Energy balancing method and device for multi-battery system of aircraft and aircraft

Abstract

The invention provides an energy balancing method and device for an aircraft multi-battery system and an aircraft, and relates to the field of aircrafts. The method comprises the steps that the charge state value of each independent battery system and profile data of a flight mission in the next stage are acquired, and the profile data comprise the height change, the speed change and the duration of a flight mission plan; according to the charge state value and the profile data, calculating the maximum difference value of the residual available energy among the independent battery systems at the end of the flight task, and taking the maximum difference value as an estimated energy difference value; whether the estimated energy difference value exceeds a first preset threshold value or not is judged, if yes, a corresponding independent battery system is controlled to carry out battery equalization processing according to a predictive equalization strategy, and the predictive equalization strategy is an equalization strategy which is determined according to the estimated energy difference value and comprises an equalization path, equalization power and equalization time. According to the scheme, the problem of electric quantity inconsistency among multi-battery systems can be simply and efficiently solved.

Description

Technical Field

[0001] This application relates to the field of aircraft, and more specifically, to an energy balancing method, apparatus, and aircraft for a multi-battery system in an aircraft. Background Technology

[0002] With the rise of aircraft, their power systems typically employ multiple independent battery systems to power different motors or motor groups, ensuring redundancy safety and power output during flight.

[0003] However, while this design brings safety advantages, it also introduces a new technical challenge: complex flight conditions (such as combating crosswinds, climbing, and turning) will lead to significant differences in the load on each motor, resulting in inconsistent discharge depths of the individual battery systems. This inconsistency will trigger the "weakest link" effect, meaning that the battery system with the lowest state of charge will limit the overall range and performance of the aircraft, and may even cause power imbalance or mission interruption due to premature energy depletion.

[0004] To address this issue, battery balancing technology has emerged. Currently, this technology is mainly divided into passive balancing and active balancing. Passive balancing schemes dissipate the power of high-energy batteries through resistors. While structurally simple, they suffer from inherent drawbacks such as severe energy loss and low efficiency. Existing active balancing technologies, although able to improve efficiency through energy transfer, are concentrated on balancing between cells within a single battery pack, resulting in complex circuit architectures and high costs. This makes it difficult for existing solutions to easily and efficiently resolve the power inconsistency problem between multi-battery systems during flight, necessitating a system-level balancing solution. Summary of the Invention

[0005] The purpose of this application is to provide an energy balancing method, device, and aircraft for a multi-battery system of an aircraft. This method can not only solve the problem of inconsistent power levels among multiple battery systems in a simple and efficient way, but also associate the balancing timing with the flight mission, thereby effectively ensuring the unity of flight safety and balancing efficiency.

[0006] This application is implemented as follows: In a first aspect, this application provides an energy balancing method for a multi-battery system of an aircraft, comprising the following steps: acquiring the state of charge (SOC) value of each independent battery system and profile data of the next stage of the flight mission, wherein the profile data includes the altitude change, speed change, and duration of the planned flight mission; calculating, based on the SOC value and the profile data, the maximum difference in remaining available energy between the independent battery systems at the end of the flight mission, as an estimated energy difference; determining whether the estimated energy difference exceeds a first preset threshold, and if so, controlling the corresponding independent battery system to perform battery balancing processing according to a predictive balancing strategy, wherein the predictive balancing strategy is a balancing strategy determined based on the estimated energy difference, including balancing path, balancing power, and balancing time.

[0007] Secondly, this application provides an energy balancing device for a multi-battery system of an aircraft, comprising: a battery management system for acquiring the state of charge (SOC) values ​​of each independent battery system; a flight control system for acquiring profile data of the next stage of a flight mission, the profile data including altitude changes, speed changes, and duration of the planned flight mission; a central controller, communicatively connected to the battery management system and the flight control system, configured to: receive the SOC values ​​transmitted from the battery management system and the profile data transmitted from the flight control system; calculate, based on the SOC values ​​and the profile data, the maximum difference in remaining available energy between the independent battery systems at the end of the flight mission, as an estimated energy difference; and a balancing execution module for determining whether the estimated energy difference exceeds a first preset threshold, and if so, controlling the corresponding independent battery system to perform battery balancing processing according to a predictive balancing strategy, wherein the predictive balancing strategy is a balancing strategy determined based on the estimated energy difference, including a balancing path, balancing power, and balancing time.

[0008] Thirdly, this application provides an aircraft including a memory for storing one or more programs; a processor; and, when the one or more programs are executed by the processor, implementing the method as described in any one of the first aspects above.

[0009] Fourthly, this application provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the method as described in any one of the first aspects above.

[0010] Fifthly, this application provides a computer program product including computer program instructions that, when executed by a processor, implement the method as described in any one of the first aspects above.

[0011] Compared with the prior art, this application has at least the following advantages or beneficial effects: This application proposes an energy balancing method for multi-battery systems in aircraft. Through system-level balancing, it directly allocates energy from independent battery systems with surplus power to those with depleted power, ensuring that all independent battery systems can work collaboratively until the end of the flight mission. This avoids the risk of reduced range or power imbalance caused by premature depletion of a single independent battery system or severe energy unevenness, significantly improving the overall aircraft safety redundancy. Unlike traditional solutions that only address imbalances after they are detected, this application uses flight profile data for prediction, enabling anticipation and intervention before imbalances occur. This proactive approach makes energy management among multi-battery systems more precise and scientific. Furthermore, the introduction of predictive balancing strategies makes the entire process controllable and predictable, avoiding arbitrariness. Simultaneously, because the balancing operation is linked to the flight mission and constrains balancing power and time, it also ensures that energy allocation does not conflict with critical power phases such as takeoff and climb, guaranteeing flight safety. Attached Figure Description

[0012] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0013] Figure 1 This is a flowchart of an embodiment of an energy balancing method for a multi-battery system of an aircraft according to this application; Figure 2 This is a schematic diagram of the electrical connections of the battery system, switch matrix, and bidirectional DC-DC converter in one embodiment of this application; Figure 3 This is a schematic diagram of the energy routing for energy transmission from BAT3 to BAT1 in one embodiment of this application; Figure 4 This is a structural block diagram of an embodiment of an energy balancing device for a multi-battery system of an aircraft, as described in this application. Figure 5 This is a structural block diagram of an aircraft provided in an embodiment of this application.

