is detected in the airborne battery pack;

[0028] The second battery management system is configured to cut off the power output of the power battery pack when the flight phase is the ground phase and an abnormality is detected in the power battery pack.

[0029] According to a third aspect of the embodiments of this application, a battery control device is provided. The battery control device includes a memory and a processor, the memory storing a computer program, and the processor executing the computer program to perform the following steps:

[0030] Acquire flight data of the target electric aircraft, the flight data including flight phases and flight modes, the flight phases including air phases, and the flight modes including manned mode and unmanned mode;

[0031] When the flight phase is an air phase and the flight mode is manned mode, in response to the first control signal, the power output of the corresponding battery module is cut off;

[0032] When the flight phase is an air phase and the flight mode is unmanned mode, in response to the second control signal, the power output of the corresponding battery module is cut off;

[0033] The first control signal includes at least one of a hard-wired control signal and a bus control signal, and the second control signal includes a bus control signal.

[0034] According to a fourth aspect of the embodiments of this application, a computer-readable storage medium is provided. The computer-readable storage medium stores a computer program thereon, which, when executed by a processor, performs the following steps:

[0035] Acquire flight data of the target electric aircraft, the flight data including flight phases and flight modes, the flight phases including air phases, and the flight modes including manned mode and unmanned mode;

[0036] When the flight phase is an air phase and the flight mode is manned mode, in response to the first control signal, the power output of the corresponding battery module is cut off;

[0037] When the flight phase is an air phase and the flight mode is unmanned mode, in response to the second control signal, the power output of the corresponding battery module is cut off;

[0038] The first control signal includes at least one of a hard-wired control signal and a bus control signal, and the second control signal includes a bus control signal.

[0039] According to a fifth aspect of the embodiments of this application, a computer program product is provided. The computer program product includes a computer program that, when executed by a processor, performs the following steps:

[0040] Acquire flight data of the target electric aircraft, the flight data including flight phases and flight modes, the flight phases including air phases, and the flight modes including manned mode and unmanned mode;

[0041] When the flight phase is an air phase and the flight mode is manned mode, in response to the first control signal, the power output of the corresponding battery module is cut off;

[0042] When the flight phase is an air phase and the flight mode is unmanned mode, in response to the second control signal, the power output of the corresponding battery module is cut off;

[0043] The first control signal includes at least one of a hard-wired control signal and a bus control signal, and the second control signal includes a bus control signal.

[0044] According to a sixth aspect of the embodiments of this application, an electric aircraft is provided, including at least one of the battery device and battery control device of the electric aircraft described above.

[0045] The battery control scheme for electric aircraft provided in this application supports both hardwired control signals and bus control signals simultaneously in manned flight mode, effectively reducing the risk of control failure due to a single signal malfunction and improving the response success rate of manned aircraft in scenarios such as emergency go-arounds. In unmanned flight mode, standardized transmission of bus signals reduces signal processing layers and shortens the power response time in emergency go-around scenarios in unmanned mode. A single set of battery control logic for electric aircraft can simultaneously adapt to and meet the differentiated requirements of lightweight unmanned aircraft and high redundancy of manned aircraft, taking into account safety, response speed, and architectural consistency.

[0046] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0047] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application, and do not constitute an undue limitation of this application.

[0048] Figure 1 This is a schematic flowchart illustrating a battery control method for an electric aircraft according to an exemplary embodiment.

[0049] Figure 2 This is a flowchart illustrating the steps of a stepped wake-up battery module according to an exemplary embodiment.

[0050] Figure 3 This is a schematic flowchart illustrating a battery control method for an electric aircraft according to an exemplary embodiment.

[0051] Figure 4 This is a schematic diagram illustrating the process of cutting off the power output of the battery pack during the ground phase according to an exemplary embodiment;

[0052] Figure 5 This is a structural block diagram of a battery device for an electric aircraft according to an exemplary embodiment;

[0053] Figure 6 This is a schematic diagram illustrating the interaction between an airborne battery pack and various devices according to an exemplary embodiment;

[0054] Figure 7 This is a schematic diagram illustrating the interaction between a power battery pack and various devices according to an exemplary embodiment;

[0055] Figure 8 This is a structural block diagram of a battery device for an electric aircraft according to another exemplary embodiment;

[0056] Figure 9This is an internal structural diagram of a battery control device according to an exemplary embodiment.

[0057] Reference numerals: 100, Onboard battery pack; 110, First battery management system; 200, Power battery pack; 210, Second battery management system; 300, First power distribution system; 400, Second power distribution system; 500, Cockpit interaction unit; 600, Host computer equipment; 700, External power supply equipment. Detailed Implementation

[0058] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0059] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application. The terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, product, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, product, or apparatus. Without further limitations, the presence of other identical or equivalent elements in a process, method, product, or apparatus that includes said elements is not excluded. For example, the use of terms such as "first," "second," etc., is to denote names and does not indicate any specific order.

