Unmanned aerial vehicle charging control method

Abstract

The invention relates to an unmanned aerial vehicle charging control technology, in particular to an unmanned aerial vehicle charging control method, which takes an extended-range electric commercial vehicle as a carrier, the extended-range electric commercial vehicle is provided with a large battery which can discharge outwards and can also utilize a matched range extender to generate electricity, and the oil-electricity conversion ratio is far higher than that of a conventional mobile generator. The overall NVH is better during operation and power generation, the noise is far lower than that of a conventional mobile generator, the whole vehicle is very convenient to move, and the container can load the unmanned aerial vehicle for transition, so that the problems of hearing injury of a driver and environmental noise pollution caused by high noise and low power generation efficiency during operation of the mobile generator are fundamentally solved; and the matched large battery pack can preferentially charge the battery of the unmanned aerial vehicle, and the range extender with the high oil-electricity conversion ratio is started to generate power after the electric quantity is lower than a threshold value, so that the problems that the hearing health and the environmental comfort of an unmanned aerial vehicle operator are influenced due to low power generation efficiency at the present stage, and the working income of the operator is also reduced due to lower oil-electricity conversion efficiency are solved.

Description

Technical Field

[0001] This invention relates to drone charging control technology, specifically to a drone charging control method. Background Technology

[0002] Modern agriculture often uses electric drones for planting, cultivation, and harvesting. These drones operate continuously within a designated area. Because they use electric motors as their power source, powered by batteries, they consume power during flight. To maintain flight control and balance energy consumption, drones typically have low battery capacity, usually around 2 kWh, requiring battery replacement after about 10 minutes of flight. After the battery is depleted, it needs to be recharged. The common practice is to pair the drone with a portable generator to charge the battery on-site. These generators are usually single-cylinder engines, which generate significant noise and have low efficiency, impacting the operator's hearing and comfort. The low fuel-to-electric conversion efficiency also reduces the operator's earnings. Furthermore, moving the generator between different work sites is time-consuming and labor-intensive, affecting operational efficiency and convenience.

[0003] In summary, a drone charging control method is proposed to address the problems mentioned in the background section. Summary of the Invention

[0004] The purpose of this invention is to provide a charging control method for unmanned aerial vehicles (UAVs), which solves the problem that currently, UAVs are equipped with a portable generator to generate electricity on-site to charge the battery. The generator is generally a single-cylinder engine that drives the generator to generate electricity, which is very noisy when generating electricity and has low power generation efficiency, affecting the hearing health of the UAV operator and the comfort of the environment.

[0005] A drone charging control method includes a range-extended electric commercial vehicle and a charger. One end of the charger is directly connected to the high-voltage circuit of the vehicle via a charging interface, and the other end is connected to the battery of the drone. The charger interacts with the battery management system for control. The vehicle control unit monitors the overall vehicle status and controls the DC discharge process through a high-voltage control module and an energy management module. The specific steps are as follows:

[0006] In step S1, the high voltage control module controls the power-on and power-off of the high voltage circuit. The battery management system (BMS) interacts with the charger to identify the battery charging and discharging state as DC discharge. It transmits the battery charging and discharging state to the VCU through the signal HVB_ChargeMode. After the BMS and the charger pass the handshake verification, the BMS transmits the discharge request and the plug connection status to the VCU.

[0007] Step S2: The VCU determines whether the vehicle status meets the DC discharge conditions. If yes, proceed to step S3; otherwise, continue to detect and determine.

[0008] In step S3, the VCU sends a discharge permission command to the BMS. At the same time, the VCU sends a high voltage command to the BMS and wakes up the GCU and EMS. The BMS controls the high voltage circuit to close and interacts with the charger to discharge.

