CN104882931B - Aviation power supply battery management system and method thereof - Google Patents

Abstract

An aviation power supply battery management system and a method are disclosed. The system comprises a main control unit, monitoring subunits and an upper computer. The main control unit comprises a main controller module, a charging and discharging voltage measurement module, a charging and discharging current measurement module, an over-voltage and over-current protection module, an A/D conversion module, a contactor module, an air pressure acquisition module and an isoSPI conversion module. There are many monitoring subunits. Each monitoring subunit comprises a daughter board control module and a temperature measurement module. The charging and discharging voltage measurement module collects a charging and discharging total voltage. The charging and discharging current measurement module collects a charging and discharging total current. The air pressure acquisition module collects an outside atmospheric pressure value in real time. Each temperature measurement module measures each temperature value of a single battery pack. Each daughter board control module collects a monomer battery voltage value of the corresponding single battery pack. The controller module realizes overvoltage and over-current protection according to a collected signal and estimates a SOC value and a SOH value of an aviation power supply battery. The daughter board control module carries out energy equalization control on the single battery.

Description

Aviation power supply battery management system and method thereof

technical field

The invention belongs to the technical field of battery management, and in particular relates to an aviation power supply battery management system and a method thereof.

Background technique

With the continuous development of the aerospace industry, the number of airborne electrical equipment is increasing, and the design of the aviation power battery management system has become the key. The aviation power battery management system is not only a functional system, but also an important safety guarantee system. Due to the continuous development of all-electric aircraft, the importance of aviation power battery systems will also rise to a new level. A good power battery management system not only needs to detect the voltage and current of the battery pack, but also to estimate the state of charge and health of the battery, and the balance of charge and discharge of the battery has also become the focus and difficulty of research.

At present, the mainstream power supply battery management system on the market has made a qualitative leap compared with the analog electronic battery management system, but there are still various deficiencies, such as: the accuracy and real-time performance of the measurement need to be improved, the type of measurement data is not perfect, It needs to be connected with the host computer interface to realize the visualization of the battery management system.

Contents of the invention

Aiming at the deficiencies of the prior art, the present invention proposes an aviation power supply battery management system and its method.

Technical scheme of the present invention is as follows:

Aviation power battery management system, including main control unit, monitoring sub-unit and host computer;

The main control unit includes a main controller module, a charge and discharge voltage measurement module, a charge and discharge current measurement module, an overvoltage and overcurrent protection module, an A/D conversion module, a contactor module, an air pressure acquisition module and an isoSPI conversion module;

There are multiple monitoring sub-units, and each monitoring sub-unit includes a sub-board control module and a temperature measurement module;

The input end of the charging and discharging voltage measuring module is connected to both ends of the overall battery pack of the aviation power supply, the input end of the charging and discharging current measuring module is connected to the load of the overall battery pack of the aviation power supply, and the output end of the charging and discharging voltage measuring module is connected to the charging and discharging voltage measuring module. The output end of the current measurement module is connected to the input end of the A/D conversion module, and the output end of the A/D conversion module is connected to the first input end of the main controller module through the IIC bus; the output end of the air pressure acquisition module is passed through the IIC bus Connect the second input terminal of the main controller module; the first output terminal of the main controller module is connected to the input terminal of the overvoltage and overcurrent protection module, and the output terminal of the overvoltage and overcurrent protection module is connected to the input terminal of the contactor module , the output end of the contactor module is connected to the overall battery pack of the aviation power supply; the main controller module is connected to the host computer through the CAN bus; the output ends of each temperature measurement module are respectively connected to the first input end of the corresponding sub-board control module, The second input terminal of each sub-board control module is connected to two ends of the corresponding single battery pack; each sub-board control module is connected to the isoSPI conversion module through the SPI bus, and the isoSPI conversion module is connected to the main controller module through the SPI bus.

The system also includes a power supply unit, the input end of the power supply unit is connected to the integral battery pack of the aviation power supply, and the output end of the power supply unit is connected to the power supply end of the main controller module;

The power supply unit adopts a voltage isolation converter, which is used to convert the voltage of the aviation power battery into the voltage required by each module of the main control unit and each module of the monitoring subunit, and supply power to each module of the main control unit and each module of the monitoring subunit .

