Power management system of unmanned aerial vehicle and unmanned aerial vehicle

Abstract

The utility model discloses a power management system of an unmanned aerial vehicle and the unmanned aerial vehicle, and the system comprises a pre-charging loop which can respond to an instruction of a flight control computer to carry out the pre-charging of the whole power management system, and a main switch loop which can respond to a switch instruction sent by the flight control computer to start and stop the whole power management system. And a power supply module for performing voltage conversion on the output voltage of the battery module. According to the invention, a traditional design mode of a power battery and an equipment battery of an unmanned aerial vehicle power supply system is changed into a design mode of a battery module and a power supply module, and a technical means of controlling a battery output process by an MOS tube is adopted; the technical problems that in the prior art, a power system of an unmanned aerial vehicle is large in overall size and high in price, and a power management system loses large battery capacity are effectively solved. The unmanned aerial vehicle power supply management system has the technical effects that the loss of the health degree of the battery is small, the occupied volume of the equipment is effectively reduced, and the power demand of airborne avionics equipment is met.

Description

Technical Field

[0001] The present application relates to the technical field of drone power management, and in particular to a drone power management system and the drone. Background Art

[0002] To carry out their missions, small, disposable military drones are typically equipped with mission-specific payloads in addition to standard avionics. Therefore, the layout of the drone's internal avionics is extremely demanding. The equipment must be small and compact. At the same time, it must also meet requirements for long flight time and maintenance-free operation. Therefore, the battery layout within the device must be rationalized to meet the drone's operational requirements.

[0003] The drone power supply system disclosed in the prior art is divided into two batteries: an equipment battery and a power battery, which ensures the isolation of the drone power system from the power supply of other electrical equipment, but occupies a large volume. Utility Model Content

[0004] The embodiments of the present application provide a power management system for a drone and a drone, thereby solving the problem in the prior art that the drone's power management system uses relays or contactors that may cause leakage, seriously affecting the drone's battery power storage. The drone power management system achieves the effect of having a small device footprint and a more convenient and reasonable layout, thereby maximally protecting the battery health of the drone's power batteries.

[0005] In the first aspect, an embodiment of the present application provides a power management system for an unmanned aerial vehicle, comprising a main switch circuit, a battery module, an avionics module and a power control module: the main switch circuit is used to respond to a main switch instruction sent by a flight control computer to start and close the power management system; the battery module is used to provide power to the avionics module and the power control module; the avionics module includes a power module, which is used to perform voltage conversion on the voltage output by the battery module; one input end of the main switch circuit is electrically connected to the flight control computer, and the other input end is electrically connected to the output end of the battery module, and the output end is electrically connected to the positive input end of the power module; the negative output end of the battery module is electrically connected to the negative input end of the power module and the negative input end of the power control module, respectively.

[0006] In combination with the first aspect, in a first possible implementation, the main switch circuit includes a first optocoupler, a first MOS driver and a first MOS transistor; an input end of the first optocoupler is electrically connected to the flight control computer, and an output end is electrically connected to the input end of the first MOS driver; the output end of the first MOS driver is electrically connected to the gate of the first MOS transistor; the drain of the first MOS transistor is connected to the battery module, and the source is electrically connected to the positive pole of the power module and the positive pole of the power control module, respectively.

[0007] In combination with the first possible implementation manner of the first aspect, in a second possible implementation manner, the other input end of the first optocoupler is grounded, one output end is grounded, and the other output end is electrically connected to the gate of the MOS tube Q1; the source of the MOS tube Q1 is grounded, and the drain is electrically connected to the first MOS driver; the gate of the first MOS tube is connected in series with the first MOS driver, the drain is electrically connected to the output end of the battery module, and the source is electrically connected to the input end of the power module.