[0009] Step S4: For DC discharge conditions, it is necessary to accurately identify and calculate the reasonable APU power generation to control APU power generation. Determine whether the BMS feedback HVB_ChargeMode=2 and the charging gun is connected, the battery is actually in discharge state, and the battery SOC is lower than the first discharge threshold. If so, the VCU sets the vehicle DC discharge status flag VCU_HVBDischrging. Otherwise, continue monitoring.

[0010] In step S5, after the energy management module recognizes that VCU_HVBDischrging=1, it sends a signal to the instrument. The instrument displays "Battery power is low, APU is starting to generate electricity". The VCU control drive mode enters SHEV and controls the APU to start generating electricity.

[0011] Step S6: Determine whether the operator has selected the drive mode as custom power generation. If so, the operator will generate power using the custom power generation setting. Otherwise, proceed to step S7.

[0012] Step S7: Automatically select the APU power generation point based on NVH and high-efficiency range balance. The initial value of the APU's required power generation will be arbitrated with the battery's continuous charging capability to obtain the expected value of the APU's power generation.

[0013] Step S8: Set the first discharge threshold as the hysteresis range, determine whether the battery SOC is higher than the upper limit of the first discharge threshold. If so, the VCU controls the APU to shut down; otherwise, proceed to step S8.1.

[0014] Step S8.1: Determine whether the battery SOC is lower than the second discharge threshold lower limit. If not, continue to determine. If so, the VCU will first set the high voltage discharge prohibition flag VCU_HVBDischrgingDisbd. This flag is used by the VCU to control the APU gradient to reduce the APU power generation.

[0015] Step S9: After the energy management module recognizes that VCU_HVBDischrgingDisbd=1, it reduces the linear gradient of the APU's requested power generation to 0.

[0016] In step S10, after a certain delay, the VCU will set VCU_HVBDischrgingDisbdDyld again. After the APU start / stop control module recognizes that VCU_HVBDischrgingDisbdDyld=1, it will control the drive mode to exit SHEV and return to EV mode. The APU will stop, DC discharge will be prohibited, and high voltage will be applied. At the same time, the signal will be sent to the instrument, which will display "Battery power is extremely low, external discharge is prohibited".

[0017] Further specifying, the vehicle status meeting the DC discharge conditions includes the BMS issuing a DC discharge request, the charger plug being connected normally, the vehicle being in neutral (N) gear, the handbrake being engaged, and the vehicle speed being below a threshold.

[0018] Furthermore, the energy management module controls the state of charge of the vehicle's high-voltage battery to ensure the safety of the high-voltage battery's charge. As the high-voltage battery discharges, i.e., the drone battery is continuously charged and replenished, the charge of the vehicle's high-voltage battery gradually decreases. When the charge of the high-voltage battery falls below a threshold, the VCU energy management module will control the discharge process.

[0019] Further specifying, the energy management module sets two levels of battery SOC thresholds for APU start / stop, power generation control, and DC discharge control, respectively. When the battery SOC is lower than the first discharge threshold, the VCU will control the APU to replenish the vehicle's high-voltage battery and provide power to the charger. The VCU will wake up the APU control unit GCU and the engine control unit EMS during battery DC discharge. The VCU controls the APU to start by switching the vehicle's drive mode, which defaults to EV mode. When the battery SOC is lower than the first discharge threshold, the VCU will control the exit from EV mode and enter SHEV mode. SHEV mode will send an APU start command to the GCU.

[0020] The advantages of this invention compared to the prior art are as follows:

[0021] This invention uses a range-extended electric commercial vehicle as a carrier. The range-extended electric commercial vehicle has a large battery that can discharge externally and can also generate electricity using its matching range extender. The oil-to-electricity conversion ratio is much higher than that of conventional mobile generators, and the overall NVH is better when generating electricity. The noise is much lower than that of conventional mobile generators. The vehicle is very convenient to move. The cargo box can carry drones for relocation. Since it is equipped with a generator, there is no need to manually move the generator. This fundamentally solves the problems of hearing damage to operators and environmental noise pollution caused by the high noise and low power generation efficiency of mobile generators. Moreover, the matching large battery pack can prioritize charging the drone battery. When the battery level is lower than the threshold, the high oil-to-electricity conversion ratio range extender will start generating electricity, further reducing the drone charging cost and directly increasing the operator's drone operation income, creating more economic value for the operator. Attached Figure Description

[0022] Figure 1 This is an overall control block diagram of the present invention;

[0023] Figure 2 This is a flowchart illustrating the overall control process for charging the drone according to the present invention.

