A control method and device of an aircraft power supply system and an aircraft

Abstract

The application relates to a control method and device of an aircraft power supply system and an aircraft, and relates to the technical field of low-altitude aircrafts, wherein the method comprises the following steps: collecting first operation data of an aircraft and second operation data of each DC-DC power supply module in real time; based on the first operation data, the power demand of the aircraft in a preset time window is predicted to obtain predicted power; based on the second operation data, the residual output capacity of each DC-DC power supply module in the preset time window is predicted to obtain each residual output power; based on the predicted power and the residual output power of each DC-DC power supply module, whether the aircraft has a power supply risk is judged; if the power supply risk exists, the output power of the multiple DC-DC power supply modules, the storage battery and the low-voltage direct-current bus is dynamically controlled according to a cooperative scheduling strategy, and the power supply reliability is improved.

Description

Technical Field

[0001] This application relates to the field of low-altitude aircraft technology, and in particular to a control method, device, and aircraft for an aircraft power system. Background Technology

[0002] Low-altitude aircraft typically rely on batteries as their primary power source. Their onboard electrical systems require DC-DC power modules to provide a stable DC operating voltage for the flight control system, navigation system, communication system, and various sensors. The stability and continuity of the DC-DC power supply directly affect the normal operation of the aircraft's critical systems, thereby impacting flight safety.

[0003] Existing DC-DC power supply control methods mostly rely on feedback regulation based on real-time parameters such as voltage, current, or temperature. When abnormal conditions such as overcurrent, overvoltage, or overheating are detected, the power module is typically protected through current limiting, derating, or triggering protection shutdown. However, in low-altitude aircraft applications, load power changes rapidly and operating conditions are complex, especially during takeoff and hovering phases, where power demands may fluctuate drastically within a short period. The aforementioned real-time feedback-based DC-DC control methods are mostly reactive mechanisms, often adjusting only after power surges or heat accumulation have occurred, or even after the power module is about to trigger protection. This can easily lead to bus voltage fluctuations, unstable power supply to critical loads, and even momentary power outages, failing to meet the high requirements of low-altitude aircraft for continuous, stable, and reliable power supply.

[0004] Therefore, there is an urgent need for a DC-DC power control technology that can predict power supply risks before power changes occur and adjust power supply strategies in advance to improve the power supply reliability of low-altitude aircraft under complex operating conditions. Summary of the Invention

[0005] Therefore, it is necessary to provide a control method, device, and aircraft for an aircraft power system to address the aforementioned technical problems.

[0006] In a first aspect, embodiments of this application provide a control method for an aircraft power system. The power system includes a storage battery and a power battery. The output terminal of the power battery is connected to the input terminal of a multi-channel DC-DC power module. The output terminals of each DC-DC power module and the output terminal of the storage battery are electrically connected to a low-voltage DC bus. The method includes:

[0007] The first operational data of the aircraft and the second operational data of each DC-DC power module are collected in real time.

[0008] Based on the first operating data of the aircraft, the power demand of the aircraft within a preset time window is predicted to obtain the predicted power;

[0009] Based on the second operating data of each DC-DC power module, the remaining output capacity of each DC-DC power module within the preset time window is predicted to obtain the remaining output power.

[0010] Based on the predicted power and the remaining output power of each DC-DC power module, it is determined whether the aircraft faces a power supply risk within the preset time window.

[0011] If there is a power supply risk, the output power of the multiple DC-DC power modules, the battery, and the low-voltage DC bus will be dynamically controlled according to the collaborative scheduling strategy.

[0012] In one embodiment, the first operating data includes operating status, throttle command, attitude angular velocity, horizontal velocity, vertical velocity, and historical power sequence; the predicted power includes predicted power demand and predicted maximum power demand; the step of predicting the power demand of the aircraft within a preset time window based on the first operating data of the aircraft to obtain the predicted power includes:

[0013] Based on the operating status of the aircraft, the power demand of the aircraft within a preset time window is predicted to obtain the first predicted power demand.

[0014] Based on the throttle command, attitude angular velocity, horizontal velocity, and vertical velocity of the aircraft, the power demand of the aircraft within a preset time window is predicted to obtain a second predicted power demand.

[0015] Based on the historical power sequence of the aircraft, the power demand of the aircraft within a preset time window is predicted to obtain a third predicted power demand.

[0016] The predicted power demand is obtained based on the weighted values ​​of the first predicted power demand, the second predicted power demand, and the third predicted power demand.

[0017] The maximum predicted power demand is obtained based on the maximum value of the first predicted power demand, the second predicted power demand, and the third predicted power demand.

[0018] In one embodiment, the second operating data includes the temperature and output power of the DC-DC power modules; the remaining output power includes the remaining continuous output power and the remaining peak output power; based on the second operating data of each DC-DC power module, the remaining output capability of each DC-DC power module within the preset time window is predicted to obtain the remaining output power, including:

[0019] Based on the temperature and output power of each DC-DC power module, the remaining output capacity of each DC-DC power module within the preset time window is predicted to obtain the remaining continuous output power and the remaining peak output power.