[0008] In combination with the first aspect, in a third possible implementation, the power supply module includes: an input filtering unit for performing rectification and filtering processing on the input voltage; a power conversion unit for performing power conversion processing on the voltage after rectification and filtering processing; an isolation transformer unit for electrically insulating the input and output ends of the power supply module and isolating the loop of the power supply module; an output filtering unit for performing rectification and filtering processing on the voltage after power conversion processing again and outputting the voltage; and a feedback unit for adjusting the output signal based on the difference between the input voltage and the output voltage.

[0009] In combination with the third possible implementation of the first aspect, in a fourth possible implementation, the input filter unit includes a filter capacitor C31; the power conversion unit includes a MOS transistor Q3 and a PWM driver chip U31; the isolation transformer unit includes a transformer T31, a capacitor C32, and a diode D31; the output filter unit includes a diode D32 and a capacitor C34; the feedback unit includes a power optocoupler, a resistor R34, and a three-terminal regulator TD1; one end of the filter capacitor C31 is connected in parallel to the battery module, and the other end is grounded; one input end of the transformer T31 is electrically connected to the battery module, and the other input end is electrically connected to the drain of the MOS transistor Q3; the gate of the MOS transistor Q3 is electrically connected to the PWM driver chip U31, and the source is grounded; one end of the capacitor C32 is connected in parallel to one input end of the transformer T31, and the other end is electrically connected to the negative electrode of the diode D31. The positive electrode of the diode D31 is connected in parallel to the other input end of the transformer T31, and both ends of the capacitor C32 are also connected in parallel. The resistor R31 is connected in parallel to the diode D32; the positive electrode of the diode D32 is connected in series to an output terminal of the transformer T31, and the negative electrode is connected to the avionics equipment; the resistor R32 and the capacitor C33 are also connected in parallel to the two ends of the diode D32, and the resistor R32 and the capacitor C33 are connected in series; one end of the capacitor C34 is connected in parallel to the transformer T31 and connected to the output terminal of the avionics equipment, and the other end is grounded; the resistor R33 is connected in parallel to the two ends of the capacitor C34; one end of the resistor R34 is connected in parallel to the transformer T31 and connected to the output terminal of the avionics equipment end, and the other end is electrically connected to one input end of the power optocoupler; the other input end of the power optocoupler is electrically connected to the first pin of the three-terminal regulator TD1; the second pin of the three-terminal regulator TD1 is grounded; the resistor R35 is connected in parallel to the resistor R34 and the two ends of the power optocoupler, one end of the resistor R36 is connected in parallel to an output end of the transformer T31, and the other end is connected in parallel with the third pin of the three-terminal regulator TD1, and one end of the resistor R37 is connected in parallel to the third pin of the three-terminal regulator TD1, and the other end is grounded.

[0010] In combination with the first aspect, in a fifth possible implementation, a pre-charging circuit is further included, which is used to respond to the pre-charging instruction sent by the flight control computer to pre-charge the internal capacitor of the power management system; the pre-charging circuit includes a second optocoupler, a second MOS driver and a second MOS tube; one input end of the second optocoupler is electrically connected to the flight control computer, and the output end is electrically connected to the input end of the second MOS driver; the output end of the second MOS driver is electrically connected to the gate of the second MOS tube; the drain of the second MOS tube is connected to the battery module, and the source is electrically connected to one end of the current limiting resistor R3; the other end of the current limiting resistor R3 is electrically connected to the positive pole of the power module and the positive pole of the power control module, respectively.

[0011] In combination with the fifth possible implementation of the first aspect, in a sixth possible implementation, the other input end of the second optocoupler is grounded; one output end of the second optocoupler is grounded, and the other output end is electrically connected to the gate of the MOS tube Q2; the source of the MOS tube Q2 is grounded, and the drain is electrically connected to the second MOS driver; the gate of the second MOS tube is connected in series with the second MOS driver, the drain is electrically connected to the output end of the battery module, and the source is electrically connected to the input end of the power module.

[0012] In combination with the first aspect, in a seventh possible implementation manner, the avionics module further includes avionics equipment, characterized in that the avionics equipment is electrically connected to the output end of the power module.