[0024] Figure 3 This is a flowchart of the drone charging control process of the present invention. Detailed Implementation

[0025] To enable those skilled in the art to better understand the technical solution of the present invention, the technical solution of the present invention will be further described below in conjunction with the accompanying drawings and embodiments. Example

[0026] like Figures 1-3 As shown, a drone charging control method includes a range-extended electric commercial vehicle and a charger. The range-extended electric commercial vehicle includes an instrument panel, VCU, MP5 screen, BMS, high-voltage battery, range extender, GCU, and EMS. One end of the charger is directly connected to the high-voltage circuit of the vehicle through a charging interface, and the other end is connected to the drone's battery. The charger interacts with the battery management system to control the system, identifying it as a DC discharge condition. The vehicle control unit (VCU) monitors the overall vehicle status and controls the DC discharge process through the high-voltage control module and energy management module. The specific steps are as follows:

[0027] In step S1, the high voltage control module controls the power-on and power-off of the high voltage circuit. First, the battery management system (BMS) interacts with the charger to identify the battery charging and discharging state as DC discharge. It then transmits the battery charging and discharging state to the VCU via the signal HVB_ChargeMode. After the BMS and the charger pass the handshake verification, the BMS transmits the discharge request and the plug connection status to the VCU.

[0028] Step S2: The VCU determines whether the vehicle status meets the DC discharge conditions, i.e., whether the BMS issues a DC discharge request and the charger plug is connected normally, the vehicle is in neutral (N) and the handbrake is engaged, and the vehicle speed is below the threshold. If so, proceed to step S3; otherwise, continue to detect and judge.

[0029] In step S3, the VCU sends a discharge permission command to the BMS. At the same time, the VCU sends a high voltage command to the BMS and wakes up the GCU and EMS. The BMS controls the high voltage circuit to close and interacts with the charger to discharge.

[0030] Step S4: For DC discharge conditions, accurate identification is required to calculate reasonable APU power generation control. The energy management module sets two levels of discharge battery SOC thresholds, which are used to start / stop the range extender APU, control power generation, and control DC discharge, respectively. It determines whether the BMS feedback is HVB_ChargeMode=2 (i.e., the charging / discharging mode is DC discharge) and the charging gun is connected, and the battery is actually in discharge state and the battery SOC is lower than the first discharge threshold. If so, the VCU sets the vehicle DC discharge status flag VCU_HVBDischrging; otherwise, it continues to monitor.

[0031] In step S5, after the energy management module recognizes VCU_HVBDischrging=1, the gateway TBOX will forward the signal to the instrument panel, which will display: "Battery power is low, APU is starting to generate electricity"; the VCU controls the drive mode to enter SHEV and controls the APU to start generating electricity (the VCU controls the APU to start, which is actually achieved by switching the vehicle's drive mode, which is EV mode by default).

[0032] Step S6: Simultaneously determine whether the operator selects the drive mode as custom power generation. If so, the operator's custom power generation will be used for power generation; otherwise, proceed to step S7.

[0033] Step S7: Automatically select the APU power generation point based on NVH and high-efficiency range balance. This can improve the energy utilization efficiency of the APU, avoid energy loss caused by the battery as an intermediate link, and achieve higher overall efficiency without intermediate energy conversion. It can also avoid the battery being too low or the APU starting and stopping frequently. The operator's customized power generation can adapt to the power generation needs of various APUs under various working conditions. Finally, the initial value of the APU's required power generation calculated by the energy management module will be reduced by the battery's continuous charging capacity to obtain the expected value of the requested APU power generation, so as to prevent the battery from being overcharged and thus protect the battery.