[0020] In one embodiment, determining whether the aircraft faces a power supply risk within the preset time window based on the predicted power and the remaining output power of each DC-DC power module includes:

[0021] The total remaining continuous output power is obtained based on the remaining continuous output power of each DC-DC power module;

[0022] The total remaining peak output power is obtained based on the remaining peak output power of each DC-DC power module;

[0023] If the predicted power demand is greater than the total remaining continuous output power, or the predicted maximum power demand is greater than the total remaining peak output power, then it is determined that the aircraft has a power supply risk within the preset time window.

[0024] In one embodiment, the dynamic control of the output power of the multi-channel DC-DC power module, the battery, and the low-voltage DC bus includes:

[0025] If the predicted power demand is greater than or equal to the total remaining continuous output power, then the output power of the multi-channel DC-DC power modules, the battery, and the low-voltage DC bus are dynamically controlled according to the first cooperative scheduling strategy.

[0026] If the predicted maximum power demand is greater than or equal to the total remaining peak output power, then the output power of the multi-channel DC-DC power modules, the battery, and the low-voltage DC bus are dynamically controlled according to the second collaborative scheduling strategy.

[0027] In one embodiment, the dynamic control of the output power of the multi-channel DC-DC power modules, the battery, and the low-voltage DC bus according to the first cooperative scheduling strategy includes:

[0028] The output power of each DC-DC power module is dynamically allocated based on its temperature and output power.

[0029] When the total output power of the multi-channel DC-DC power modules is less than the total load power, the battery is controlled to participate in power supply.

[0030] When the rate of change of the total load power exceeds the threshold, the battery shall provide transient power compensation first.

[0031] The power output from the low-voltage DC bus to each load is controlled based on their priority.

[0032] In one embodiment, the dynamic control of the output power of the multi-channel DC-DC power modules, the battery, and the low-voltage DC bus according to the second cooperative scheduling strategy includes:

[0033] Control each DC-DC power module to supply power using the remaining peak output power;

[0034] Control the battery to supply power at a specified maximum output power;

[0035] The low-voltage DC bus is controlled to prioritize power supply to loads that meet the priority level.

[0036] Secondly, embodiments of this application also provide a control device for an aircraft power system. The power system includes a storage battery and a power battery. The output terminal of the power battery is connected to the input terminal of a multi-channel DC-DC power module. The output terminals of each DC-DC power module and the output terminal of the storage battery are electrically connected to a low-voltage DC bus. The device includes:

[0037] The data acquisition module is used to collect the first operating data of the aircraft and the second operating data of each DC-DC power module in real time.

[0038] The first prediction module is used to predict the power demand of the aircraft within a preset time window based on the first operating data of the aircraft, and obtain the predicted power.

[0039] The second prediction module is used to predict the remaining output capacity of each DC-DC power module within the preset time window based on the second operating data of each DC-DC power module, and obtain the remaining output power.

[0040] The judgment module is used to determine whether the aircraft has a power supply risk within the preset time window based on the predicted power and the remaining output power of each DC-DC power module.

[0041] The collaborative scheduling module is used to dynamically control the output power of the multiple DC-DC power modules, the battery, and the low-voltage DC bus according to the collaborative scheduling strategy if there is a power supply risk.

[0042] Thirdly, embodiments of this application also provide an aircraft, including a power system, the power system including a storage battery and a power battery, the output terminal of the power battery being connected to the input terminal of a multi-channel DC-DC power module, the output terminals of each DC-DC power module and the output terminal of the storage battery being electrically connected to the low-voltage DC bus of the power system, and further including a controller, the controller being used to implement the method described in the first aspect above.

[0043] Fourthly, embodiments of this application also provide a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the method described in the first aspect above.

[0044] The aforementioned control method, device, and aircraft for the aircraft power system determine whether there is a power supply risk within a preset time window by using the aircraft's predicted power and the remaining output power of each DC-DC power module. Upon identifying a power supply risk, measures such as output capacity limiting, derating operation, or thermal load sharing among multiple DC-DC modules are taken in advance to ensure that the DC-DC modules complete adjustment before the thermal risk accumulates to a protection threshold. Through coordinated control of power prediction and thermal management, the power supply reliability of the aircraft power system under complex flight conditions is improved.

[0045] Details of one or more embodiments of this application are set forth in the following drawings and description to make other features, objects and advantages of this application more readily apparent. Attached Figure Description

[0046] Figure 1 This is a hardware structure block diagram of an aircraft power system in one embodiment;

[0047] Figure 2 This is a flowchart illustrating the control method of an aircraft power system in one embodiment;

[0048] Figure 3 This is a hardware structure block diagram of the control device for the aircraft power system in one embodiment. Detailed Implementation

[0049] To make the objectives, technical solutions, and advantages of this application clearer, the application is described and illustrated below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of this application and are not intended to limit this application.

[0050] This application provides a control method for an aircraft power system, such as... Figure 1As shown, the power system of the low-altitude aircraft includes at least one set of storage batteries and one set of power batteries. The storage batteries output low-voltage DC power (e.g., 28V), and the power batteries output high-voltage DC power (e.g., 400V). The power batteries serve as the main power source for the aircraft. The output terminals of the power batteries are connected to the input terminals of multiple DC-DC power modules. The output terminals of each DC-DC power module and the output terminals of the storage batteries are all electrically connected to the low-voltage DC bus of the power system. Each DC-DC power module is used to step down the high-voltage DC power from the power batteries and convert it into stable low-voltage DC power before connecting it to the low-voltage DC bus of the power system. The power sources form an energy collection node through the bus, which is used to provide stable low-voltage DC power to the various loads of the aircraft. The power system also includes a controller (not shown in the figure), which is connected to the storage batteries, the power batteries, the multiple DC-DC power modules, and the low-voltage DC bus.