[0060] In some embodiments provided in this application, the execution of the battery control method for electric aircraft can be controlled by a unified controller or by multiple controllers. These controllers may include controllers at local terminals, such as cockpit controllers, or controllers at remote servers, such as controllers in a server that can communicate with the cockpit or a host computer. In some embodiments, the controllers at local terminals and the controllers at servers may work together to complete the control processing of the battery devices of the electric aircraft.

[0061] The local terminal described in this application may include, but is not limited to, cockpit equipment of various aircraft, host computer equipment for battery packs, robotic equipment, airborne equipment, wearable devices, medical equipment, VR (Virtual Reality) devices, etc. The server may also be a server, server cluster, distributed subsystem, cloud processing platform, server containing blockchain nodes, and combinations thereof. The controller described in this application may include various control units capable of implementing logic processing functions, including but not limited to CPU (Central Processing Unit), PLC (Programmable Logic Controller), ECU (Electronic Control Unit), MCU (Microcontroller Unit), FPGA (Field Programmable Gate Array), and CPLD (Complex Programmable Logic Device), as well as controllers composed of one or more logic function units, chips, etc.

[0062] In some embodiments of this application, a battery control method for an electric aircraft is provided, such as... Figure 1 As shown, it includes the following steps:

[0063] S20. Acquire flight data of the target electric aircraft, the flight data including flight phases and flight modes, the flight phases including air phases, and the flight modes including manned mode and unmanned mode.

[0064] In some embodiments of this application, the target electric aircraft generally refers to an aviation flight device driven by electric power. The target electric aircraft can be a pure electric aircraft or a hybrid aircraft. The target electric aircraft can include various types such as electric vertical take-off and landing (eVTOL) aircraft, lightweight fixed-wing electric aircraft, and new energy unmanned aerial vehicles. A flight phase generally refers to a specific stage of an aircraft in a particular flight mission. A flight phase can include a ground phase and an air phase. In some embodiments, a flight phase can also include pre-flight taxiing, takeoff, climb, cruise, descent, approach, landing, and post-landing taxiing. A flight mode generally refers to the mode in which the target electric aircraft manages and controls the flight phase during flight. Flight modes can include manned and unmanned modes. A manned mode generally refers to a mode in which a pilot operates and controls the target electric aircraft in the cockpit during flight. An unmanned mode generally refers to a mode in which the target electric aircraft flies autonomously without a pilot in the cockpit, through preset programs, remote control, or other means. In some implementations, the target electric aircraft flies autonomously through preset programs, remote control, etc., while a pilot is in the cockpit, but the pilot is not operating or controlling the aircraft. This mode can be classified as manned mode.

[0065] In some embodiments of this application, flight data of the target electric aircraft can be acquired through onboard equipment sensing, manual input, or remote command interaction. Onboard equipment may include sensing devices such as onboard sensors. Onboard sensors may include altitude and speed sensors, landing gear status sensors, and power system status sensors. In some embodiments, flight parameters of the target electric aircraft can be acquired through onboard sensors, and the flight phase and flight mode of the target electric aircraft can be obtained by analyzing these flight parameters. In other embodiments, the flight phase and flight mode of the target electric aircraft can also be obtained by combining battery management system and power distribution status, or flight control system status analysis. In still other embodiments, the flight phase and flight mode of the target electric aircraft can also be obtained through manual input or remote command interaction, such as pilot manual selection or ground tower radio command designation. The acquisition of the flight phase and flight mode of the target electric aircraft can be achieved through active or passive acquisition methods.

[0066] S220. When the flight phase is an air phase and the flight mode is a manned mode, in response to the first control signal, the power output of the corresponding battery module is cut off.

[0067] S222, when the flight phase is an air phase and the flight mode is unmanned mode, in response to the second control signal, the power output of the corresponding battery module is cut off.

[0068] The first control signal includes at least one of a hard-wired control signal and a bus control signal, and the second control signal includes a bus control signal.

[0069] In some embodiments of this application, the battery module control strategy typically refers to systematic control rules formulated for the electric aircraft battery module based on the flight phase and flight mode of the electric aircraft. The battery module control strategy can dynamically adjust the operating state of the corresponding battery module according to the target electric aircraft's flight phase (ground phase or air phase), flight mode (manned mode or unmanned mode), and battery status. The battery module control strategy can balance safety, power continuity, and energy efficiency across different flight phases and flight modes.