[0034] Step S8: Set the first discharge threshold as the hysteresis range to prevent battery SOC fluctuations from causing control fluctuations. After the APU generates electricity, the battery SOC starts to rise. Determine whether the battery SOC is higher than the upper limit of the first discharge threshold. If so, the VCU controls the APU to shut down. The purpose is to keep the battery in a not-too-low charge state to ensure charge safety, and at the same time, to maximize the economy of vehicle use by performing oil-electric conversion as needed. Otherwise, proceed to step S8.1.

[0035] Step S8.1: In extreme cases, if the DC discharge power is too high, or the APU is operating in a performance-limited state, the battery SOC may decrease further. Similarly, the second discharge threshold is also set as a hysteresis range. It is determined whether the battery SOC is lower than the lower limit of the second discharge threshold. If not, the determination continues. If so, the VCU will first set the high-voltage discharge prohibition flag VCU_HVBDischrgingDisbd. This flag is used by the VCU to control the gradient reduction of the APU's power generation.

[0036] Step S9: After the energy management module recognizes that VCU_HVBDischrgingDisbd=1, it reduces the linear gradient of the APU's requested power generation to 0 to protect the engine from torque or premature shutdown, which would accelerate engine mechanical wear.

[0037] In step S10, after a certain delay, the VCU will set VCU_HVBDischrgingDisbdDyld again. After the APU start / stop control module recognizes that VCU_HVBDischrgingDisbdDyld=1, it will control the drive mode to exit SHEV and return to EV mode. The APU will stop, DC discharge will be prohibited, and high voltage will be applied. The VCU will simultaneously send VCU_HVBDischrgingDisbdDyld to the gateway. The gateway TBOX will forward it to the instrument, and the instrument will display the prompt message "Battery power is extremely low, external discharge is prohibited".

[0038] This invention uses a range-extended electric commercial vehicle as a carrier. The range-extended electric commercial vehicle has a large battery that can discharge externally and can also generate electricity using its matching range extender. The oil-to-electricity conversion ratio is much higher than that of conventional mobile generators, and the overall NVH is better when generating electricity, with noise levels much lower than that of conventional mobile generators. The vehicle is very convenient to move. The cargo box can carry drones for relocation. Since it is equipped with a generator, there is no need to manually move the generator. This fundamentally solves the problems of hearing damage to operators and environmental noise pollution caused by the high noise and low power generation efficiency of mobile generators. Moreover, its matching large battery pack can prioritize charging the drone battery. When the battery level is lower than a threshold, the high oil-to-electricity conversion ratio range extender will start generating electricity, further reducing drone charging costs and directly increasing the operator's drone operation income, creating more economic value for the operator.

[0039] The above provides a detailed description of a drone charging control method provided by the present invention. The specific embodiments are only used to help understand the method and core ideas of the present invention. It should be noted that those skilled in the art can make several improvements and modifications to the present invention without departing from the present invention, and these improvements and modifications also fall within the protection scope of the claims of the present invention.