[0013] In combination with the first aspect, in an eighth possible implementation manner, the power control module includes a motor controller and a motor; the motor is electrically connected to an output end of the motor controller.

[0014] In a second aspect, an embodiment of the present application provides a drone, comprising a power management system for the drone as described in the first aspect or any one of the first aspects.

[0015] One or more technical solutions provided in the embodiments of this application have at least the following technical effects or advantages:

[0016] The embodiment of the present application adopts the technical means of changing the traditional power battery + equipment battery design in the drone power management system to a power battery + power module design and controlling the battery output with a MOS tube, thereby effectively solving the technical problems in traditional technology that the overall volume of the drone battery system is large and the price is relatively high, and the traditional battery management system causes large battery capacity loss. The technical effect of the drone battery management system is that the battery capacity loss is small, the occupied volume of the equipment is effectively reduced, and the power demand of the drone avionics equipment is met. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following briefly introduces the drawings required for use in the embodiments of the present application or the description of the prior art. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0018] Figure 1 A block diagram of the power management system provided in an embodiment of the present application;

[0019] Figure 2A working principle diagram of the power module provided in the embodiment of the present application;

[0020] Figure 3 A circuit diagram of the main switch circuit provided in an embodiment of the present application;

[0021] Figure 4 A circuit diagram of a pre-charging circuit provided in an embodiment of the present application;

[0022] Figure 5 A circuit diagram of a power module provided in an embodiment of the present application;

[0023] Figure 6 This is a schematic diagram of the internal principle circuit of the optocoupler provided in an embodiment of the present application.

[0024] Reference numerals: 11 - first optical coupler, 12 - first MOS driver, 13 - first MOS transistor;

[0025] 21-second optocoupler, 22-second MOS driver, 23-second MOS transistor;

[0026] 4-Avionics module, 41-Power module, 42-Avionics equipment;

[0027] 5-power control module, 51-motor controller, 52-motor, 311-power module optocoupler. DETAILED DESCRIPTION

[0028] The following will be combined with the accompanying drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the described embodiments are part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0029] In the description of the embodiments of the present application, it should be noted that the terms "center", "up", "down", "left", "right", "vertical", "horizontal", "inside", "outside" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the embodiments of the present application and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be constructed and operated within a specific range, and therefore cannot be understood as limitations on the present application. The terms "first", "second" and "third" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance. In addition, the terms "installed", "connected" and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection, a mechanical connection, an electrical connection, a direct connection, an indirect connection through an intermediate medium, or a communication between the two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the embodiments of the present application can be understood according to the specific circumstances.

[0030] This application proposes a power management system for a military UAV and a UAV, which mainly includes a main switch circuit, a pre-charging circuit, a battery module, an avionics module 4 and a power control module 5.

[0031] The main switch circuit is used to respond to the main switch command sent by the drone's flight control computer to turn the power management system on and off. The pre-charge circuit is used to respond to the pre-charge command sent by the drone's flight control computer to pre-charge the capacitors within the entire drone's power management system.

[0032] refer to Figure 1 , the connection relationship between each circuit and electrical equipment in the overall power management system is as follows:

[0033] The input end of the main switch circuit and the input end of the pre-charging circuit are both electrically connected to the flight control computer of the UAV, and the main switch circuit and the pre-charging circuit are connected in parallel to the positive output terminal of the battery module.

[0034] The output of the main switch circuit and the output of the pre-charge circuit are connected in parallel to the positive electrode of the input of the avionics module 4. The output of the main switch circuit is also electrically connected to the positive electrode of the input of the power control module 5.

[0035] The negative electrode of the output terminal of the battery module is connected in parallel to the negative electrode of the input terminal of the avionics module 4 and the negative electrode of the input terminal of the power control module 5 .

[0036] The avionics module 4 includes a power supply module 41 and avionics equipment 42 ; the power control module 5 includes a motor controller 51 and a motor 52 .