[0070] In some embodiments of this application, the first control signal typically refers to a signal used to control the battery module to cut off power output when the flight phase is in the air and the flight mode is manned. The second control signal typically refers to a signal used to control the battery module to cut off power output when the flight phase is in the air and the flight mode is unmanned. The first control signal can be generated by the pilot through the cockpit interaction unit or by the flight control system. In some examples, the first control signal may include a hardwired control signal generated by the cockpit interaction unit. The first control signal may also include a bus control signal generated by the flight control system. The hardwired control signal generated by the cockpit interaction unit can be used as the main signal, and the bus control signal generated by the flight control system can be used as an auxiliary control signal. The second control signal can be generated by the flight control system. The flight control system can receive remote control signals from operators, ground control towers, or other sources, and generate a bus control signal after logical processing and judgment. The second control signal may include the bus control signal generated by the flight control system. Hardwired control signals typically refer to electrical signals transmitted through physical lines, which have the characteristics of strong anti-electromagnetic interference capability, low transmission delay, and high reliability. They do not rely on protocol parsing and are suitable for scenarios with extremely high safety requirements. Bus control signals typically refer to digital signals transmitted via standardized communication buses. They must adhere to specific communication protocols, can transmit multiple signals on a single bus, and feature simplified wiring and high signal integration, making them suitable for batch data exchange and logic control between devices. Hardwired control signals can include control signals issued by the cockpit interaction unit. The cockpit interaction unit can include a cockpit system panel for providing human-machine interaction. The cockpit system panel can include cockpit buttons. Cockpit buttons can include various button control methods such as push-button buttons, touchscreen buttons, and voice-activated buttons. Through different types of buttons, the cockpit system panel sends control signals to the battery pack or its host computer system to achieve control functions. Bus control signals can include bus protocols such as aviation CAN (Controller Area Network) bus and Ethernet bus.

[0071] In some examples, when the flight phase is in the air and the flight mode is manned, the hardwired control signal from the cockpit buttons can be used as the primary signal, while the bus control signal from the flight control system can be used as the auxiliary control signal. When the flight phase is in the air and the flight mode is unmanned, logic processing and judgment can be performed using the bus control signal from the flight control system. The control priority of the primary signal is generally higher than that of the auxiliary control signal. When the flight phase is in the air and the flight mode is manned, both hardwired and bus control signals can be supported simultaneously. The hardwired signal can be used as the primary control channel to ensure low latency and high reliability, while the bus signal serves as a backup channel for communication redundancy, allowing for disconnection even in the event of a hardwire failure. This effectively reduces the risk of control failure due to a single signal failure and improves the success rate of manned aircraft in emergency go-around scenarios. When the flight phase is in the air and the flight mode is unmanned, standardized transmission of bus signals can reduce signal processing layers and shorten the power response time in emergency go-around scenarios in unmanned mode.

[0072] This application provides battery control methods for electric aircraft. In manned flight mode, these methods simultaneously support hardwired and bus control signals, effectively reducing the risk of control failure due to a single signal malfunction and improving the success rate of manned aircraft in emergency go-around scenarios. In unmanned flight mode, standardized bus signal transmission reduces signal processing layers and shortens the power response time in emergency go-around scenarios. A single set of battery control logic for electric aircraft can simultaneously adapt to and meet the differentiated requirements of lightweight unmanned aircraft and high redundancy for manned aircraft, balancing safety, response speed, and architectural consistency.

[0073] In some embodiments of this application, the flight phase further includes a ground phase, and the battery module includes an onboard battery pack and a power battery pack. Based on this, such as Figure 2 As shown, the method also includes:

[0074] S240: Wake up the first battery management system of the airborne battery pack, and control the airborne battery pack to perform a power-on self-test through the first battery management system;

[0075] S242. Control the airborne battery pack to output electrical energy to the first power distribution system, wake up the second battery management system of the power battery pack through the first power distribution system, and control the power battery pack to perform power-on self-test through the second battery management system;

[0076] S244. Control the power battery pack to output electrical energy to the second power distribution system.

[0077] In some embodiments of this application, the wake-up signal typically refers to a command signal that triggers the battery module of an electric aircraft to enter an active state from a dormant or power-off state during the ground phase. The wake-up signal is typically sent by the operator via the cockpit interaction unit. The wake-up signal may include at least one of hardwired control signals and bus control signals. A stepped wake-up strategy for the battery module typically refers to the control logic that activates the battery module and performs a self-test in stages during the ground phase of flight.

[0078] An airborne battery pack typically refers to a battery assembly that provides low-voltage or high-voltage DC power to onboard equipment in electric aircraft. In some examples, an airborne battery pack can output 270V high-voltage DC power (powering some high-voltage onboard equipment) and 28V low-voltage DC power (powering low-voltage equipment such as avionics systems, sensors, and battery management systems). Airborne battery packs can include lithium-ion batteries, nickel-cadmium batteries, fuel cells, etc., adapting to the high safety requirements of aviation scenarios. The primary battery management system (PBMS) typically refers to a management unit integrated within the airborne battery pack, responsible for monitoring the status of the battery pack and controlling its operation. The PBMS can monitor the temperature and voltage of each cell within the airborne battery pack in real time, as well as status data such as total voltage and total current. The PBMS can also receive a wake-up signal and initiate a power-on self-test, controlling the on / off switching of the low-voltage or high-voltage output of the airborne battery pack.