[0051] The DC-DC power module can adopt a common topology in the industry. Its internal power devices and control methods do not constitute a limitation of this application. The number of DC-DC power modules can be adapted according to the type of aircraft, etc. For example, it can be set as a four-way DC-DC power module, but this is not a limitation.

[0052] Furthermore, each DC-DC power module is equipped with a reverse-feedback circuit between itself and the low-voltage DC bus to prevent reverse power feed from the battery or other DC-DC power modules.

[0053] The control method for the aircraft power system provided in this application embodiment can be executed by the controller in the power system. Figure 2 This is a schematic flowchart of the control method for the aircraft power system provided in an embodiment of this application, as shown below. Figure 2 As shown, the method includes the following steps:

[0054] Step S201: Collect the first operating data of the aircraft and the second operating data of each DC-DC power module in real time.

[0055] After the aircraft is powered on, real-time data collection is performed on the aircraft's operation, the battery's operation, the power battery's operation, and the operation of each DC-DC power module.

[0056] The aircraft operation data includes: flight phase identifier state, throttle command u_throttle, attitude angle and its angular velocity ω, vertical velocity v_z, horizontal velocity v_xy, motor operating status, and historical power data P(t).

[0057] The operating data of each DC-DC power module includes: current output power P_out, current output current I_out, and current temperature T_current of key components (such as power MOS, transformer, rectifier).

[0058] The operating data of a storage battery includes the current output voltage, current output current, and status information, while the operating data of a power battery includes the current output voltage, current output current, and status information.

[0059] Step S202: Based on the first operating data of the aircraft, predict the power demand of the aircraft within a preset time window to obtain the predicted power.

[0060] Step S203: Based on the second operating data of each DC-DC power module, predict the remaining output capacity of each DC-DC power module within the preset time window to obtain the remaining output power.

[0061] Compared to existing DC-DC power modules that rely solely on real-time voltage, current, or temperature feedback for regulation and control, this application, through steps S202-S203, performs power prediction based on the aircraft's first operating data and the second operating data of each DC-DC power module. This predicts the aircraft's power demand within a preset time window and the remaining output capacity of each DC-DC power module, thereby identifying potential power supply risks before sudden power changes or fluctuations occur, and providing a basis for subsequent power supply control and scheduling decisions.

[0062] Step S204: Based on the predicted power and the remaining output power of each DC-DC power module, determine whether the aircraft has a power supply risk within the preset time window.

[0063] If the total remaining output power of all DC-DC power modules cannot meet the predicted power of the aircraft, it indicates a power supply risk; if the total remaining output power of all DC-DC power modules can meet the predicted power of the aircraft, it indicates no power supply risk.

[0064] This step compares the sum of the remaining output power of each DC-DC power module with the predicted power of the aircraft to identify potential power supply risks before power surges or fluctuations occur. If a power supply risk is identified, a coordinated scheduling strategy is executed in a timely manner.

[0065] In step S205, if there is a power supply risk, the output power of the multi-channel DC-DC power modules, the battery, and the low-voltage DC bus is dynamically controlled according to the collaborative scheduling strategy.

[0066] When a power supply risk is identified, such as a predicted increase in power or a risk of sustained high load operation, the output power of multiple DC-DC power modules, the battery, and the low-voltage DC bus is dynamically controlled according to a coordinated scheduling strategy. Measures such as output capacity limiting, derating operation, or thermal load distribution among multiple DC-DC modules are taken in advance. This proactively adjusts the power supply status of each DC-DC power module, battery, and low-voltage DC bus in the power system before actual power changes occur, preventing DC-DC power modules from entering overcurrent or overheat protection states and ensuring continuous and stable power supply to critical loads. The battery is primarily used to provide compensating power when the DC-DC power module output is insufficient; to stabilize the bus voltage during transient power changes; and to provide peak power support during takeoff or sudden operating conditions.

[0067] The control method for the aircraft power system provided in this embodiment has at least the following beneficial effects:

[0068] By comprehensively analyzing aircraft operation data, battery data, and DC-DC power module operation data, the power demand of the aircraft can be predicted and anticipated before power surges occur. This transforms power supply regulation from a passive response mode that relies on the occurrence of anomalies in existing technologies to a feedforward control mode based on prediction results. This avoids the DC-DC power module adjusting only after a power surge or heat accumulation, significantly reducing power supply regulation lag and minimizing the possibility of power supply anomalies from the source.

[0069] By proactively coordinating and adjusting the operating status and output power capabilities of multiple DC-DC power modules when power supply risks are anticipated, the power supply capacity can be dynamically adjusted before the DC-DC power modules reach overcurrent, overheat, or other protection thresholds. This reduces the probability of the DC-DC power modules triggering overcurrent, overheat, or shutdown protection, preventing the DC-DC power modules from entering a protection state and avoiding momentary power outages or interruptions caused by power protection actions. Consequently, the continuous, stable, and reliable power supply of the aircraft's power supply system is significantly improved.