[0037] Specifically, the main switch circuit includes but is not limited to a first optocoupler 11 , a first MOS driver 12 and a first MOS transistor 13 .

[0038] Figure 3 The main switch circuit schematic diagram provided in this application is shown in the figure. The connection relationship of the electronic components inside the main switch circuit is as follows:

[0039] One input terminal of the first optocoupler 11 is connected in series to one end of a resistor R11 , the other end of the resistor R11 is connected to the flight control computer, the other input terminal of the first optocoupler 11 is grounded, one output terminal of the first optocoupler 11 is grounded, and the other output terminal is electrically connected to the gate of the MOS transistor Q1 .

[0040] The source of the MOS transistor Q1 is grounded, and the drain is connected in parallel to the pin of the first MOS driver 12. One end of the resistor R13 is connected in parallel to the drain of the MOS transistor Q1, and the other end is connected to the power supply voltage VCC. One end of the resistor R12 is connected in parallel to the gate of the MOS transistor Q1, and the other end is connected in parallel to the power supply voltage VCC.

[0041] The first MOS driver 12 is provided with a plurality of pins, and the first MOS driver 12 is electrically connected to other components through these pins.

[0042] One end of the capacitor C11 is connected in parallel to the supply voltage VCC and the first MOS driver 12 , and the other end is grounded. One end of the resistor R14 is connected to the first MOS driver 12 , and the other end is grounded.

[0043] One end of the resistor R16 is electrically connected to the first MOS driver 12 . One end of the resistor R17 is connected to the first MOS driver 12 . The other end of the resistor R16 is connected in parallel to the other end of the resistor R17 , and then to one end of the resistor R15 and the gate of the first MOS transistor 13 . The other end of the resistor R15 is connected in series with the capacitor C12 and then to ground.

[0044] The drain of the first MOS transistor 13 is connected to the positive output terminal of the battery module, the source is connected in series to the cathode of the diode D11, and the anode of the diode D11 is grounded.

[0045] The first MOS driver 12 is also electrically connected to the positive input terminal of the power module 41 .

[0046] The pre-charging circuit includes but is not limited to a second optocoupler 21 , a second MOS driver 22 , a second MOS transistor 23 and a current-limiting resistor R3 .

[0047] Figure 4 The schematic diagram of the pre-charging circuit provided in this application is shown in the figure. The connection relationship of the electronic components inside the pre-charging circuit is as follows:

[0048] One input end of the second optocoupler 21 is connected in series to one end of a resistor R21 , the other end of the resistor R21 is connected to the flight control computer, the other input end of the second optocoupler 21 is grounded, one output end of the second optocoupler 21 is grounded, and the other output end is electrically connected to the gate of the MOS transistor Q2 .

[0049] The source of the MOS transistor Q2 is grounded, and the drain is connected in parallel to the pin of the second MOS driver 22. One end of the resistor R23 is connected in parallel to the drain of the MOS transistor Q2, and the other end is connected to the power supply voltage VCC. One end of the resistor R22 is connected in parallel to the gate of the MOS transistor Q2, and the other end is connected in parallel to the power supply voltage VCC.

[0050] The second MOS driver 22 is provided with a plurality of pins, and the second MOS driver 22 is electrically connected to other components through these pins.

[0051] One end of the capacitor C21 is connected in parallel to the supply voltage VCC and the second MOS driver 22 , and the other end is grounded. One end of the resistor R24 ​​is connected to the second MOS driver 22 , and the other end is grounded.

[0052] One end of the resistor R25 is electrically connected to the second MOS driver 22 , one end of the resistor R26 is connected to the first MOS driver 12 , and the other end of the resistor R15 is connected in parallel with the other end of the resistor R17 and then electrically connected to the gate of the second MOS transistor 23 .

[0053] The drain of the second MOS transistor 23 is connected to the positive output terminal of the battery module, the source of the second MOS transistor 23 is connected in series to the cathode of the diode D21, and the anode of the diode D21 is grounded.