[0079] A power battery pack typically refers to the battery assembly that provides high-voltage DC power to the propulsion system of an electric aircraft (such as propulsion motors and motor controllers). In some examples, the power battery pack can output 400V or 800V high-voltage DC power to directly drive the propulsion motor and generate flight propulsion. The power battery pack can include lithium-ion batteries, nickel-cadmium batteries, fuel cells, etc., adaptable to high energy density and high-rate discharge requirements. A second battery management system (BMS) typically refers to a management unit integrated within the power battery pack, responsible for monitoring the status of the power battery pack and controlling its high-voltage output. The BMS can monitor the temperature and voltage of the cells within the power battery pack in real time, as well as status data such as total voltage, total current, and insulation status. The BMS can also wake up from its dormant state after the primary power distribution system provides power and perform a power-on self-test.

[0080] The primary power distribution system typically refers to the power distribution network responsible for distributing the low-voltage electrical energy output from the onboard battery pack. This system distributes the low-voltage energy to low-voltage loads such as the secondary battery management system, avionics, and sensors, providing power for the battery pack's activation. The secondary power distribution system typically refers to the power distribution network responsible for distributing the high-voltage electrical energy output from the battery pack. This system distributes the high-voltage energy to high-voltage loads such as propulsion motor controllers and high-power equipment, driving the aircraft. The voltage of the energy distributed by the primary power distribution system is generally lower than that distributed by the secondary power distribution system. In some examples, the voltage of the primary power distribution system can be configured to be less than 400V, and the voltage of the secondary power distribution system can be configured to be greater than 400V. It should be noted that the voltage ranges for the primary and secondary power distribution systems are merely illustrative and not actual limitations.

[0081] In some embodiments of this application, such as Figure 3 As shown, during the ground phase of the electric aircraft's flight phase, if the electric aircraft is in a ground-based all-power-down mode, the second battery management system of the power battery pack is not powered, and the first battery management system of the onboard battery pack is self-powered by the onboard battery pack and is in a low-power sleep mode. The power-on startup process for the target electric aircraft at this time is as follows: The operator sends a wake-up signal through the cockpit interaction unit (e.g., cockpit panel buttons) to wake up the first battery management system of the onboard battery pack, which then controls the onboard battery pack to perform a power-on self-test. After completing the power-on self-test, the onboard battery pack enters standby mode. The operator can then send a low-voltage output signal through the cockpit panel buttons to control the onboard battery pack to start outputting power to the first power distribution system. The first power distribution system begins to supply power to the second battery management system of the power battery pack, and the power battery pack automatically wakes up and begins performing a power-on self-test. After completing the power-on self-test, the power battery pack enters standby mode. The operator can then send a high-voltage output signal through the cockpit panel buttons to control the power battery pack to start outputting power to the second power distribution system.

[0082] In some embodiments of this application, the power-on surge can be released in stages by first waking up the airborne battery pack to output low-voltage power, and then using the low-voltage power to activate the power battery pack to output high-voltage power, thereby reducing the risk of circuit damage. Each wake-up step includes a power-on self-test. If an abnormality is detected in the previous stage, the subsequent wake-up process is terminated, which can prevent the fault from escalating. At the same time, the stepped self-test can also reduce the number of invalid starts of high-voltage components, extend the battery pack's lifespan, and improve the safety and reliability of electric aircraft during the ground phase.

[0083] In some embodiments of this application, such as Figure 4 As shown, the method also includes:

[0084] S260, If the flight phase is a ground phase, in response to the first battery management system detecting an abnormality in the airborne battery pack, the first battery management system cuts off the power output of the airborne battery pack;

[0085] S262. If the flight phase is a ground phase, in response to the second battery management system detecting an abnormality in the power battery pack, the second battery management system cuts off the power output of the power battery pack.

[0086] In some embodiments of this application, battery pack anomalies can include abnormal electrical parameters, abnormal temperature, abnormal physical structure, and abnormal communication. Abnormal electrical parameters can include abnormal voltage and abnormal current. Abnormal voltage can include excessively high or low voltage of individual cells, abnormal total battery pack voltage, or excessive voltage difference between cells. Abnormal current can include a sudden increase in charging / discharging current, or zero current despite being in operation. Abnormal temperature can include excessively high or low cell temperature, or uneven temperature distribution among different cells or regions within the battery pack. Abnormal physical structure can include abnormal cell expansion, electrolyte leakage, or internal short circuits. Abnormal communication can include timeouts or loss of communication between the first battery management system and the airborne battery pack, timeouts or loss of communication between the second battery management system and the power battery pack, or sensor communication failures between the airborne battery pack and the power battery pack. When the flight phase is the ground phase, the battery management system can automatically cut off the power output of the corresponding battery pack when it detects an anomaly, ensuring the safety of the overall system.

[0087] In some embodiments of this application, when the flight phase is the ground phase, the battery management system can perform abnormal monitoring and automatic cut-off control on the corresponding battery packs to promptly stop power output, prevent the fault from escalating, reduce the risk of circuit damage, and improve the overall system safety and reliability.