The main controller module adopts a single-chip microcomputer, which is used for the total charging voltage value of the whole battery pack, the total discharge voltage value of the whole battery pack, the total charging current value of the whole battery pack, and the total discharge current of the whole battery pack according to the collected aviation power supply. value and the voltage value of the single cell of the single battery pack to detect the voltage and current, and send a control signal to the overvoltage and overcurrent protection module; calculate the voltage of the single cell of the single battery pack according to the voltage value of the single cell of the single battery pack Deviation, and send the control signal to the sub-board control module; According to the real-time collected aviation power supply, the total charging voltage of the whole battery pack, the total discharge voltage of the whole battery pack, the total charging current of the whole battery pack, and the total discharge current of the whole battery pack The SOC value of the aviation power battery and the SOH value of the aviation power battery are estimated with the temperature value of the overall battery pack; the total charging voltage value of the overall battery pack, the total discharge voltage value of the overall battery pack, and the total charging current value, the total discharge current value of the whole battery pack, the external atmospheric pressure value of the whole battery pack, the temperature value of each single battery pack, the voltage value of the single battery of the single battery pack, the SOC value of the aviation power supply and the SOH value of the aviation power supply battery Send to the host computer;

The charging and discharging voltage measurement module is used to collect the total charging voltage of the whole battery pack of the aviation power supply and the total discharge voltage of the whole battery pack, and transmit it to the A/D conversion module; the charging and discharging voltage measurement module includes the discharge voltage measurement circuit and charging voltage measurement circuit;

The discharge voltage measurement circuit includes a first operational amplifier, a first isolator and a second operational amplifier; the input end of the first operational amplifier is connected to the two ends of the whole battery pack of the aviation power supply, and the output terminal of the first operational amplifier is Connect the input terminal of the first isolator, the output terminal of the first isolator is connected to the input terminal of the second operational amplifier, and the output terminal of the second operational amplifier is connected to the input terminal of the A/D conversion module;

The charging voltage measurement circuit includes a third operational amplifier, a second isolator and a fourth operational amplifier; the input of the third operational amplifier is connected to the two ends of the whole battery pack of the aviation power supply, and the output of the third operational amplifier is The input end of the second isolator is connected, the output end of the second isolator is connected to the input end of the fourth operational amplifier, and the output end of the fourth operational amplifier is connected to the input end of the A/D conversion module.

The charging and discharging current measurement module is used to collect the total charging current of the whole battery pack of the aviation power supply and the total discharge current of the whole battery pack, and transmit it to the A/D conversion module; the charging and discharging current measurement module includes the discharge current measurement circuit and charging current measurement circuit;

The discharge current measurement circuit includes a fifth operational amplifier and a sixth operational amplifier; the input of the fifth operational amplifier is connected to the overall battery load of the aviation power supply, and the output of the fifth operational amplifier is connected to the sixth operational amplifier. The input terminal, the output terminal of the sixth operational amplifier is connected to the input terminal of the A/D conversion module;

The charging current measurement circuit includes a seventh operational amplifier and an eighth operational amplifier; the input end of the seventh operational amplifier is connected to the overall battery pack load of the aviation power supply, and the output end of the seventh operational amplifier is connected to the eighth operational amplifier. The input terminal and the output terminal of the eighth operational amplifier are connected to the input terminal of the A/D conversion module.

The A/D conversion module adopts an A/D converter for performing analog-to-digital conversion on the total charging voltage, the total discharge voltage, the total charge current and the total discharge current of the overall battery pack of the collected aviation power supply, and The total charging voltage value, the total discharging voltage value, the total charging current value and the total discharging current value of the whole battery pack of the converted aviation power supply are transmitted to the main controller module through the IIC bus;

The overvoltage and overcurrent protection module is used to control the contactor module when overvoltage or overcurrent occurs in the overall battery pack of the aviation power supply or the single battery pack of the single battery pack according to the control signal received from the main controller module. On and off to realize overvoltage and overcurrent protection; overvoltage and overcurrent protection module, including photocoupler, first triode and second triode;

The first output terminal of the photocoupler is connected to the base of the first transistor, the second output terminal of the photocoupler is connected to the base of the second transistor, the collector of the first transistor and the second The collectors of the transistors are respectively connected to the input terminals of the contactor module.