[0054] The second MOS driver 22 is connected in series with a current limiting resistor R3 and then electrically connected to the positive input terminal of the power module 41 .

[0055] refer to Figure 2 , which is a diagram of the internal working principle of the power module 41 provided in this application. The power module 41 can be divided into an input filter unit, a power conversion unit, an isolation transformer unit, an output filter unit and a feedback unit.

[0056] The isolation transformer unit consists of a pair of winding coils, and its specific working mode is as follows:

[0057] The primary winding of the isolation transformer transfers the input voltage of the battery module to the secondary winding through electromagnetic induction, and converts the voltage at the same time.

[0058] When alternating current passes through the primary winding of the isolation transformer, the generated alternating magnetic field will pass through the secondary winding. Due to the action of the magnetic induction coil, an induced electromotive force will be generated in the secondary winding, thereby generating an induced current.

[0059] According to the basic principle of electromagnetic induction, the magnitude of the induced electromotive force is proportional to the rate of change of the magnetic field. By setting the appropriate ratio of the number of turns in the winding coil, the induced electromotive force in the secondary winding can reach the required voltage level, completing the voltage conversion.

[0060] Figure 2 The power supply module 41 is shown in the circuit form as follows Figure 5 As shown, in the power module 41, the electronic components included in each unit and the connection relationship of the electronic components are as follows:

[0061] The input filter unit includes a filter capacitor C31.

[0062] The power conversion unit includes a MOS tube Q3 and a PWM driver chip U31.

[0063] The isolation transformer unit includes a transformer T31 , a capacitor C32 , a diode D31 , and a resistor R31 .

[0064] The output filter unit includes a diode D32 , a capacitor C34 , a resistor R32 , a capacitor C33 , and a resistor R33 .

[0065] The feedback unit includes a power optocoupler 311 , a resistor R34 , a three-terminal regulator TD1 , a resistor R35 , a resistor R36 , and a resistor R37 .

[0066] Among them, one input end of the transformer T31 is connected to the positive output terminal of the battery module for inputting the voltage Vin before rectification and filtering. The other input end is electrically connected to the drain of the MOS transistor Q3. The gate of the MOS transistor Q3 is electrically connected to the PWM driver chip U31. The source of the MOS transistor Q3 is grounded.

[0067] One end of a filter capacitor C31 is connected in parallel to the input voltage Vin of transformer T31, and the other end of filter capacitor C31 is grounded. It should be noted that filter capacitor C31 is used to filter out noise and AC components from the battery module output (i.e., the input voltage Vin of power module 41), smoothing pulsating DC power and storing electrical energy.

[0068] One end of the capacitor C32 is connected in parallel to the input voltage Vin terminal of the transformer T31 , and the other end is connected in series with the cathode of the diode D31 and then in parallel to the terminal of the transformer T31 not connected to the input voltage Vin. The resistor R31 is connected in parallel to both ends of the capacitor C32 .

[0069] One output terminal of the transformer T31 is connected in series with a resistor R32 and a capacitor C33 to output a rectified and filtered voltage Vout (ie, one terminal connected to the avionics device 42 ), and the other output terminal is grounded.

[0070] The diode D32 is connected in parallel to both ends of the resistor R32 and the capacitor C33.

[0071] One end of the capacitor C34 is connected in parallel to the output voltage Vout end of the transformer T31 , and the other end is grounded. The resistor R33 is connected in parallel to both ends of the capacitor C34 .

[0072] The output voltage Vout terminal of the transformer T31 is also connected in parallel to one end of a resistor R34 , the other end of the resistor R34 is connected in series to the receiving end of the power module optocoupler 311 , and the transmitting end of the power module optocoupler 311 is connected in series to the PWM driver chip U31 .

[0073] The negative electrode of the three-terminal voltage regulator TD1 is connected in series with the receiving end of the optocoupler 311 of the power module, and the positive electrode is grounded.