[0088] This application provides battery control methods for electric aircraft. In manned flight mode, these methods simultaneously support hardwired and bus control signals, effectively reducing the risk of control failure due to a single signal malfunction and improving the success rate of manned aircraft in emergency go-around scenarios. In unmanned flight mode, standardized bus signal transmission reduces signal processing layers and shortens the power response time in emergency go-around scenarios. A single set of battery control logic for electric aircraft can simultaneously adapt to and meet the differentiated requirements of lightweight unmanned aircraft and high redundancy for manned aircraft, balancing safety, response speed, and architectural consistency.

[0089] It is understood that the various embodiments of the methods described in this specification are presented in a progressive manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on its differences from other embodiments. Relevant details can be found in the descriptions of other method embodiments.

[0090] It should be understood that although the steps in the flowcharts shown in the accompanying drawings are displayed sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless otherwise expressly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some of the steps in the accompanying drawings may include multiple steps or stages, which are not necessarily completed at the same time, but may be executed at different times, and the execution order of these steps or stages is not necessarily sequential, but may be performed alternately or in turn with other steps or at least a portion of the steps or stages of other steps.

[0091] In some embodiments of this application, a battery device for an electric aircraft is provided, such as... Figure 5 As shown, the device includes: at least one power battery pack 200, at least one airborne battery pack 100, a first power distribution system 300, a second power distribution system 400, a cockpit interaction unit 500, and a host computer device 600. The airborne battery pack 100 includes a first battery management system 110, and the power battery pack 200 includes a second battery management system 210. The first power distribution system 300 is used to distribute low-voltage power, and its input terminal is connected to the output terminal of the airborne battery pack 100. The second power distribution system 400 is used to distribute high-voltage power, and its input terminal is connected to the output terminal of the power battery pack 200. The cockpit interaction unit 500 is used to send hard-wired control signals to the power battery pack 200, the airborne battery pack 100, or the host computer device 600. The host computer device 600 is communicatively connected to the cockpit interaction unit 500, the first power distribution system 300, the second power distribution system 400, the first battery management system 110, and the second battery management system 210. The host computer device 600 is configured to, in the airborne phase of flight and in manned mode, cut off the power output of the corresponding battery module in response to a first control signal. The host computer device 600 is also configured to, in the airborne phase of flight and in unmanned mode, cut off the power output of the corresponding battery module in response to a second control signal. The first control signal includes at least one of a hardwired control signal and a bus control signal, and the second control signal includes a bus control signal.

[0092] In some embodiments of this application, the airborne battery pack 100 generally refers to a battery assembly that provides low-voltage or high-voltage DC power to airborne equipment of an electric aircraft. In some examples, the airborne battery pack 100 can output 270V high-voltage DC power (to power some airborne high-voltage equipment) and 28V low-voltage DC power (to power low-voltage equipment such as avionics systems, sensors, and battery management systems). The airborne battery pack 100 may include lithium-ion batteries, nickel-cadmium batteries, fuel cells, etc., to meet the high safety requirements of aviation scenarios. The first battery management system 110 generally refers to a management unit integrated within the airborne battery pack 100, responsible for monitoring the status of the airborne battery pack 100 and controlling its operation. The first battery management system 110 can monitor the temperature and voltage of each cell within the airborne battery pack 100 in real time, as well as status data such as total voltage and total current. The first battery management system 110 can also initiate a power-on self-test after receiving a wake-up signal and control the on / off switching of the low-voltage or high-voltage output of the airborne battery pack 100.

[0093] The power battery pack 200 typically refers to the battery assembly that provides high-voltage DC power to the propulsion system of an electric aircraft (such as the propulsion motor and motor controller). In some examples, the power battery pack 200 can output 400V or 800V high-voltage DC power to directly drive the propulsion motor to generate flight power. The power battery pack 200 may include lithium-ion batteries, nickel-cadmium batteries, fuel cells, etc., to meet the requirements of high energy density and high-rate discharge. The second battery management system 210 typically refers to the management unit integrated within the power battery pack 200, responsible for monitoring the status of the power battery pack 200 and controlling its high-voltage output. The second battery management system 210 can monitor the temperature and voltage of the cells within the power battery pack 200 in real time, as well as status data such as total voltage, total current, and insulation status. The second battery management system 210 can also wake up from its dormant state after the first power distribution system 300 provides power to perform a power-on self-test.

[0094] In some embodiments of this application, such as Figure 6 As shown, the airborne battery pack 100 may include cell modules, a first battery management system 110, and power devices. The first battery management system 110 can receive control signals sent by the cockpit interaction unit 500 and / or the host computer device 600, and control the power devices to output low-voltage power to the first power distribution system 300. The first power distribution system 300 generally refers to the power distribution network responsible for distributing the low-voltage power output by the airborne battery pack 100. The first power distribution system 300 can distribute the low-voltage power output by the airborne battery pack 100 to low-voltage loads such as the second battery management system 210 of the power battery pack 200, avionics equipment, and sensors, providing power support for the wake-up of the power battery pack 200.