[0014] Icons: 201, Processor; 202, Memory; 203, Communication Interface. Detailed Implementation

[0015] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. It should be understood that this application is not limited to the exemplary embodiments described herein.

[0016] In this document, relational terms such as first and second are used only to distinguish one entity or operation from another entity or operation, without necessarily requiring or implying any such actual relationship or order between these entities or operations.

[0017] Application Overview Existing battery balancing solutions are mainly divided into two categories, but both have significant limitations in application. First, while passive balancing solutions have a simple structure, they achieve battery voltage consistency by consuming excess energy through resistors, inherently suffering from severe energy loss and low efficiency. Second, although conventional active balancing solutions can improve utilization efficiency through energy transfer, their application is mainly limited to balancing at the cell level within a single battery pack.

[0018] For aircraft, the core challenge lies in the uneven distribution of energy at the system level caused by complex operating conditions. Furthermore, the timing of the balancing process is directly related to the aircraft's power safety. Therefore, conventional active balancing schemes, unable to solve system-level energy scheduling problems and lacking intelligent decision-making mechanisms that coordinate with flight safety, are insufficient to meet the actual operational needs of aircraft.

[0019] To address the aforementioned technical problems, this application provides an energy balancing method for multi-battery systems in aircraft. This method elevates the balancing focus from the cell level to the entire battery system level, incorporating profile data from the next phase of the flight mission as a predictive basis. By combining this with real-time acquired state-of-charge (SOC) values ​​of each independent battery system, it determines when and how to initiate battery balancing. This not only provides a simple and efficient solution to the problem of inconsistent battery levels among multiple battery systems but also links the balancing timing to the flight mission, effectively ensuring a balance between flight safety and balancing efficiency.

[0020] After introducing the basic principles of this application, various non-limiting embodiments of this application will be described in detail below with reference to the accompanying drawings. Unless otherwise specified, the various embodiments and features described below can be combined with each other.

[0021] Exemplary methods Please see Figure 1 The energy balancing method for a multi-battery system in an aircraft includes the following steps: Step S101: Obtain the state of charge value of each independent battery system and the profile data of the next stage of the flight mission. The profile data includes the altitude change, speed change and duration of the flight mission plan.

[0022] In step S101 above, a high-precision state of charge (SOC) value can be collected and estimated in real time by the BMS (Battery Management System) of each independent battery system. This value reflects the current remaining charge of the battery. Simultaneously, the onboard flight control system or mission planning system acquires profile data of the aircraft's next flight phase. This profile data is like a "script" for the flight mission, specifying in detail when (duration), what altitude, and what speed the aircraft will fly in the next phase (such as from climb to cruise).

[0023] In other words, in step S101, not only are the real-time state of charge values ​​of each independent battery system acquired, accurately reflecting the current remaining power, but also the profile data for the next stage of the flight mission is obtained. This allows us to know not only how much power is left, but also what needs to be done next and how much power will be required, providing data support for subsequent predictions.

[0024] For example, the SOC (State of Charge) value can be estimated by collecting voltage and current data from each independent battery system and then using the Extended Kalman Filter (EKF) algorithm based on a second-order RC equivalent circuit model.

[0025] Step S102: Based on the state of charge value and profile data, calculate the maximum difference in remaining available energy between the independent battery systems at the end of the flight mission, as the estimated energy difference value.

[0026] In step S102 above, instead of simply comparing the current state of charge (SOC) values ​​of each independent battery system, a dynamic, end-to-end calculation is performed. Specifically, based on the profile data obtained in step S101, the energy required by the load connected to each independent battery system to complete the next phase of the flight mission is determined. Combined with the current SOC values ​​of each independent battery system, the remaining available energy is calculated. Subtracting the energy required for the mission from the remaining available energy yields the estimated remaining energy of each independent battery system at the end of the next phase of the flight mission. Finally, the maximum and minimum values ​​of these estimated remaining energies are identified, and the difference is the "estimated energy difference." This "estimated energy difference" is a forward-looking indicator that precisely quantifies the degree of energy imbalance among the independent battery systems after the mission ends without intervention, thus revealing the severity of the "weakest link" effect in advance.

[0027] In other words, step S102 above, by introducing the estimated energy difference determined using state of charge (SOC) and profile data, can directly and accurately predict potential future performance bottlenecks, providing a clear and quantifiable objective for battery equalization. Furthermore, while traditional equalization aims to ensure consistent current SOC, this step aims to ensure consistent capability to complete flight missions. This equalization concept is more in line with practical application needs, significantly improving the success rate and safety of flight missions.

[0028] Step S103: Determine whether the estimated energy difference exceeds the first preset threshold. If so, control the corresponding independent battery system to perform battery equalization processing according to the predictive equalization strategy. The predictive equalization strategy is an equalization strategy that includes equalization path, equalization power and equalization time, determined based on the estimated energy difference.

[0029] In step S103 above, the first preset threshold is a safety boundary. Battery equalization processing is only triggered when the imbalance may affect flight safety or performance, thus avoiding unnecessary energy allocation. Once triggered, charging does not simply begin; instead, a "predictive equalization strategy" is generated. This strategy is a detailed "action plan" that clearly defines: Equalization path: from which high-charge battery(s) to which low-charge battery(s). Equalization power: at what power to transfer energy, ensuring no impact on flight dynamics and guaranteeing battery safety. Equalization time: when to start and when to end, typically preferably during the cruise phase when flight conditions are stable. Finally, this strategy can be exemplarily executed by controlling a switch matrix (which constructs the physical path for energy transfer) and a bidirectional DC-DC converter (which precisely controls the magnitude and direction of energy flow).

[0030] It should be noted that the balancing path encompasses a complete strategy and physical pathway construction for energy transfer across multiple independent battery systems. Physical pathway construction refers to dynamically establishing a dedicated, temporary electrical connection channel between the selected source and target battery systems by switching different combinations of switches after determining how energy transfer will occur.

[0031] The simplest strategy for energy transfer is to directly transfer energy from the battery system with the highest charge to the one with the lowest charge. More advanced strategies can consider factors such as path loss and battery health. For example, energy can be transferred between battery systems that are physically closer or have fewer switching elements along the connection path to reduce energy loss during transfer. Furthermore, it's advisable to avoid using battery systems in poor health or with high internal resistance as sources of high power output, or to avoid charging aging batteries with high current to extend their overall lifespan.