[0074] Resistor R35 is connected in parallel to resistor R34 and the receiving end of the power module optocoupler 311. One end of resistor R36 is connected to one end of resistor R34 and the other end is connected in parallel to the three-terminal regulator TD1. Resistor R37 is connected in series with resistor R36 and then grounded.

[0075] It should be noted that regarding the selection of power module 41, the input source of power module 41 is a battery module. In the embodiment provided herein, the battery module uses primary batteries. The number of output paths can be selected based on the power supply characteristics of avionics equipment 42, with one, two, or three output paths. The number of power output paths is selected based on the rated voltage required by avionics equipment 42. For example, if avionics equipment 42 requires 28V and 12V power supply voltages, a power module 41 supporting two output paths is selected; if avionics equipment 42 requires 28V, 12V, and 5V power supply voltages, a power module 41 supporting three output paths is selected.

[0076] At the same time, it is necessary to count the total rated power and total peak power of each avionics device 42 when it is working, as a source of the output power index of the power module 41.

[0077] The battery module outputs power to the avionics device 42 and the motor 52 . Specifically, the power used by the avionics device 42 is distributed by the power module 41 , and the power used by the motor 52 is distributed to the motor 52 by the motor controller 51 .

[0078] Since some electrical equipment on board the aircraft (such as the power module 41 and the motor controller 51 provided in this application) contain large capacitors, when the high voltage output by the battery module is suddenly connected, the current charging the capacitor will become very large. When this large current flows through the MOS tube that controls the battery output, it may cause the MOS tube to break down and be damaged.

[0079] Therefore, in order to solve the above problems, the present application designs a pre-charging circuit and a main switching circuit inside the power management system.

[0080] The principle of the pre-charging circuit is:

[0081] When the output end of the battery module is connected, the flight control computer first sends a PWM command for pre-charging the entire power supply. The signal is transmitted to the second MOS driver 22 through the second optical coupler 21, so that the second MOS driver 22 outputs a high voltage to the G pole (gate) of the second MOS tube 23. When V GS When the voltage between the gate and source of the second MOS transistor 23 exceeds the threshold voltage of the second MOS transistor 23, the S-pole (source) and D-pole (drain) of the second MOS transistor 23 become conductive, and the power output by the battery module is supplied to downstream electrical equipment. Furthermore, a current-limiting resistor R3 is connected in series with the circuit of the second MOS transistor 23 during design. This ensures that when the capacitor in the downstream equipment is charged, the current in the entire circuit does not exceed the maximum drain current of the second MOS transistor 23, preventing damage to the second MOS transistor 23.

[0082] The principle of the main switch circuit is:

[0083] 100ms after the flight control computer sends the full-machine power pre-charge PWM instruction (the specific timing function is implemented by the clock circuit), the capacitor charging process ends, and the flight control computer sends the "full-machine power main switch PWM instruction." The signal is transmitted to the first MOS driver 12 through the first optocoupler 11, thereby turning on the source and drain of the first MOS tube 13. There is no current-limiting resistor in the first MOS tube 13 circuit, and it is in parallel with the second MOS tube 23 circuit. When the first MOS tube 13 is turned on, no current will flow through the second MOS tube 23 circuit. The electrical energy output by the battery will flow through the first MOS tube 13 and be distributed to the subsequent electrical equipment to complete the power supply of the equipment. This method has been tested to stably control the output of the battery and will not cause damage to the first MOS tube 13 during use.

[0084] In the above-mentioned pre-charging circuit, main switch circuit and power module 41, an optocoupler structure is provided. The optocoupler structure is a device that transmits electrical signals using light as a medium.

[0085] The internal principle of the optocoupler structure is as follows Figure 6 As shown in the figure, when an electrical signal is applied to the input, the internal light-emitting diode emits light, and the photosensitive semiconductor tube and photoresistor at the output receive the light, generating a photocurrent that flows out of the output. This achieves "electrical-optical-electrical" control. The use of an optocoupler allows for complete electrical isolation between the signal input and output terminals. The output signal has no effect on the input signal, effectively isolating the power management system from the flight control computer.