[0070] In existing technologies, each DC-DC power supply typically operates independently, making it prone to power supply anomalies due to overload of a single DC-DC power supply. This application achieves dynamic allocation of output power capacity by uniformly scheduling and coordinating multiple DC-DC power supplies, avoiding prolonged high load or high thermal stress conditions for a single DC-DC power supply, reducing the risk of single-point failure, and improving the robustness and reliability of the entire power supply system.

[0071] In one embodiment, the predicted power includes predicted power demand and predicted maximum power demand; the step of predicting the power demand of the aircraft within a preset time window based on the first operating data of the aircraft to obtain the predicted power includes the following steps:

[0072] Step 301: Based on the operating status of the aircraft, predict the power demand of the aircraft within a preset time window to obtain the first predicted power demand.

[0073] As the intelligence level of aircraft increases, their flight control systems can obtain the aircraft's operational status in advance, including takeoff, hovering, and cruise states. This can also be determined through the following methods:

[0074] When the throttle command u_throttle≥U1 and the vertical velocity v_z≥V1, the aircraft is determined to be in takeoff state; when |v_z|≤V2 and the rate of change of attitude angle |ω|≤Ω1, the aircraft is determined to be in hover state; where: U1, V1, V2, and Ω1 are preset thresholds.

[0075] Since the power requirements differ depending on the operating state, the power requirements of the aircraft within a preset time window are predicted based on the aircraft's operating state to obtain a first predicted power requirement. The first predicted power requirement is calculated as follows:

[0076] P_pred[1]=P_base(state)+ΔP_corr;

[0077] Where: P_pred[1] is the first predicted power demand; state is the flight state; P_base(state) is the baseline power demand corresponding to different flight states, which is obtained in advance from historical test data or calibration data; ΔP_corr is the correction term, which is calculated based on the current operating parameters, for example:

[0078] ΔP_corr=b1·(u_throttle-u_ref)+b2·v_z+b3·|ω|;

[0079] Where: b1, b2, b3 are correction coefficients; u_ref is the reference throttle value; u_throttle is the throttle command; ω is the angular velocity of the attitude angle; and v_z is the vertical velocity.

[0080] Step 302: Based on the throttle command, attitude angular velocity, horizontal velocity, and vertical velocity of the aircraft, predict the power demand of the aircraft within a preset time window to obtain a second predicted power demand.

[0081] The second predicted power demand is calculated using the following formula:

[0082] P_pred[2]=a1·u_throttle+a2·v_z+a3·|ω|+a4·v_xy+b;

[0083] Wherein, P_pred[2] is the second predicted power demand; u_throttle is the throttle command; v_z is the vertical speed; v_xy is the horizontal speed; a1, a2, a3, and a4 are mapping coefficients obtained from system calibration; and b is the bias term.

[0084] Step 303: Based on the historical power sequence of the aircraft, predict the power demand of the aircraft within a preset time window to obtain the third predicted power demand.

[0085] The third predicted power demand is calculated using the following formula:

[0086] P_pred[3]=α·P(t)+(1-α)·P(t-1);

[0087] Wherein, P_pred[3] is the third predicted power demand; P(t) is the output power at time t, P(t-1) is the output power at time t-1, α is the smoothing coefficient, 0<α<1.

[0088] Step 304: Based on the weighted values ​​of the first predicted power demand, the second predicted power demand, and the third predicted power demand, the predicted power demand is obtained.

[0089] The final predicted power demand P_pred is determined based on a weighted fusion strategy, i.e.: P_pred=Σ(wi·P[i]);

[0090] Where Pi is the predicted power value corresponding to the above three prediction methods, namely the first predicted power demand, the second predicted power demand, and the third predicted power demand; wi is the weighting coefficient, which satisfies Σwi=1; the weighting coefficient wi is dynamically adjusted according to the flight status, the reliability of the prediction method, or the historical error.

[0091] Step 305: Based on the maximum value of the first predicted power demand, the second predicted power demand, and the third predicted power demand, obtain the predicted maximum power demand.

[0092] To improve power supply security, a maximum value strategy is adopted, taking the maximum value among the power prediction results as the predicted maximum power demand P_max_pred.

[0093] In one embodiment, the second operating data includes the current temperature T_current and the current output power P_out of the DC-DC power module; wherein, the current temperature T_current of the DC-DC power module is the temperature of key components (such as power MOS, transformer, rectifier) ​​in the DC-DC power module.

[0094] Based on the second operating data of each DC-DC power module, the remaining output capacity of each DC-DC power module within the preset time window is predicted to obtain the remaining output power, including obtaining the remaining continuous output power P_cont and the remaining peak output power P_peak of each DC-DC power module. The specific prediction process is as follows:

[0095] Obtain parameters such as the current temperature T_current, upper temperature limit T_limit, current output power P_out, current output current I_out, current output voltage V_out, rated power P_rated, and rated current I_rated of the DC-DC power module.

[0096] The formula for calculating the remaining continuous output power P_cont is as follows:

[0097] P_cont=min(P_continuous,P_current_limit,P_rated-P_out);

[0098] The remaining continuous output capability P_continuous can be determined based on the thermal margin: P_continuous = k1 × (T_limit - T_current); where k1 is the thermal-power mapping coefficient. The current margin limits the output capability P_current_limit = V_out × (I_rated - I_out).