[0032] In summary, this balanced path can be selected between a simple and direct "highest to lowest" transmission and a more complex multi-factor optimization path, depending on different optimization objectives (such as efficiency priority, lifetime priority, or speed priority), thereby achieving more intelligent, system-level energy management.

[0033] In summary, the above embodiments, through system-level equalization, directly allocate energy from independent battery systems with surplus power to those with depleted power. This ensures that all independent battery systems can work collaboratively until the end of the flight mission, avoiding the risk of reduced range or power imbalance caused by premature depletion of a single independent battery system or severe energy unevenness, thus greatly improving the overall safety redundancy. Unlike traditional solutions that only begin remediation after discovering power inconsistencies, this application, by introducing flight profile data for prediction, can anticipate and take measures before imbalances occur. This forward-looking approach makes energy management among multiple battery systems more precise and scientific. Furthermore, the introduction of predictive equalization strategies makes the entire process controllable and predictable, avoiding arbitrariness. Simultaneously, because its equalization operation is linked to the flight mission and constrains equalization power and time, it also ensures that energy allocation does not conflict with critical power phases such as takeoff and climb, guaranteeing flight safety.

[0034] Based on the aforementioned scheme, in some implementations of this application, the step of calculating the maximum difference in remaining usable energy between individual battery systems at the end of the flight mission, based on the stated state of charge value and profile data, as an estimated energy difference, includes: calculating the maximum difference in remaining usable energy between individual battery systems at the end of the flight mission, according to the formula... Calculate the available energy value of each independent battery system, where, For the first The available energy value of an independent battery system For the first The state of charge (SOC) of an individual battery system For the first The rated capacity of each independent battery system For the first The total voltage of each independent battery system. According to the calculation formula... Calculate the required energy for each independent battery system, where, For the first The energy required for the load of an independent battery system For the first The load of each independent battery system at time step The power demand is dynamically predicted and generated based on the profile data. The start time of the flight mission. This is the end time of the flight mission. According to the calculation formula... Calculate the estimated energy difference ,in, This represents the maximum difference between the available energy and the required energy of an independent battery system. It is the minimum difference between the available energy value and the required energy value of an independent battery system.

[0035] In the above implementation, accurate energy prediction is achieved through three levels of calculation based on real-time monitoring of the state of charge (SOC) values ​​of each independent battery system and preset flight mission profile data. First, the available energy value of each independent battery system is calculated. This value is determined by the battery's real-time SOC value, rated capacity, and total voltage, accurately reflecting the current energy storage state. Second, the energy required for the load is dynamically predicted based on the flight profile data, and the total power consumption from the start to the end of the mission is calculated through integration. Finally, the estimated energy difference is obtained by calculating the difference between (available energy and required energy) for all independent battery systems, subtracting the maximum from the minimum value. This estimated energy difference provides a clear optimization target for energy scheduling, allowing for dynamic battery balancing based on this data to achieve intelligent energy allocation and ensure continuous power supply under complex flight missions.

[0036] It should be noted that, Not only can it be dynamically predicted and generated solely based on the profile data, but it can also be dynamically predicted and generated by combining the profile data with environmental parameters (wind speed, wind direction, etc.) and load size, thereby obtaining a more accurate power requirement for the load of an independent battery system. For example, taking an electric vertical takeoff and landing (eVTOL) aircraft as an example, for eVTOL, flight missions generally include six modes: vertical takeoff, transitional climb, cruise, transitional descent, vertical landing, and emergency. Therefore, if the next stage of the eVTOL's flight mission is vertical takeoff, the power requirement can be dynamically obtained... The process can be as follows: before takeoff, eVTOL determines the flight mission and flight profile data. By obtaining the flight mission, profile data, environmental factors (wind speed, wind direction) and load factors (passenger / cargo weight distribution) before takeoff, it obtains the estimated power usage curve of each motor, that is, the estimated power demand of each independent battery system.

[0037] It should be noted that the load of each independent battery system is mainly the motor. When the aircraft is flying in the air, the power consumption of each motor is mainly: (1) Overcoming air resistance: proportional to the square of the flight speed. The higher the speed, the greater the power required. (2) Overcoming gravity: when climbing, a large power output is required to increase gravitational potential energy; this is zero when flying level; and some energy can even be recovered when descending.

[0038] Therefore, profile data (height variation, velocity variation, and duration) can be used as input to dynamically generate the model through a physical model. Specifically, the curves can be as follows: (1) The altitude change (mainly the climb / descent rate) in the profile data can be combined with the aircraft weight to calculate the additional power required to increase potential energy in real time. For example, steep climbs require a large power, while this requirement drops to zero during level flight. (2) The speed change data in the profile data determines the baseline power required to overcome the corresponding air resistance. For example, acceleration and high-speed cruise phases correspond to high power requirements, while low-speed gliding corresponds to low power requirements. (3) The duration in the profile data is used to correlate the instantaneous power requirements so that the total energy required to complete the entire flight mission can be calculated by integrating the power at each instant over the duration of the entire flight mission.

[0039] In short, in determining In this way, by analyzing "at what time (duration), how fast to fly (speed change), and how high to fly (altitude change)," the load power demand that changes with time step can be calculated in real time, providing data support for the calculation of "estimated energy difference".

[0040] Based on the aforementioned scheme, in some implementations of this application, the step of controlling the corresponding independent battery system to perform battery balancing processing according to the predictive balancing strategy includes: establishing an electrical path between selected independent battery systems using a switch matrix according to the predictive balancing strategy, and controlling a bidirectional DC-DC converter to perform energy transmission with a specified balancing power until a preset termination condition is met. The preset termination condition includes the difference in the state of charge values ​​between the selected independent battery systems being lower than a second preset threshold and / or the end of the next stage of the flight mission.