[0086] An embodiment of the present application also provides a drone, which includes the power management system mentioned in the embodiment of the present application.

[0087] In this embodiment, before the entire aircraft is powered on, the flight control computer sends a pre-charge command, precharging the capacitors in the downstream avionics equipment 42 with a low current. A main power switch command is then sent to power on the entire aircraft. By controlling the battery output using MOS transistors, battery loss can be reduced, extending the life of the drone battery. This addresses the short lifespan of conventional drone batteries and the potential for leakage during long-term storage.

[0088] Although the present application provides method operation steps as described in the embodiments or flowcharts, more or fewer operation steps may be included based on conventional or non-creative work. The order of steps listed in this embodiment is only one way of executing the order of many steps and does not represent the only execution order. When the actual device or client product is executed, it can be executed in sequence or in parallel according to the method shown in this embodiment or the accompanying drawings (for example, in a parallel processor or multi-threaded processing environment).

[0089] The above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit the present application. Although the present application has been described in detail with reference to the aforementioned embodiments, a person of ordinary skill in the art should understand that the technical solutions described in the aforementioned embodiments can still be modified, or some or all of the technical features therein can be replaced by equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the present application.

Claims

1. A power management system for an unmanned aerial vehicle, characterized in that: It includes a main switch circuit, a battery module, an avionics module (4) and a power control module (5): The main switch circuit is used to respond to the main switch instruction sent by the flight control computer to turn on and off the power management system; The battery module is used to provide power to the avionics module (4) and the power control module (5); The avionics module (4) comprises a power module (41), and the power module (41) is used to perform voltage conversion on the voltage output by the battery module; One input end of the main switch circuit is electrically connected to the flight control computer, the other input end is electrically connected to the output end of the battery module, and the output end is electrically connected to the positive input end of the power module (41); The negative output terminal of the battery module is electrically connected to the negative input terminal of the power module (41) and the negative input terminal of the power control module (5).

2. The power management system for an unmanned aerial vehicle according to claim 1, characterized in that: The main switch circuit comprises a first optical coupler (11), a first MOS driver (12) and a first MOS tube (13); An input end of the first optical coupler (11) is electrically connected to the flight control computer, and an output end is electrically connected to an input end of the first MOS driver (12); The output end of the first MOS driver (12) is electrically connected to the gate of the first MOS transistor (13); The drain electrode of the first MOS tube (13) is connected to the battery module, and the source electrode is electrically connected to the positive electrode of the power module (41) and the positive electrode of the power control module (5) respectively.

3. The power management system for an unmanned aerial vehicle according to claim 2, characterized in that: The other input end of the first optical coupler (11) is grounded, one output end is grounded, and the other output end is electrically connected to the gate of the MOS tube Q1; The source of the MOS tube Q1 is grounded, and the drain is electrically connected to the first MOS driver (12); The gate of the first MOS transistor (13) is connected in series with the first MOS driver (12), the drain is electrically connected to the output end of the battery module, and the source is electrically connected to the input end of the power module (41).

4. The power management system for an unmanned aerial vehicle according to claim 1, characterized in that: The power module (41) comprises: An input filtering unit, used for performing rectification and filtering processing on the input voltage; A power conversion unit, used to perform power conversion processing on the voltage after rectification and filtering; An isolation transformer unit, used to electrically insulate the input end and the output end of the power module and isolate the circuit of the power module; An output filtering unit, used to perform rectification and filtering on the voltage after power conversion and output the voltage; A feedback unit is used to adjust the output signal based on the difference between the input voltage and the output voltage.