[0099] Furthermore, the remaining output capacity can be divided into multiple levels based on the ratio of P_cont to the rated power P_rated, for example, into four levels: Level 1 (Sufficient): P_cont ≥ 80% P_rated; Level 2 (Normal): 50% P_rated ≤ P_cont < 80% P_rated; Level 3 (Limited): 20% P_rated ≤ P_cont < 50% P_rated; Level 4 (Dangerous): P_cont < 20% P_rated.

[0100] The remaining peak output power P_peak of the DC-DC power module refers to the maximum output power allowed within a preset time window, provided that the peak temperature T_limit_peak of the critical power device is not exceeded.

[0101] The remaining peak output power P_peak is determined according to the following formula:

[0102] P_peak=min(P_peak_design,P_thermal_peak);

[0103] Where: P_thermal_peak=(C_th×(T_limit_peak-T_current)) / Δt; C_th is the equivalent thermal capacity of the key power devices in the DC-DC power module; Δt is the time window that allows the peak output to be maintained, which is dynamically set according to different flight conditions; T_limit_peak is the peak temperature allowed by the key power devices; P_peak_design is the preset peak value allowed by the DC-DC power module.

[0104] In this embodiment, by combining the thermal state (T_current) of key components of the DC-DC power module and the real-time output power of the DC-DC power module, the remaining continuous output power P_cont and the remaining peak output power P_peak of the DC-DC power module are predicted, and the current available output capacity of the DC-DC power module is determined accordingly. Based on the aircraft power prediction results, the predicted power demand of the aircraft is matched with the available output capacity of multiple DC-DC power modules. In this way, before the actual power change of the aircraft occurs, the power supply status of each DC-DC power module, battery and low-voltage DC bus is actively adjusted to avoid the DC-DC power module from entering the overcurrent or overheat protection state, and to ensure the continuous and stable power supply of the critical power system.

[0105] In one embodiment, determining whether the aircraft faces a power supply risk within the preset time window based on the predicted power and the remaining output power of each DC-DC power module includes the following steps:

[0106] Step 401: Based on the remaining continuous output power of each DC-DC power module, obtain the total remaining continuous output power;

[0107] The total remaining continuous output power P_avail_total is the sum of the remaining continuous output power of each DC-DC power module, i.e., ΣP_cont_i.

[0108] Step 402: Based on the remaining peak output power of each DC-DC power module, obtain the total remaining peak output power;

[0109] The total remaining peak output power P_peak_total is the sum of the remaining peak output power of each DC-DC power module, i.e., ΣP_peak_i.

[0110] Step 403: If the predicted power demand is greater than the total remaining continuous output power, or the predicted maximum power demand is greater than the total remaining peak output power, then it is determined that the aircraft has a power supply risk within the preset time window.

[0111] The power supply risk of the aircraft during the preset time window includes at least one of the following situations:

[0112] (1) Continuous power mismatch: When the predicted power demand P_pred is greater than the current total remaining continuous output power P_avail_total, that is, when P_pred>P_avail_total, then there is a continuous power mismatch and it is determined that there is a potential mismatch risk.

[0113] (2) Peak power mismatch: When the predicted maximum power demand P_max_pred is greater than the current total remaining peak output power P_peak_total, that is: P_max_pred>P_peak_total, then the peak power is mismatched and it is determined that there is a potential mismatch risk.

[0114] If either of the above two situations occurs, it indicates that there is a power supply risk for the aircraft within the preset time window.

[0115] In other embodiments, the power supply risk of the aircraft within the preset time window may also include the following situations:

[0116] (3) Insufficient safety margin: When the predicted power demand satisfies: P_pred≥β·P_avail_total, the safety margin is insufficient, and a potential mismatch risk is identified. Where: β is the safety margin coefficient.

[0117] For example, if β is set to 0.9, even if P_pred≤P_avail_total, but P_pred≥0.9·P_avail_total, it is determined that there is a potential mismatch risk, indicating that the aircraft has a power supply risk within the preset time window.

[0118] (4) Abnormal power change trend: When the predicted power demand growth rate dP / dt exceeds the preset threshold, it is determined that there is a potential mismatch risk.

[0119] If any of the above four situations occur, it indicates that there is a power supply risk for the aircraft within the preset time window, and power control needs to be carried out according to the preset coordinated scheduling strategy to ensure power safety.

[0120] In one embodiment, the dynamic control of the output power of the multi-channel DC-DC power module, the battery, and the low-voltage DC bus includes:

[0121] If the predicted power demand is greater than or equal to the total remaining continuous output power, then the output power of the multi-channel DC-DC power modules, the battery, and the low-voltage DC bus are dynamically controlled according to the first cooperative scheduling strategy.

[0122] Specifically, when the predicted power demand P_pred approaches or exceeds the total remaining continuous output power P_avail_total, the first cooperative scheduling strategy is adopted, which includes the following:

[0123] Power layer scheduling: At the power layer, the output power P_out_i of each DC-DC power module is dynamically allocated based on its output capability and thermal state.

[0124] P_out_i = P_total × (Wi / ΣWi); where the weight Wi is determined by the output capacity margin and temperature status, prioritizing the DC-DC power modules with sufficient capacity and lower temperature to output higher power, and P_total is the total output power allocated by the system to multiple DC-DC power modules.