[0041] In the above implementation, a safe electrical connection path is first established between selected independent battery systems using a smart switch matrix based on a predictive balancing strategy. This achieves flexible reconfigurability of the energy transfer path, overcoming the limitations of fixed point-to-point balancing. Subsequently, energy is transferred between the connected independent battery systems according to the calculated specific balancing power by precisely controlling the bidirectional DC-DC converter. This design allows for precise management of the speed and direction of energy transfer, avoiding safety risks that may arise from uncontrollable power. This balancing process will continue until either of the following preset termination conditions is met: first, the state of charge (SOC) difference between the mutually balanced battery systems has narrowed to below a second preset threshold, indicating that a satisfactory balancing state has been reached, avoiding over-balancing; second, the system detects that the current flight phase is about to end and preparations need to be made for the next mission phase, ensuring that the aircraft returns to stability when entering the next phase. This guarantees the timely initiation and safe exit of the balancing process. For example, such as Figure 2As shown, assuming there are three independent battery systems, denoted as BAT1, BAT2, and BAT3, their electrical connections can be as follows: the positive and negative output terminals of each independent battery system are connected to the battery-side port of a bidirectional DC-DC converter via high-current cables; the load-side port of the bidirectional DC-DC converter is connected to the corresponding port of a switching matrix; and the output of the switching matrix is ​​connected to the corresponding load. Thus, by switching the switches in the switching matrix, the energy flow path of the circuit can be changed, thereby establishing an electrical path between the selected independent battery systems.

[0042] like Figure 3 As shown, assuming that energy transfer from BAT3 to BAT1 is currently required, a system is constructed by switching the switches in the switch matrix as follows: Figure 3 After the electrical path shown, charge / discharge commands can be sent to the bidirectional DC-DC converter to operate in a specific mode (such as Buck or Boost), thereby initiating energy transfer. The energy routing at this point is as follows: Figure 3 As shown.

[0043] Based on the aforementioned scheme, in some implementations of this application, the step of determining whether the estimated energy difference exceeds a first preset threshold, and if so, controlling the corresponding independent battery system to perform battery equalization processing according to the predictive equalization strategy includes: determining whether the estimated energy difference exceeds a first preset threshold, and if so, determining a predictive equalization strategy including equalization path, equalization power, and equalization time based on the estimated energy difference, so that when the equalization time is less than a preset time value, the corresponding independent battery system is controlled to perform battery equalization processing according to the predictive equalization strategy; wherein, the preset time value is determined based on the duration of the next stage of the flight mission.

[0044] To ensure the safety and feasibility of battery equalization, the above implementation method constructs a dual condition judgment. Only when both the necessity judgment and feasibility verification are met will the corresponding independent battery system be controlled to perform battery equalization according to the predictive equalization strategy.

[0045] The necessity judgment refers to comparing the calculated estimated energy difference with a first preset threshold. This judgment ensures that the balancing process will only be initiated when the energy imbalance between the independent battery systems is severe enough to affect flight performance or safety, effectively avoiding unnecessary energy scheduling operations.

[0046] Feasibility verification refers to the process of further verifying the feasibility of the balancing operation after determining that balancing is necessary, rather than executing it immediately. The above implementation introduces a time constraint, requiring that the balancing time calculated in the predictive balancing strategy must be less than a preset time value determined based on the duration of the next flight phase. This design ensures that the balancing operation can be successfully completed within its allocated time window, preventing disruption to normal flight in subsequent phases due to incomplete balancing.

[0047] It should be noted that determining the preset time value based on the duration of the next phase of the flight mission may include leaving a certain safety margin so that after the current battery equalization process ends, there is enough preparation time for the next battery equalization process.

[0048] Based on the aforementioned scheme, in some implementations of this application, the step of determining whether the estimated energy difference exceeds a first preset threshold, and if so, controlling the corresponding independent battery system to perform battery equalization processing according to the predictive equalization strategy includes: determining whether the estimated energy difference exceeds a first preset threshold; if so, continuing to determine whether energy transfer is allowed when performing the flight mission based on the profile data of the next stage of the flight mission, so as to determine a predictive equalization strategy including equalization path, equalization power and equalization time based on the estimated energy difference when allowed, and controlling the corresponding independent battery system to perform battery equalization processing according to the predictive equalization strategy.

[0049] In the above implementation, a crucial safety pre-judgment, "whether balancing is allowed," is added to the judgment of "whether balancing is needed," forming a more prudent and reliable dual decision-making mechanism. Specifically, it first judges whether the estimated energy difference exceeds a first preset threshold. This step confirms the value of energy balancing and avoids unnecessary scheduling when the energy difference is not significant. Next, after determining that balancing is needed, it does not execute immediately but continues to judge whether energy transfer is allowed when performing the flight mission in the next stage based on the profile data of the next stage. This is essentially analyzing whether the flight conditions are safe and stable. For example, the system will judge whether the stage is a "cruise stage" with stable power demand and avoid critical stages such as "climb," "turn," or "landing." Only when the above two conditions are met simultaneously (i.e., both necessary and feasible) will the system generate a specific predictive balancing strategy, further verify whether the balancing time is within the allowed time window, and finally control the hardware to execute the balancing operation.

[0050] In summary, by introducing a "permissibility judgment" linked to the flight mission profile, this approach prioritizes energy equalization operations over flight safety and stability. It ensures that this non-core task of equalization will never divert system resources or introduce potential risks when the aircraft needs to fully engage in complex operating conditions (such as combating crosswinds or climbing), fundamentally eliminating the possibility of equalization operations interfering with flight control. Energy transfer during the stable phase of "permissible equalization" (such as cruise) results in better power quality and less interference. This not only guarantees the safety of the equalization process itself but also makes energy transfer more efficient, making it easier to achieve the equalization target within the planned timeframe, thereby improving the reliability of the entire battery system and user trust.

[0051] Furthermore, based on the aforementioned scheme, in some implementations of this application, the step of determining whether the estimated energy difference exceeds a first preset threshold, and if so, controlling the corresponding independent battery system to perform battery equalization processing according to the predictive equalization strategy includes: determining whether the estimated energy difference exceeds the first preset threshold; if so, continuing to determine whether energy transfer is permitted when performing the flight mission based on the profile data of the next stage of the flight mission, thereby determining a predictive equalization strategy including equalization path, equalization power, and equalization time based on the estimated energy difference when it is permitted, so that when the equalization time is less than a preset time value, the corresponding independent battery system is controlled to perform battery equalization processing according to the predictive equalization strategy; wherein, the preset time value is determined based on the duration of the next stage of the flight mission.

[0052] Based on the aforementioned scheme, in some implementations of this application, the first preset threshold is determined according to the rated total energy of each independent battery system and a preset coefficient; equalization time The following constraints must be met: ;in, The duration of the next phase of the flight mission. This is the duration for system stability.