[0095] In some embodiments of this application, such as Figure 7As shown, the power battery pack 200 may include cell modules, a second battery management system 210, and power devices. The second battery management system 210 can receive control signals from the cockpit interaction unit 500 and / or the host computer device 600, and control the power devices to output high-voltage electrical energy to the second power distribution system 400. The second power distribution system 400 typically refers to a power distribution network responsible for distributing the high-voltage electrical energy output from the power battery pack 200. The second power distribution system 400 can distribute the high-voltage electrical energy of the power battery pack 200 to high-voltage loads such as propulsion motor controllers and high-power equipment to drive the aircraft in flight. The cockpit interaction unit 500 typically refers to cockpit equipment that provides human-machine interaction. The cockpit interaction unit 500 may include a cockpit system panel for providing human-machine interaction. The cockpit system panel may include cockpit buttons. Cockpit buttons may include various button control methods such as push-button buttons, touchscreen buttons, and voice-controlled buttons. Through different types of buttons, the cockpit system panel sends control signals to the battery pack or the host computer system device of the battery pack to realize control functions. Bus control signals may include bus protocols such as aviation CAN (Controller Area Network) bus and Ethernet bus.

[0096] The host computer device 600 typically refers to the gateway device of the system housing the onboard battery pack 100 and / or the power battery pack 200. The host computer device 600 can be used to receive and transmit bus data from the onboard battery pack 100 and / or the power battery pack 200. The host computer device 600 can also be used to process and forward control signals transmitted by the cockpit interaction unit 500. For electric aircraft with different architectures, the host computer device 600 may represent different devices, and there may be multi-level host computer systems. Multiple devices may be involved in signal processing and forwarding between the control signals transmitted by the cockpit interaction unit 500 and the battery packs. In some examples, the host computer device 600 can process control signals transmitted from the cockpit interaction unit 500 (e.g., cockpit panel), and after logical judgment and data conversion, send them to the battery pack system (the first battery management system 110 and / or the second battery management system 210 corresponding to the airborne battery pack 100 and / or the power battery pack 200, respectively) and the high-voltage power distribution equipment. The host computer device 600 can also receive and store data sent by the battery pack equipment, and can forward key data of the battery pack to the corresponding system equipment. In some examples, the cockpit interaction unit 500 and the host computer device 600 can communicate via hard-wired signals and / or bus signals. The host computer device 600 can communicate with the first battery management system 110, the second battery management system 210, and the high-voltage power distribution equipment via bus signals.

[0097] In some embodiments of this application, when the flight phase is in the air and the flight mode is manned, the hardwired control signal of the cockpit button can be used as the main signal, and the bus control signal of the flight control system can be used as the auxiliary control signal. In some examples, when the first battery management system 110 detects an abnormality in the airborne battery pack 100 (e.g., overvoltage, overcurrent, etc.), or when the second battery management system 210 detects an abnormality in the power battery pack 200, the first battery management system 110 or the second battery management system 210 can only send an alarm signal to the corresponding host computer device 600. At this time, the first battery management system 110 or the second battery management system 210 can be prevented from automatically cutting off the power output of the corresponding battery pack. The pilot can make a judgment and handle the situation, maintain the status quo, or receive a power output cut-off control signal sent by the pilot through the cockpit interaction unit 500.

[0098] In some embodiments of this application, when the electric aircraft is in unmanned mode, the unmanned mode signal needs to be provided by the electric aircraft. The unmanned mode signal can be provided by the cockpit interaction unit 500, by the remote control system via a bus, or by other means. The first battery management system 110 of the onboard battery pack 100 and the second battery management system 210 of the power battery pack 200 can also receive control signals from multiple sources, such as hardwired control signals, bus control signals, and other forms of control signals. When the flight phase is in the air and the flight mode is unmanned, logical processing and judgment can be performed solely through the bus control signals of the flight control system.

[0099] The battery devices for electric aircraft provided in this application can simultaneously support hardwired control signals and bus control signals when in manned flight mode, effectively reducing the risk of control failure due to a single signal malfunction and improving the response success rate of manned aircraft in scenarios such as emergency go-arounds. When in unmanned flight mode, the standardized transmission of bus signals reduces signal processing layers and shortens the power response time in emergency go-around scenarios in unmanned mode. A single battery device architecture for electric aircraft can simultaneously adapt to and meet the differentiated needs of lightweight unmanned aircraft and high redundancy of manned aircraft, taking into account safety, response speed, and architectural consistency.

[0100] In some embodiments of this application, such as Figure 8 As shown, the device also includes an external power supply device 700, which is configured to provide low-voltage electrical energy to the first power distribution system 300 and / or the onboard battery pack 100 when the flight phase is in the ground phase.