Claims

1. A method for controlling the charging of a drone, characterized in that: The system includes a range-extended electric commercial vehicle and a charger. One end of the charger is directly connected to the high-voltage circuit of the vehicle via a charging interface, and the other end is connected to the battery of the drone. The charger interacts with the battery management system for control. The vehicle control unit monitors the overall vehicle status and controls the DC discharge process through the high-voltage control module and the energy management module. The specific steps are as follows: In step S1, the high voltage control module controls the power-on and power-off of the high voltage circuit. The battery management system (BMS) interacts with the charger to identify the battery charging and discharging state as DC discharge. It transmits the battery charging and discharging state to the VCU through the signal HVB_ChargeMode. After the BMS and the charger pass the handshake verification, the BMS transmits the discharge request and the plug connection status to the VCU. Step S2: The VCU determines whether the vehicle status meets the DC discharge conditions. If yes, proceed to step S3; otherwise, continue to detect and determine. In step S3, the VCU sends a discharge permission command to the BMS. At the same time, the VCU sends a high voltage command to the BMS and wakes up the GCU and EMS. The BMS controls the high voltage circuit to close and interacts with the charger to discharge. Step S4: For DC discharge conditions, it is necessary to accurately identify and calculate the reasonable APU power generation to control APU power generation. Determine whether the BMS feedback HVB_ChargeMode=2 and the charging gun is connected, the battery is actually in discharge state, and the battery SOC is lower than the first discharge threshold. If so, the VCU sets the vehicle DC discharge status flag VCU_HVBDischrging. Otherwise, continue monitoring. In step S5, after the energy management module recognizes that VCU_HVBDischrging=1, it sends a signal to the instrument. The instrument displays "Battery power is low, APU is starting to generate electricity". The VCU control drive mode enters SHEV and controls the APU to start generating electricity. Step S6: Determine whether the operator has selected the drive mode as custom power generation. If so, the operator will generate power using the custom power generation setting. Otherwise, proceed to step S7. Step S7: Automatically select the APU power generation point based on NVH and high-efficiency range balance. The initial value of the APU's required power generation will be arbitrated with the battery's continuous charging capability to obtain the expected value of the APU's power generation. Step S8: Set the first discharge threshold as the hysteresis range, determine whether the battery SOC is higher than the upper limit of the first discharge threshold. If so, the VCU controls the APU to shut down; otherwise, proceed to step S8.

1. Step S8.1: Determine whether the battery SOC is lower than the second discharge threshold lower limit. If not, continue to determine. If so, the VCU will first set the high voltage discharge prohibition flag VCU_HVBDischrgingDisbd. This flag is used by the VCU to control the APU gradient to reduce the APU power generation. Step S9: After the energy management module recognizes that VCU_HVBDischrgingDisbd=1, it reduces the linear gradient of the APU's requested power generation to 0. In step S10, after a certain delay, the VCU will set VCU_HVBDischrgingDisbdDyld again. After the APU start / stop control module recognizes that VCU_HVBDischrgingDisbdDyld=1, it will control the drive mode to exit SHEV and return to EV mode. The APU will stop, DC discharge will be prohibited, and high voltage will be applied. At the same time, the signal will be sent to the instrument, which will display "Battery power is extremely low, external discharge is prohibited".

2. The UAV charging control method according to claim 1, characterized in that: The conditions for the vehicle to meet the DC discharge criteria include the BMS issuing a DC discharge request, the charger plug being connected normally, the vehicle being in neutral (N) gear, the handbrake being engaged, and the vehicle speed being below a threshold.

3. The UAV charging control method according to claim 1, characterized in that: The energy management module controls the state of charge of the vehicle's high-voltage battery to ensure the safety of the battery's charge. As the high-voltage battery discharges, i.e., the drone battery is continuously charged and replenished, the charge of the vehicle's high-voltage battery gradually decreases. When the charge of the high-voltage battery falls below a threshold, the VCU energy management module controls the discharge process.

4. The UAV charging control method according to claim 3, characterized in that: The energy management module sets two levels of battery SOC thresholds, which are used for APU start / stop, power generation control, and DC discharge control, respectively. When the battery SOC is lower than the first discharge threshold, the VCU will control the APU to charge the vehicle's high-voltage battery and provide power to the charger. The VCU will wake up the APU control unit GCU and the engine control unit EMS during battery DC discharge. The VCU controls the APU to start by switching the vehicle's drive mode, which is EV mode by default. When the battery SOC is lower than the first discharge threshold, the VCU will control the exit from EV mode and enter SHEV mode. SHEV mode will send an APU start command to the GCU.

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