[0125] When the output capacity of the DC-DC power module is insufficient, the low-voltage battery is dispatched to participate in the power supply. The actual output power P_bat of the battery is calculated as follows:

[0126] P_bat = max(0, P_load - ΣP_out_i); where P_load is the total power demand of each electrical load, and P_out_i is the actual output power of the i-th DC-DC power module.

[0127] Busbar level dispatching: At the busbar level, the control objective is to maintain stable busbar voltage, ensuring a dynamic balance between power supply and load demand: ΣP_source ≥ ΣP_load, where ΣP_source is the total power available from all power sources, and ΣP_load is the total power demand of all electrical loads. When load power changes rapidly, the battery provides transient power compensation first to suppress busbar voltage fluctuations.

[0128] Load layer scheduling: Loads are divided into multiple levels based on their importance, for example, into four levels: L1: Critical safety loads (flight control, catapult, unlocking mechanisms); L2: Important loads (navigation, communication); L3: General loads; L4: Non-critical loads. When power supply capacity is limited, the low-voltage DC bus prioritizes power supply to L1 loads, and performs derating or power-off control on L2 to L4 loads according to priority.

[0129] If the predicted maximum power demand is greater than or equal to the total remaining peak output power, then the output power of the multi-channel DC-DC power modules, the battery, and the low-voltage DC bus are dynamically controlled according to the second collaborative scheduling strategy.

[0130] Specifically, when the predicted maximum power demand P_max_pred is greater than or equal to the total remaining peak output power P_peak_total, the safety priority control mode is entered and the second collaborative scheduling strategy is adopted, which includes the following: (1) the output capacity constraint of each DC-DC power module is switched from the remaining continuous output power P_cont_i to the remaining peak output power P_peak_i, where P_cont_i is the remaining continuous output power of the i-th DC-DC power module and P_peak_i is the remaining peak output power of the i-th DC-DC power module; the peak power supply capacity is released within the controlled time window; (2) all power resources are mobilized to participate in power supply: P_total_safe=ΣP_peak_i+P_bat_max, where P_bat_max is the maximum output power allowed by the battery and P_total_safe is the sum of the total remaining peak output power ΣP_peak_i and the maximum output power allowed by the battery P_bat_max; (3) only the critical safety load is kept powered, and the non-critical load is released quickly; (4) priority is given to ensuring the execution of safety actions such as ejection and rescue unlocking.

[0131] In one embodiment, the dynamic control of the output power of the multiple DC-DC power modules, the battery, and the low-voltage DC bus according to the first cooperative scheduling strategy includes: dynamically allocating the output power of each DC-DC power module according to its temperature and output power; controlling the battery to participate in power supply when the total output power of the multiple DC-DC power modules is less than the total load power; prioritizing the battery to provide transient power compensation when the rate of change of the total load power exceeds a threshold; and controlling the amount of power output from the low-voltage DC bus to each load based on their priority.

[0132] In this embodiment, when an increase in power demand or a limitation in power supply is predicted, a preset strategy can be used to prioritize the power supply stability of critical loads such as the flight control system, while limiting or delaying power supply to non-critical loads. Even under complex flight conditions or when power supply is limited, the continuous and stable operation of the aircraft's core control system can be ensured, effectively reducing the risk of flight failure.

[0133] In one embodiment, the dynamic control of the output power of the multiple DC-DC power modules, the battery, and the low-voltage DC bus according to the second coordinated scheduling strategy includes: controlling each DC-DC power module to supply power at its remaining peak output power; controlling the battery to supply power at a specified maximum output power; and controlling the low-voltage DC bus to prioritize supplying power to loads that meet the priority level.

[0134] In this embodiment, when it is predicted that the power demand does not match the current available output capacity of the DC-DC power module or there is a power supply risk, the working status and output power capacity of multiple DC-DC power modules, batteries and low-voltage DC buses are coordinated and scheduled in a coordinated manner to prioritize the stable power supply of critical loads such as the flight control system, avoid the risk of flight failure caused by power protection or power fluctuations, and achieve stable power supply control for flight safety.

[0135] It should be noted that the steps shown in the above process or in the flowchart of the accompanying figures can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the flowchart, in some cases the steps shown or described may be executed in a different order than that shown here.

[0136] Based on the same inventive concept, this application also provides a control device for an aircraft power system, applied to the aircraft's power system. The power system includes a storage battery and a power battery. The output terminal of the power battery is connected to the input terminal of a multi-channel DC-DC power module. The output terminals of each DC-DC power module and the output terminal of the storage battery are all electrically connected to the low-voltage DC bus of the power system. Figure 3 As shown, the device includes:

[0137] The data acquisition module 10 is used to collect the first operating data of the aircraft and the second operating data of each DC-DC power module in real time.

[0138] The first prediction module 20 is used to predict the power demand of the aircraft within a preset time window based on the first operating data of the aircraft, and obtain the predicted power.

[0139] The second prediction module 30 is used to predict the remaining output capacity of each DC-DC power module within the preset time window based on the second operating data of each DC-DC power module, and obtain the remaining output power.