[0101] In some embodiments of this application, the external power supply device 700 can serve as the primary power source for the electric aircraft on the ground, and also as a backup power source for the entire battery equipment architecture. During ground phases (such as pre-flight preparation, maintenance, and self-tests), continuous power supply to low-voltage equipment is typically required. Relying solely on the onboard battery pack 100 would lead to frequent discharges during non-flight phases, increasing the number of charge-discharge cycles. The external power supply device 700 can replace or supplement the onboard battery pack 100 in providing low-voltage power, reducing ineffective energy consumption and cycle losses, thereby extending its service life. The low-voltage power provided by the external power supply device 700 typically comes from a stable ground power grid or dedicated power source, offering more stable voltage and more controllable output. This avoids exposing the onboard battery pack 100 to frequent current fluctuations or abnormal loads during ground phases, reducing the risk of ground fires and equipment damage.

[0102] In some embodiments of this application, the first battery management system 110 is configured to cut off the power output of the airborne battery pack 100 when the flight phase is the ground phase and an abnormality is detected in the airborne battery pack 100. The second battery management system 210 is configured to cut off the power output of the power battery pack 200 when the flight phase is the ground phase and an abnormality is detected in the power battery pack 200.

[0103] In some embodiments of this application, battery pack anomalies can include abnormal electrical parameters, abnormal temperature, abnormal physical structure, and abnormal communication. Abnormal electrical parameters can include abnormal voltage and abnormal current. Abnormal voltage can include excessively high or low voltage of individual cells, abnormal total battery pack voltage, or excessive voltage difference between cells. Abnormal current can include a sudden increase in charging / discharging current, or zero current despite being in operation. Abnormal temperature can include excessively high or low cell temperature, or uneven temperature distribution among different cells or regions within the battery pack. Abnormal physical structure can include abnormal cell expansion, electrolyte leakage, or internal short circuits. Abnormal communication can include communication timeouts or loss between the first battery management system 110 and the airborne battery pack 100, communication timeouts or loss between the second battery management system 210 and the power battery pack 200, or sensor communication failures between the airborne battery pack 100 and the power battery pack 200. When the flight phase is the ground phase, the battery management system can automatically cut off the power output of the corresponding battery pack when it detects an anomaly, ensuring the safety of the overall system.

[0104] In some embodiments of this application, when the flight phase is the ground phase, the battery management system can perform abnormal monitoring and automatic cut-off control on the corresponding battery packs to promptly stop power output, prevent the fault from escalating, reduce the risk of circuit damage, and improve the overall system safety and reliability.

[0105] The battery devices for electric aircraft provided in this application can simultaneously support hardwired control signals and bus control signals when in manned flight mode, effectively reducing the risk of control failure due to a single signal malfunction and improving the response success rate of manned aircraft in scenarios such as emergency go-arounds. When in unmanned flight mode, the standardized transmission of bus signals reduces signal processing layers and shortens the power response time in emergency go-around scenarios in unmanned mode. A single battery device architecture for electric aircraft can simultaneously adapt to and meet the differentiated needs of lightweight unmanned aircraft and high redundancy of manned aircraft, taking into account safety, response speed, and architectural consistency.

[0106] In one embodiment, a battery control device is provided, which may be a terminal, and its internal structure diagram may be as follows: Figure 9 As shown, the battery control device includes a processor, memory, communication interface, display screen, and input devices connected via a system bus. The processor provides computing and control capabilities. The memory includes a non-volatile storage medium and internal memory. The non-volatile storage medium stores the operating system and computer programs. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage medium. The communication interface is used for wired or wireless communication with external terminals; wireless communication can be achieved through Wi-Fi, mobile cellular networks, NFC (Near Field Communication), or other technologies. When the computer program is executed by the processor, it implements a battery control method for an electric aircraft. The display screen can be an LCD screen or an e-ink screen. The input devices can be a touch layer covering the display screen, buttons, a trackball, or a touchpad mounted on the battery control device's casing, or an external keyboard, touchpad, or mouse.

[0107] Those skilled in the art will understand that Figure 9 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the battery control device to which the present application is applied. The specific battery control device may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0108] Based on the foregoing description of the relevant methods and apparatus embodiments, this application also provides a battery control device, including a memory and a processor. The memory stores a computer program, which, when executed by the processor, implements the battery control method for electric aircraft described in any embodiment of this specification.

[0109] Based on the foregoing description of the relevant methods and apparatus embodiments, this application also provides a computer-readable storage medium that, when the instructions in the computer-readable storage medium are executed by the processor of a battery control device, enables the battery control device to implement the battery control method for an electric aircraft as described in any embodiment of this application.

[0110] Based on the foregoing description of the relevant methods and apparatus embodiments, this application also provides a computer program product, including a computer program that, when executed by a processor, implements the battery control method for an electric aircraft described in any embodiment of this specification.

[0111] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to interchangeably. Each embodiment focuses on its differences from other embodiments. In particular, for hardware + program embodiments, since they are basically similar to the method embodiments, the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments.