5. The power management system for an unmanned aerial vehicle according to claim 4, characterized in that: The input filter unit includes a filter capacitor C31; The power conversion unit includes a MOS tube Q3 and a PWM drive chip U31; The isolation transformer unit includes a transformer T31, a capacitor C32 and a diode D31; The output filter unit includes a diode D32 and a capacitor C34; The feedback unit comprises a power optical coupler (311), a resistor R34 and a three-terminal regulator TD1; One end of the filter capacitor C31 is connected in parallel to the battery module, and the other end is grounded; One input end of the transformer T31 is electrically connected to the battery module, and the other input end is electrically connected to the drain of the MOS tube Q3; The gate of the MOS tube Q3 is electrically connected to the PWM driving chip U31, and the source is grounded; One end of the capacitor C32 is connected in parallel to an input end of the transformer T31, and the other end is electrically connected to the cathode of the diode D31. The anode of the diode D31 is connected in parallel to the other input end of the transformer T31. Both ends of the capacitor C32 are also connected in parallel to the resistor R31. The anode of the diode D32 is connected in series to an output end of the transformer T31, and the cathode is connected to the avionics equipment; A resistor R32 and a capacitor C33 are also connected in parallel at both ends of the diode D32, and the resistor R32 and the capacitor C33 are connected in series; One end of the capacitor C34 is connected in parallel to the output end of the transformer T31 and connected to the avionics equipment, and the other end is grounded; The two ends of the capacitor C34 are connected in parallel with a resistor R33; One end of the resistor R34 is connected in parallel with the output end of the transformer T31 and connected to the avionics device, and the other end is electrically connected to an input end of the power optical coupler (311); The other input end of the power optical coupler (311) is electrically connected to the first pin of the three-terminal regulator TD1; The second pin of the three-terminal regulator TD1 is grounded; The resistor R35 is connected in parallel to the resistor R34 and the two ends of the power optical coupler (311); one end of the resistor R36 is connected in parallel to an output end of the transformer T31, and the other end is connected in parallel to the third pin of the three-terminal regulator TD1; one end of the resistor R37 is connected in parallel to the third pin of the three-terminal regulator TD1, and the other end is grounded.

6. The power management system for an unmanned aerial vehicle according to claim 1, further comprising a pre-charging circuit, characterized in that: The pre-charging circuit is used to respond to the pre-charging instruction sent by the flight control computer to pre-charge the internal capacitor of the power management system; The pre-charging loop comprises a second optical coupler (21), a second MOS driver (23) and a second MOS tube (23); An input end of the second optical coupler (21) is electrically connected to the flight control computer, and an output end is electrically connected to an input end of the second MOS driver (22); The output end of the second MOS driver (22) is electrically connected to the gate of the second MOS transistor (23); The drain of the second MOS tube (23) is connected to the battery module, and the source is electrically connected to one end of the current limiting resistor R3; The other end of the current limiting resistor R3 is electrically connected to the positive electrode of the power module (41) and the positive electrode of the power control module (5) respectively.

7. The power management system for an unmanned aerial vehicle according to claim 6, characterized in that: The other input terminal of the second optical coupler (21) is grounded; One output end of the second optical coupler (21) is grounded, and the other output end is electrically connected to the gate of the MOS tube Q2; The source of the MOS tube Q2 is grounded, and the drain is electrically connected to the second MOS driver (22); The gate of the second MOS transistor (23) is connected in series with the second MOS driver (22), the drain is electrically connected to the output end of the battery module, and the source is electrically connected to the input end of the power module (41).

8. The power management system for an unmanned aerial vehicle according to claim 1, wherein the avionics module (4) further comprises an avionics device (42), characterized in that: The avionics equipment (42) is electrically connected to the output end of the power module (41).

9. The power management system for an unmanned aerial vehicle according to claim 1, characterized in that: The power control module (5) comprises a motor controller (51) and a motor (52); The motor (52) is electrically connected to the output end of the motor controller (51).

10. A drone, characterized in that: A power management system for an unmanned aerial vehicle comprising any one of claims 1 to 9.

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