[0053] In the above implementation, the first preset threshold is not a fixed value, but is determined by multiplying the rated total energy of each independent battery system by a preset coefficient. This design allows the first preset threshold to be adaptively adjusted according to the actual configuration of different battery systems. The rated total energy reflects the energy scale of the battery system, while the preset coefficient represents the system's tolerance to energy imbalance. The combination of the two forms a reasonable trigger threshold that matches the characteristics of the battery system. For example, it is assumed that the rated total energy of each independent battery system is the same, which is... The inequality that determines whether the estimated energy difference exceeds the first preset threshold is: .in, To estimate the energy difference, This is a preset coefficient that can be configured according to the battery system conditions (generally it should be a large value, such as 8%), to ensure that the battery system only initiates battery equalization processing when there is a significant energy difference between battery systems after the expected flight mission, thus avoiding unnecessary active equalization that could lead to safety hazards.

[0054] Meanwhile, a clear upper limit constraint is set for the equalization time: the equalization time must be less than the difference between the flight mission duration and twice the system stabilization time. The flight mission duration defines the available time window, while the system stabilization time allows the battery system necessary recovery and stabilization time after equalization, ensuring the aircraft can smoothly transition to the next phase or complete the mission normally.

[0055] In summary, the above implementation method sets the first preset threshold by using the rated total energy, ensuring that the equalization judgment standard matches the actual scale of the battery system. This avoids the problems of being "too sensitive to small systems" or "too insensitive to large systems" that may occur when using a fixed threshold, significantly improving decision-making accuracy. Furthermore, by setting a strict upper limit on the equalization time and reserving system stabilization time, the risk of affecting the normal mission execution of the aircraft due to equalization operation timeout can be effectively prevented, providing a crucial time dimension guarantee for flight safety.

[0056] Based on the aforementioned scheme, in some implementations of this application, energy transfer is performed from the source independent battery system to the target independent battery system during battery equalization. The predictive equalization strategy satisfies the following constraints: the sum of the equalization power and the load power of the target independent battery system does not exceed the peak discharge power of the source independent battery system and a first safety margin is retained; the equalization time does not exceed the duration of the next stage of the flight mission and a second safety margin is retained.

[0057] In the above implementation, corresponding safety constraints are set for the equalization power and equalization time. On the one hand, during energy transfer, the sum of the equalization power provided by the source battery system and the load power required for normal flight of the target battery system must be less than the peak discharge power of the source battery system, with a first safety margin reserved. This constraint ensures that the source battery system, while providing equalization energy, still has sufficient power margin to cope with sudden operating conditions and avoids damage due to overload. On the other hand, the total time of the equalization operation is explicitly constrained to be less than the duration of the next stage of the flight mission, with a second safety margin reserved. This design ensures that the equalization operation can be safely completed within the mission time window and reserves buffer time for system state recovery and handling of unexpected situations.

[0058] In summary, the above implementation method, through constraints on equalization power and equalization time, prioritizes system safety while pursuing energy equalization efficiency, providing reliable safety assurance for the management of multi-battery systems in aircraft. The equalization power constraint ensures that the source battery system always operates within a safe range, maintaining its output voltage stability and preventing equalization operations from affecting the normal operation of other electrical equipment, especially the power supply safety of the flight propulsion system. The equalization time constraint provides the battery system with fault tolerance; even small fluctuations in equalization time will not affect the normal progress of the flight mission, ensuring the strict execution of the flight plan and the successful achievement of mission objectives.

[0059] Based on the aforementioned scheme, in some implementations of this application, the equalization power satisfies the following constraints: ;in, In time step Balanced power, For the target independent battery system in time step Load power, For independent battery systems in time step Load power, As the first safety margin, For independent battery systems in time step Peak discharge power; equalization time The formula for calculation is: ,in, And the following constraints must be satisfied when solving for the equilibrium time: ,in ; The starting point of the equilibrium time. The end point of the equilibrium time. This marks the start time for the next phase of the flight mission. The time required before battery equalization. For preset conversion efficiency series, This is a preset safety tolerance threshold.

[0060] In the above implementation, a clear mathematical upper limit is set for the balancing power: the sum of the load power of the source independent battery system, the load power of the target independent battery system, and the balancing power must be less than or equal to the peak discharge power of the source independent battery system minus a first safety margin. This constraint ensures that the total output power of the source independent battery system remains within its safe capacity during energy transfer, fundamentally preventing overload risk. For example, to further prevent overload risk, when determining the dynamic balancing power, a maximum value can first be calculated using the above constraint, and then multiplied by a coefficient less than 1.

[0061] Furthermore, when determining the equilibration time, the starting point of the equilibration time is not the starting time of the next phase of the flight mission, but rather a delay of the time required for system stabilization. This ensures that battery equalization only begins after the aircraft completes its initial maneuvers (such as takeoff and climb) and enters a stable operating condition (such as cruise), avoiding energy dissipation and interference during critical power phases. The end point of the equalization time is determined by solving an energy conservation equation, which ensures that the transferred energy is balanced considering conversion efficiency. (This refers to the conversion efficiency of the bidirectional DC-DC converter; different bidirectional DC-DC converters have different conversion efficiencies, typically around 0.95) and a preset safety tolerance threshold. (For example, 0.5% of the total energy can be considered) to precisely compensate for the energy gap required by the target system. This makes the balancing process a precise operation with a clear objective, rather than a blind one.

[0062] For example, taking an electric vertical takeoff and landing (eVTOL) aircraft as an example, if the next stage of the eVTOL flight mission is vertical takeoff, then the time required for system stabilization is... It should include at least the eVTOL vertical takeoff time and the overclimb time, and may also include system action time such as switch matrix switching and the start and stop of the bidirectional DC-DC converter.

[0063] Based on the aforementioned scheme, in some implementations of this application, when controlling the corresponding independent battery system to perform battery equalization processing according to the predictive equalization strategy, the following are included: during the battery equalization process, fault information is detected in real time, so that when any independent battery system fails, the energy of the independent battery system with the highest state of charge is routed to the failed independent battery system; when a first-level fault is detected, the equalization power is reduced and equalization continues; when a second-level fault is detected, the battery equalization processing is suspended; when a third-level fault is detected, the battery equalization processing is immediately terminated and switched to a safe mode.