[0112] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties.

[0113] Those skilled in the art will understand that all or part of the processes in the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium. When executed, the computer program can include the processes of the embodiments described above. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, etc., and are not limited to these.

[0114] It should be noted that the aforementioned apparatus, battery control device, storage medium, and computer program product, based on the description of the method embodiments, may also include other implementation methods. Specific implementation methods can be found in the descriptions of the relevant method embodiments. Furthermore, new embodiments formed by combinations of features from various methods, apparatuses, devices, and server embodiments still fall within the scope of this application and will not be elaborated upon here.

[0115] For ease of description, the above devices are described in terms of function, divided into various modules. Of course, when implementing one or more of these specifications, the functions of each module can be implemented in the same or different software and / or hardware, or a module that performs the same function can be implemented by a combination of multiple sub-modules or sub-units. The device embodiments described above are merely illustrative. For example, the division of modules or units is only a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling and communication connections between the devices or units shown or described can be implemented through direct and / or indirect coupling / connection, through standard or custom interfaces or protocols, and can be implemented electrically, mechanically, or in other forms.

[0116] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this application are indicated by the following claims.

[0117] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope.

Claims

1. A battery control method for an electric aircraft, characterized in that, The method includes: Acquire flight data of the target electric aircraft, the flight data including flight phases and flight modes, the flight phases including air phases, and the flight modes including manned mode and unmanned mode; When the flight phase is an air phase and the flight mode is manned mode, in response to the first control signal, the power output of the corresponding battery module is cut off; When the flight phase is an air phase and the flight mode is unmanned mode, in response to the second control signal, the power output of the corresponding battery module is cut off; The first control signal includes at least one of a hard-wired control signal and a bus control signal, and the second control signal includes a bus control signal.

2. The method according to claim 1, characterized in that, The flight phase also includes a ground phase, the battery module includes an onboard battery pack and a power battery pack, and the method further includes: The first battery management system of the airborne battery pack is activated, and the first battery management system controls the airborne battery pack to perform a power-on self-test. The system controls the airborne battery pack to output electrical energy to the first power distribution system, and wakes up the second battery management system of the power battery pack through the first power distribution system. The second battery management system controls the power battery pack to perform a power-on self-test. Control the power battery pack to output electrical energy to the second power distribution system.

3. The method according to claim 2, characterized in that, The method further includes: When the flight phase is the ground phase, in response to the first battery management system detecting an anomaly in the airborne battery pack, the first battery management system cuts off the power output of the airborne battery pack; If the flight phase is a ground phase, in response to the second battery management system detecting an anomaly in the power battery pack, the second battery management system cuts off the power output of the power battery pack.

4. A battery device for an electric aircraft, characterized in that, The device includes: At least one power battery pack and at least one airborne battery pack, the airborne battery pack including a first battery management system and the power battery pack including a second battery management system; A first power distribution system is used to distribute low-voltage electrical energy, and the input terminal of the first power distribution system is connected to the output terminal of the airborne battery pack. The second power distribution system is used to distribute high-voltage electrical energy, and the input end of the second power distribution system is connected to the output end of the power battery pack. The cockpit interaction unit is used to send hardwired control signals to the power battery pack, the airborne battery pack, or the host computer equipment. The host computer is communicatively connected to the cockpit interaction unit, the first power distribution system, the second power distribution system, the first battery management system, and the second battery management system, respectively. The host computer is configured to cut off the power output of the corresponding battery module in response to a first control signal when the flight phase is in the air phase and the flight mode is manned mode. The host computer is configured to cut off the power output of the corresponding battery module in response to a second control signal when the flight phase is in the air phase and the flight mode is unmanned. The first control signal includes at least one of a hard-wired control signal and a bus control signal, and the second control signal includes a bus control signal.

5. The device according to claim 4, characterized in that, The device also includes an external power supply device configured to provide low-voltage power to the first power distribution system and / or the onboard battery pack when the flight phase is on the ground.

6. The device according to claim 4, characterized in that, The first battery management system is configured to cut off the power output of the airborne battery pack when the flight phase is the ground phase and an abnormality is detected in the airborne battery pack; The second battery management system is configured to cut off the power output of the power battery pack when the flight phase is the ground phase and an abnormality is detected in the power battery pack.

7. A battery control device, characterized in that, It includes a memory and a processor, the memory storing a computer program, and the processor executing the computer program to implement the steps of the method according to any one of claims 1 to 3.

8. A computer-readable storage medium, characterized in that, It stores a computer program thereon, which, when executed by a processor, implements the steps of the method according to any one of claims 1 to 3.

9. A computer program product, characterized in that, Includes a computer program that, when executed by a processor, implements the steps of the method according to any one of claims 1 to 3.

10. An electric aircraft, characterized in that, It includes at least one of the battery device for an electric aircraft as described in any one of claims 4 to 6 and the battery control device as described in claim 7.

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