[0140] The judgment module 40 is used to determine whether the aircraft has a power supply risk within the preset time window based on the predicted power and the remaining output power of each DC-DC power module.

[0141] The collaborative scheduling module 50 is used to dynamically control the output power of the multiple DC-DC power modules, the battery, and the low-voltage DC bus according to the collaborative scheduling strategy if there is a power supply risk.

[0142] In one embodiment, the first operating data includes operating status, throttle command, attitude angular velocity, horizontal velocity, vertical velocity, and historical power sequence; the predicted power includes predicted power demand and predicted maximum power demand; the first prediction module 20 is further configured to: predict the power demand of the aircraft within a preset time window based on the operating status of the aircraft, to obtain a first predicted power demand; predict the power demand of the aircraft within a preset time window based on the throttle command, attitude angular velocity, horizontal velocity, and vertical velocity of the aircraft, to obtain a second predicted power demand; predict the power demand of the aircraft within a preset time window based on the historical power sequence of the aircraft, to obtain a third predicted power demand; obtain a predicted power demand based on the weighted value of the first predicted power demand, the second predicted power demand, and the third predicted power demand; and obtain a predicted maximum power demand based on the maximum value of the first predicted power demand, the second predicted power demand, and the third predicted power demand.

[0143] In one embodiment, the second operating data includes the temperature and output power of the DC-DC power module; the remaining output power includes the remaining continuous output power and the remaining peak output power; the second prediction module 30 is further configured to: predict the remaining output capability of each DC-DC power module within the preset time window based on the temperature and output power of each DC-DC power module, and obtain each remaining continuous output power and each remaining peak output power.

[0144] In one embodiment, the determination module 40 is further configured to: obtain the total remaining continuous output power based on the remaining continuous output power of each DC-DC power module; obtain the total remaining peak output power based on the remaining peak output power of each DC-DC power module; and determine that the aircraft has a power supply risk within the preset time window if the predicted power demand is greater than the total remaining continuous output power or the predicted maximum power demand is greater than the total remaining peak output power.

[0145] In one embodiment, the collaborative scheduling module 50 is further configured to: if the predicted power demand is greater than or equal to the total remaining continuous output power, then dynamically control the output power of the multiple DC-DC power modules, the battery, and the low-voltage DC bus according to a first collaborative scheduling strategy; if the predicted maximum power demand is greater than or equal to the total remaining peak output power, then dynamically control the output power of the multiple DC-DC power modules, the battery, and the low-voltage DC bus according to a second collaborative scheduling strategy.

[0146] In one embodiment, the collaborative scheduling module 50 is further configured to: dynamically allocate the output power of each DC-DC power module according to its temperature and output power; control the battery to participate in power supply when the total output power of multiple DC-DC power modules is less than the total load power; prioritize the battery to provide transient power compensation when the rate of change of the total load power exceeds a threshold; and control the amount of power output from the low-voltage DC bus to each load based on the priority of each load.

[0147] In one embodiment, the coordinated scheduling module 50 is further configured to: control each DC-DC power module to supply power at its remaining peak output power; control the battery to supply power at a specified maximum output power; and control the low-voltage DC bus to prioritize supplying power to loads that meet the priority level.

[0148] It should be noted that the above modules can be functional modules or program modules, and can be implemented through software or hardware. For modules implemented through hardware, the above modules can reside in the same processor; or the above modules can be located in different processors in any combination.

[0149] This application also provides an aircraft, including a power system comprising a storage battery and a power battery. The output terminal of the power battery is connected to the input terminal of a multi-channel DC-DC power module. The output terminals of each DC-DC power module and the output terminal of the storage battery are electrically connected to the low-voltage DC bus of the power system. The aircraft also includes a controller, which is integrated into the PDU (Power Distribution Unit) of the low-altitude aircraft power system. The controller can be a general-purpose controller such as an MCU, DSP, or SoC. The PDU module includes at least a controller, a data acquisition interface unit, and a communication interface unit. The data acquisition interface unit receives operational data of the aircraft collected by sensors, as well as operational data from the storage battery, power battery, multi-channel DC-DC power modules, and low-voltage DC bus in the power system. The communication interface unit establishes communication with other systems of the aircraft. The controller is used to implement the methods described in the above embodiments.

[0150] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the steps in any of the above embodiments of the control method for the aircraft power system.

[0151] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the methods described above. Any references to memory, storage, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, or optical storage, etc. Volatile memory can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM), etc.

[0152] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0153] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A control method for a power system of a low-altitude aircraft, the power system comprising a storage battery and a power battery, wherein the output terminal of the power battery is connected to the input terminal of a multi-channel DC-DC power module, and the output terminals of each DC-DC power module and the storage battery are electrically connected to the low-voltage DC bus of the power system, characterized in that, The method includes: The system collects first operational data of the low-altitude aircraft and second operational data of each DC-DC power module in real time; the second operational data includes the temperature and output power of the DC-DC power modules. Based on the first operational data of the low-altitude aircraft, the power demand of the low-altitude aircraft within a preset time window is predicted to obtain the predicted power. Based on the temperature and output power of each DC-DC power module, the remaining output capacity of each DC-DC power module within the preset time window is predicted to obtain the remaining output power. Based on the predicted power and the remaining output power of each DC-DC power module, it is determined whether the low-altitude aircraft faces a power supply risk within the preset time window. If there is a power supply risk, the output power of the multiple DC-DC power modules, the battery, and the low-voltage DC bus will be dynamically controlled according to the collaborative scheduling strategy.