[0064] To ensure the safety of each independent battery system during battery equalization according to the predictive equalization strategy, a tiered fault response mechanism is introduced in the above implementation. Specifically, when any independent battery system failure is detected, the system immediately initiates emergency equalization, automatically routing energy from the battery system with the highest state of charge (SOC) to the failed system. This design ensures that critical loads are still powered even in the event of partial system failure, providing basic energy redundancy for flight safety.

[0065] In addition, it classifies non-battery system failures into three levels: (1) Level 1 failure (mild): continue to maintain equalization operation by reducing equalization power, and complete energy scheduling tasks as much as possible under the premise of ensuring safety; (2) Level 2 failure (moderate): suspend battery equalization processing and prioritize ensuring the stability of flight control; (3) Level 3 failure (severe): immediately terminate battery equalization processing and switch to safe mode to prevent the failure from escalating.

[0066] This tiered processing mechanism avoids the crude "one-size-fits-all" approach and maintains battery balance to the maximum extent while ensuring safety. This provides a strong safety guarantee for the energy balance of the multi-battery system of the aircraft and significantly enhances the robustness and reliability of the battery system under complex operating conditions.

[0067] Exemplary device Please see Figure 4 This application provides an energy balancing device for a multi-battery system of an aircraft, comprising: a battery management system for acquiring the state of charge (SOC) values ​​of each independent battery system; a flight control system for acquiring profile data of the next stage of the flight mission, the profile data including altitude changes, speed changes, and duration of the flight mission plan; a central controller, communicatively connected to the battery management system and the flight control system, configured to: receive the SOC values ​​transmitted from the battery management system and the profile data transmitted from the flight control system; calculate, based on the SOC values ​​and the profile data, the maximum difference in remaining available energy between the independent battery systems at the end of the flight mission, as an estimated energy difference; and a balancing execution module 103 for determining whether the estimated energy difference exceeds a first preset threshold, and if so, controlling the corresponding independent battery system to perform battery balancing processing according to a predictive balancing strategy, wherein the predictive balancing strategy is a balancing strategy determined based on the estimated energy difference, including balancing path, balancing power, and balancing time.

[0068] For details on the implementation of the above device, please refer to the energy balancing method for a multi-battery system of an aircraft provided in the "Exemplary Methods" section, which will not be repeated here.

[0069] To enable those skilled in the art to understand this application more intuitively, a specific example will be used to illustrate it in conjunction with more specific device elements.

[0070] In this example, the energy balancing device for a multi-battery system of an aircraft includes multiple independent battery systems, multiple battery management subsystems, a central controller, a switch matrix, and a switch array. Each independent battery system independently supplies power to a different load (e.g., a motor or motor assembly). Each battery management subsystem is connected to its corresponding independent battery system to collect state parameters and execute an extended Kalman filter algorithm to estimate the state of charge (SOC) value of each independent battery system. The positive and negative output terminals of each independent battery system are connected to the battery-side ports of a bidirectional DC-DC converter via high-current cables. The load-side ports of the bidirectional DC-DC converter are connected to the corresponding ports of the switch matrix, and the output terminals of the switch matrix are connected to the corresponding loads. The central controller is communicatively connected to the multiple battery management subsystems and the flight control system, and is configured to: acquire the state of charge (SOC) values ​​of each independent battery system through the multiple battery management subsystems, and receive profile data of the next stage of the flight mission transmitted from the flight control system, wherein the profile data includes the altitude change, speed change, and duration of the flight mission plan; calculate the maximum difference in remaining available energy between the independent battery systems at the end of the flight mission based on the SOC values ​​and the profile data, as the estimated energy difference; determine whether the estimated energy difference exceeds a first preset threshold, and if so, establish an electrical path between the selected independent battery systems using a switch matrix according to a predictive equalization strategy, and control the bidirectional DC-DC converter to perform energy transmission at a specified equalization power, thereby controlling the corresponding independent battery system to perform battery equalization processing, wherein the predictive equalization strategy is an equalization strategy determined based on the estimated energy difference, which includes equalization path, equalization power, and equalization time.

[0071] Based on the aforementioned scheme, in some implementations of this application, the step of calculating the maximum difference in remaining usable energy between individual battery systems at the end of the flight mission, based on the stated state of charge value and profile data, as an estimated energy difference, includes: calculating the maximum difference in remaining usable energy between individual battery systems at the end of the flight mission, according to the formula... Calculate the available energy value of each independent battery system, where, For the first The available energy value of an independent battery system For the first The state of charge (SOC) of an individual battery system For the first The rated capacity of each independent battery system For the first The total voltage of each independent battery system. According to the calculation formula... Calculate the required energy for each independent battery system, where, For the first The energy required for the load of an independent battery system For the first The load of each independent battery system at time step The power demand is dynamically predicted and generated based on the profile data. The start time of the flight mission. This is the end time of the flight mission. According to the calculation formula... Calculate the estimated energy difference ,in, This represents the maximum difference between the available energy and the required energy of an independent battery system. It is the minimum difference between the available energy value and the required energy value of an independent battery system.

[0072] Based on the aforementioned scheme, in some implementations of this application, the step of controlling the corresponding independent battery system to perform battery balancing processing according to the predictive balancing strategy includes: establishing an electrical path between selected independent battery systems using a switch matrix according to the predictive balancing strategy, and controlling a bidirectional DC-DC converter to perform energy transmission with a specified balancing power until a preset termination condition is met. The preset termination condition includes the difference in the state of charge values ​​between the selected independent battery systems being lower than a second preset threshold and / or the end of the next stage of the flight mission.

[0073] Based on the aforementioned scheme, in some implementations of this application, the step of determining whether the estimated energy difference exceeds a first preset threshold, and if so, controlling the corresponding independent battery system to perform battery equalization processing according to the predictive equalization strategy includes: determining whether the estimated energy difference exceeds a first preset threshold, and if so, determining a predictive equalization strategy including equalization path, equalization power, and equalization time based on the estimated energy difference, so that when the equalization time is less than a preset time value, the corresponding independent battery system is controlled to perform battery equalization processing according to the predictive equalization strategy; wherein, the preset time value is determined based on the duration of the next stage of the flight mission.

[0074] Based on the aforementioned scheme, in some implementations of this application, the step of determining whether the estimated energy difference exceeds a first preset threshold, and if so, controlling the corresponding independent battery system to perform battery equalization processing according to the predictive equalization strategy includes: determining whether the estimated energy difference exceeds a first preset threshold; if so, continuing to determine whether energy transfer is allowed when performing the flight mission based on the profile data of the next stage of the flight mission, so as to determine a predictive equalization strategy including equalization path, equalization power and equalization time based on the estimated energy difference when allowed, and controlling the corresponding independent battery system to perform battery equalization processing according to the predictive equalization strategy.

[0075] Furthermore, based on the aforementioned scheme, in some implementations of this application, the step of determining whether the estimated energy difference exceeds a first preset threshold, and if so, controlling the corresponding independent battery system to perform battery equalization processing according to the predictive equalization strategy includes: determining whether the estimated energy difference exceeds the first preset threshold; if so, continuing to determine whether energy transfer is permitted when performing the flight mission based on the profile data of the next stage of the flight mission, thereby determining a predictive equalization strategy including equalization path, equalization power, and equalization time based on the estimated energy difference when it is permitted, so that when the equalization time is less than a preset time value, the corresponding independent battery system is controlled to perform battery equalization processing according to the predictive equalization strategy; wherein, the preset time value is determined based on the duration of the next stage of the flight mission.

[0076] Based on the aforementioned scheme, in some implementations of this application, the first preset threshold is determined according to the rated total energy of each independent battery system and a preset coefficient; equalization time The following constraints must be met: ;in, The duration of the next phase of the flight mission. This is the duration for system stability.

[0077] Based on the aforementioned scheme, in some implementations of this application, energy transfer is performed from the source independent battery system to the target independent battery system during battery equalization. The predictive equalization strategy satisfies the following constraints: the sum of the equalization power and the load power of the target independent battery system does not exceed the peak discharge power of the source independent battery system and a first safety margin is retained; the equalization time does not exceed the duration of the next stage of the flight mission and a second safety margin is retained.

[0078] Based on the aforementioned scheme, in some implementations of this application, the equalization power satisfies the following constraints: ;in, In time step Balanced power, For the target independent battery system in time step Load power, For independent battery systems in time step Load power, As the first safety margin, For independent battery systems in time step Peak discharge power; equalization time The formula for calculation is: ,in, And the following constraints must be satisfied when solving for the equilibrium time: ,in ; The starting point of the equilibrium time. The end point of the equilibrium time. This marks the start time for the next phase of the flight mission. The time required before battery equalization. For preset conversion efficiency series, This is a preset safety tolerance threshold.

[0079] Based on the aforementioned scheme, in some implementations of this application, when controlling the corresponding independent battery system to perform battery equalization processing according to the predictive equalization strategy, the following are included: during the battery equalization process, fault information is detected in real time, so that when any independent battery system fails, the energy of the independent battery system with the highest state of charge is routed to the failed independent battery system; when a first-level fault is detected, the equalization power is reduced and equalization continues; when a second-level fault is detected, the battery equalization processing is suspended; when a third-level fault is detected, the battery equalization processing is immediately terminated and switched to a safe mode.

[0080] Exemplary aircraft Please see Figure 5 This application provides an aircraft comprising at least one processor 201 and at least one memory 202. The processor 201 and memory 202 are directly connected to each other, or communicate with each other through a communication interface 203, or are electrically connected through one or more communication buses or signal lines to achieve data transmission or interaction. The memory 202 stores program instructions executable by the processor 201, which can invoke and execute the program instructions to implement an energy balancing method for a multi-battery system of an aircraft according to various embodiments of this application, as described in the "Exemplary Methods" section above. For example, implementing: The system acquires the state of charge (SOC) values ​​of each independent battery system and profile data for the next phase of the flight mission. The profile data includes the altitude, speed, and duration of the planned flight mission. Based on the SOC values ​​and profile data, the system calculates the maximum difference in remaining usable energy between the independent battery systems at the end of the flight mission, which is used as the estimated energy difference. The system determines whether the estimated energy difference exceeds a first preset threshold. If so, it controls the corresponding independent battery system to perform battery equalization processing according to a predictive equalization strategy. The predictive equalization strategy is an equalization strategy determined based on the estimated energy difference, which includes an equalization path, equalization power, and equalization time.

[0081] The memory 202 may be, but is not limited to, random access memory (RAM), read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), etc.

[0082] The processor 201 can be an integrated circuit chip with signal processing capabilities. The processor 201 can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0083] Understandable. Figure 5 The structure shown is for illustrative purposes only; the aircraft may also include structures larger than [the shown structure]. Figure 5 The more or fewer components shown, or having the same Figure 5 The different configurations shown. Figure 5 The components shown can be implemented using hardware, software, or a combination thereof.

[0084] Exemplary computer-readable storage media and computer program products This application provides a computer-readable storage medium having a computer program stored thereon. When executed by a processor 201, the computer program implements an energy balancing method for an aircraft multi-battery system according to various embodiments of this application as described in the "Exemplary Methods" section above. For example, it implements: The system acquires the state of charge (SOC) values ​​of each independent battery system and profile data for the next phase of the flight mission. The profile data includes the altitude, speed, and duration of the planned flight mission. Based on the SOC values ​​and profile data, the system calculates the maximum difference in remaining usable energy between the independent battery systems at the end of the flight mission, which is used as the estimated energy difference. The system determines whether the estimated energy difference exceeds a first preset threshold. If so, it controls the corresponding independent battery system to perform battery equalization processing according to a predictive equalization strategy. The predictive equalization strategy is an equalization strategy determined based on the estimated energy difference, which includes an equalization path, equalization power, and equalization time.

[0085] The computer-readable storage medium may be any combination of one or more readable media. A readable medium may be a readable signal medium or a readable storage medium. A readable storage medium may, for example, include, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatuses, or devices, or any combination thereof. More specific examples of readable storage media (a non-exhaustive list) include: electrical connections having one or more wires, portable disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0086] Furthermore, embodiments of this application can also be computer program products, comprising computer program instructions that, when executed by a processor, implement the steps of an energy balancing method for an aircraft multi-battery system according to various embodiments of this application as described in the "Exemplary Methods" section above. For example, implementing: The system acquires the state of charge (SOC) values ​​of each independent battery system and profile data for the next phase of the flight mission. The profile data includes the altitude, speed, and duration of the planned flight mission. Based on the SOC values ​​and profile data, the system calculates the maximum difference in remaining usable energy between the independent battery systems at the end of the flight mission, which is used as the estimated energy difference. The system determines whether the estimated energy difference exceeds a first preset threshold. If so, it controls the corresponding independent battery system to perform battery equalization processing according to a predictive equalization strategy. The predictive equalization strategy is an equalization strategy determined based on the estimated energy difference, which includes an equalization path, equalization power, and equalization time.