2. The control method for the power system of a low-altitude aircraft according to claim 1, characterized in that, The first operational data includes operational status, throttle command, attitude angular velocity, horizontal velocity, vertical velocity, and historical power sequence; the predicted power includes predicted power demand and predicted maximum power demand; the prediction of the power demand of the low-altitude aircraft within a preset time window based on the first operational data of the low-altitude aircraft, to obtain the predicted power, includes: Based on the operating status of the low-altitude aircraft, the power demand of the low-altitude aircraft within a preset time window is predicted to obtain the first predicted power demand. Based on the throttle command, attitude angular velocity, horizontal velocity, and vertical velocity of the low-altitude aircraft, the power demand of the low-altitude aircraft within a preset time window is predicted to obtain a second predicted power demand. Based on the historical power sequence of the low-altitude aircraft, the power demand of the low-altitude aircraft within a preset time window is predicted to obtain the third predicted power demand. The predicted power demand is obtained based on the weighted values ​​of the first predicted power demand, the second predicted power demand, and the third predicted power demand. The maximum predicted power demand is obtained based on the maximum value of the first predicted power demand, the second predicted power demand, and the third predicted power demand.

3. The control method for the power system of a low-altitude aircraft according to claim 2, characterized in that, The determination of whether the low-altitude aircraft faces a power supply risk within the preset time window based on the predicted power and the remaining output power of each DC-DC power module includes: The total remaining continuous output power is obtained based on the remaining continuous output power of each DC-DC power module; The total remaining peak output power is obtained based on the remaining peak output power of each DC-DC power module; If the predicted power demand is greater than the total remaining continuous output power, or the predicted maximum power demand is greater than the total remaining peak output power, then it is determined that the low-altitude aircraft has a power supply risk within the preset time window.

4. The control method for the power system of a low-altitude aircraft according to claim 3, characterized in that, The dynamic control of the output power of the multi-channel DC-DC power module, the battery, and the low-voltage DC bus includes: If the predicted power demand is greater than or equal to the total remaining continuous output power, then the output power of the multi-channel DC-DC power modules, the battery, and the low-voltage DC bus are dynamically controlled according to the first cooperative scheduling strategy. If the predicted maximum power demand is greater than or equal to the total remaining peak output power, then the output power of the multi-channel DC-DC power modules, the battery, and the low-voltage DC bus are dynamically controlled according to the second collaborative scheduling strategy.

5. The control method for the power system of a low-altitude aircraft according to claim 4, characterized in that, The dynamic control of the output power of the multi-channel DC-DC power modules, the battery, and the low-voltage DC bus according to the first collaborative scheduling strategy includes: The output power of each DC-DC power module is dynamically allocated based on its temperature and output power. When the total output power of the multi-channel DC-DC power modules is less than the total load power, the battery is controlled to participate in power supply. When the rate of change of the total load power exceeds the threshold, the battery shall provide transient power compensation first. The power output from the low-voltage DC bus to each load is controlled based on the priority of each load.

6. The control method for the power system of a low-altitude aircraft according to claim 4, characterized in that, The dynamic control of the output power of the multi-channel DC-DC power modules, the battery, and the low-voltage DC bus according to the second coordinated scheduling strategy includes: Control each DC-DC power module to supply power using the remaining peak output power; Control the battery to supply power at a specified maximum output power; The low-voltage DC bus is controlled to prioritize power supply to loads that meet the priority level.

7. A control device for a power system of a low-altitude aircraft, the power system comprising a storage battery and a power battery, wherein the output terminal of the power battery is connected to the input terminal of a multi-channel DC-DC power module, and the output terminals of each DC-DC power module and the storage battery are electrically connected to the low-voltage DC bus of the power system, characterized in that, The device includes: The data acquisition module is used to collect the first operating data of the low-altitude aircraft and the second operating data of each DC-DC power module in real time; the second operating data includes the temperature and output power of the DC-DC power modules. The first prediction module is used to predict the power demand of the low-altitude aircraft within a preset time window based on the first operating data of the low-altitude aircraft, and obtain the predicted power. The second prediction module is used to predict the remaining output capacity of each DC-DC power module within the preset time window based on the temperature and output power of each DC-DC power module, and obtain the remaining output power of each module. The judgment module is used to determine whether the low-altitude aircraft has a power supply risk within the preset time window based on the predicted power and the remaining output power of each DC-DC power module. The collaborative scheduling module is used to dynamically control the output power of the multiple DC-DC power modules, the battery, and the low-voltage DC bus according to the collaborative scheduling strategy if there is a power supply risk.

8. A low-altitude aircraft, comprising a power system, the power system including a storage battery and a power battery, the output terminal of the power battery being connected to the input terminal of a multi-channel DC-DC power module, the output terminals of each DC-DC power module and the output terminal of the storage battery being electrically connected to the low-voltage DC bus of the power system, characterized in that, It also includes a controller for implementing the control method for the power system of a low-altitude aircraft as described in any one of claims 1 to 6.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the control method for the power system of a low-altitude aircraft as described in any one of claims 1 to 6.

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