[0087] The computer program product can be written in any combination of one or more programming languages ​​to perform the operations of the embodiments of this application. The programming languages ​​include object-oriented programming languages ​​such as Java and C++, as well as conventional procedural programming languages ​​such as C or similar languages. The program code can be executed entirely on the user's computing device, partially on the user's computing device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0088] It will be apparent to those skilled in the art that this application is not limited to the details of the exemplary embodiments described above, and that this application can be implemented in other specific forms without departing from the spirit or essential characteristics of this application. Therefore, the embodiments should be considered illustrative and non-limiting in all respects, and the scope of this application is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be included within this application. No reference numerals in the claims should be construed as limiting the scope of the claims.

Claims

1. A method for energy balancing in a multi-battery system for an aircraft, characterized in that, Includes the following steps: The state of charge (SOC) values ​​of each independent battery system and profile data of the next phase of the flight mission are obtained. The profile data includes the altitude changes, speed changes and duration of the flight mission plan. Based on the state of charge value and profile data, the maximum difference in remaining available energy between the individual battery systems at the end of the flight mission is calculated as the estimated energy difference. If the estimated energy difference exceeds a first preset threshold, then the corresponding independent battery system is controlled to perform battery equalization processing according to a predictive equalization strategy. The predictive equalization strategy is an equalization strategy that includes equalization path, equalization power and equalization time, determined based on the estimated energy difference.

2. The method according to claim 1, characterized in that, Based on the stated state of charge (SOC) values ​​and profile data, the maximum difference in remaining usable energy between the individual battery systems at the end of the flight mission is calculated. The steps for estimating this energy difference include: According to the calculation formula Calculate the available energy value of each independent battery system, where, For the first The available energy value of an independent battery system For the first The state of charge (SOC) of an individual battery system For the first The rated capacity of each independent battery system For the first The total voltage of each independent battery system; According to the calculation formula Calculate the required energy for each independent battery system, where, For the first The energy required for the load of an independent battery system For the first The load of each independent battery system at time step The power demand is dynamically predicted and generated based on the profile data. The start time of the flight mission. This is the end time of the flight mission; According to the calculation formula Calculate the estimated energy difference ,in, This represents the maximum difference between the available energy and the required energy of an independent battery system. It is the minimum difference between the available energy value and the required energy value of an independent battery system.

3. The method according to claim 1, characterized in that, The steps of controlling the corresponding independent battery system to perform battery balancing processing according to the predictive balancing strategy include: According to the predictive equalization strategy, an electrical path is established between selected independent battery systems using a switching matrix, and a bidirectional DC-DC converter is controlled to transfer energy at a specified equalization power until a preset termination condition is met. The preset termination condition includes the difference in the state of charge values ​​between the selected independent battery systems being lower than a second preset threshold and / or the end of the next phase of the flight mission.

4. The method according to claim 1, characterized in that, The step of determining whether the estimated energy difference exceeds a first preset threshold, and if so, controlling the corresponding independent battery system to perform battery balancing processing according to the predictive balancing strategy includes: If the estimated energy difference exceeds a first preset threshold, a predictive equalization strategy including equalization path, equalization power, and equalization time is determined based on the estimated energy difference. When the equalization time is less than a preset time value, the corresponding independent battery system is controlled to perform battery equalization processing according to the predictive equalization strategy. The preset time value is determined based on the duration of the next stage of the flight mission.

5. The method according to claim 4, characterized in that, The first preset threshold is determined based on the rated total energy of each independent battery system and a preset coefficient; The equalization time The following constraints must be met: ;in, The duration of the next phase of the flight mission. This is the duration for system stability.

6. The method according to claim 1 or 4, characterized in that, During battery equalization, energy is transferred from the source independent battery system to the target independent battery system; the predictive equalization strategy satisfies the following constraints: The sum of the equalization power and the load power of the target independent battery system shall not exceed the peak discharge power of the source independent battery system and shall retain a first safety margin. The equalization time shall not exceed the duration of the next phase of the flight mission and shall retain a second safety margin.

7. The method according to claim 6, characterized in that, The equalization power satisfies the following constraints: ; in, In time step Balanced power, For the target independent battery system in time step Load power, For independent battery systems in time step Load power, As the first safety margin, For independent battery systems in time step The peak discharge power; Equalization Time The formula for calculation is: ,in, And the following constraints must be satisfied when solving for the equilibrium time: ,in ; The starting point of the equilibrium time. The end point of the equilibrium time. This marks the start time for the next phase of the flight mission. The time required before battery equalization. For preset conversion efficiency series, This is a preset safety tolerance threshold.

8. The method according to claim 1, characterized in that, When controlling the corresponding independent battery system to perform battery balancing according to the predictive balancing strategy, the following are included: During battery equalization, fault information is detected in real time. When any independent battery system fails, the energy of the independent battery system with the highest state of charge is routed to the failed independent battery system. When a level 1 fault is detected, the equalization power is reduced and equalization continues. When a level 2 fault is detected, battery equalization is paused. When a level 3 fault is detected, battery equalization is immediately terminated and switched to safe mode.

9. An energy balancing device for a multi-battery system of an aircraft, characterized in that, include: The battery management system is used to obtain the state of charge (SOC) values ​​of each independent battery system. The flight control system is used to acquire profile data for the next phase of the flight mission, which includes altitude changes, speed changes, and duration of the planned flight mission. The central controller, communicatively connected to the battery management system and the flight control system, is configured to: receive state of charge (SOC) values ​​transmitted from the battery management system and profile data transmitted from the flight control system; calculate the maximum difference in remaining usable energy between the independent battery systems at the end of the flight mission based on the SOC values ​​and profile data, as an estimated energy difference; determine whether the estimated energy difference exceeds a first preset threshold, and if so, control the corresponding independent battery system to perform battery equalization processing according to a predictive equalization strategy, wherein the predictive equalization strategy is an equalization strategy determined based on the estimated energy difference, including equalization path, equalization power, and equalization time.

10. An aircraft, characterized in that, include: Memory, used to store one or more programs; processor; When the one or more programs are executed by the processor, the method as described in any one of claims 1-8 is implemented.

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