The air pressure acquisition module uses an air pressure sensor to collect the external atmospheric pressure value of the overall battery pack of the aviation power supply, and transmits it to the main controller module;

The isoSPI conversion module is used to realize the mutual transformation of the standard SPI of the four-wire system and the standard SPI of the two-wire system, and realizes the communication between the main controller module and a plurality of sub-board control modules; the isoSPI conversion module includes isoSPI isolation Type communication interface and isolation transformer;

The input end of the isoSPI isolated communication interface is connected to the main controller module through the SPI bus, the output end of the isoSPI isolated communication interface is connected to the input end of the isolation transformer, and the output end of the isolation transformer is connected to each sub-board control module through the SPI bus.

The sub-board control module adopts a battery pack monitor, which is used to collect the single cell voltage value of the single battery pack of the aviation power supply, and compares the single battery voltage value of the single battery pack of the aviation power supply with the single battery pack of the aviation power supply. The temperature value of the battery is sent to the main controller module; according to the control signal of the main controller module, the energy balance control is performed on the single cells of the single battery pack;

The temperature measurement module adopts a thermistor, which is used to collect the temperature value of the single battery pack of the aviation power supply, and transmits it to the sub-board control module;

The contactor module is used to control the on-off of the aviation power battery and the battery charger and the on-off of the aviation power battery and the load; the contactor module includes two DC contactors: a charging DC contactor and a discharging DC contactor ;

The input end of the charging DC contactor and the input end of the discharging DC contactor are connected to the output end of the overvoltage and overcurrent protection module, the output end of the charging DC contactor is connected to the battery charger of the aviation power battery, and the output end of the discharging DC contactor is The output end is connected to the load of the aviation power battery.

The upper computer is used to display the total charging voltage value of the whole battery pack of the aviation power supply, the total discharge voltage value of the whole battery pack, the total charging current value of the whole battery pack, the total discharge current value of the whole battery pack, the whole battery pack The external atmospheric pressure value of the group, the temperature value of each single battery group, the voltage value of the single battery of the single battery group, the SOC value of the aviation power battery and the SOH value of the aviation power battery.

The method for managing the aviation power battery by using the aviation power battery management system includes the following steps:

Step 1: During the working process of the aviation power supply battery, the charging and discharging voltage measurement module collects the total charging voltage and the total discharging voltage of the whole battery pack of the aviation power supply in real time, and the charging and discharging current measurement module collects the total charging current and the total charging current of the whole battery pack of the aviation power supply The total discharge current, the A/D conversion module performs analog-to-digital conversion on the total charge voltage, total discharge voltage, total charge current and total discharge current of the entire battery pack, and converts the total charge voltage value, The total discharge voltage value, the total charge current value and the total discharge current value are sent to the main controller module;

Step 2: The air pressure acquisition module collects the external atmospheric pressure value of the overall battery pack of the aviation power supply in real time, and transmits it to the main controller module;

Step 3: Each temperature measurement module collects the temperature value of each single battery pack of the aviation power supply, and transmits it to the sub-board control module;

Step 4: Each sub-board control module collects the voltage value of the single cell of the single battery pack of the corresponding aviation power supply, and transmits the voltage value of the single battery pack of the aviation power supply and the temperature value of the single battery pack of the aviation power supply to the main controller module;

Step 5: The main controller module is based on the total charging voltage value of the whole battery pack, the total discharge voltage value of the whole battery pack, the total charging current value of the whole battery pack, the total discharge current value of the whole battery pack and the unit The voltage value of the single battery of the battery pack is detected for voltage and current, and a control signal is sent to the overvoltage and overcurrent protection module to control the on-off of the contactor module, so as to realize the overvoltage and overcurrent protection of the aviation power supply battery;

Step 5.1: Set the voltage upper limit threshold of the single cell of the single battery pack, the lower limit threshold of the voltage of the single cell of the single battery pack, the upper limit threshold of the total charging and discharging voltage of the whole battery pack, the lower limit threshold of the total charging and discharging voltage of the whole battery pack, and the overall The upper limit threshold of the total charge and discharge current of the battery pack and the lower limit threshold of the total charge and discharge current of the entire battery pack;

Step 5.2: When the voltage value of the single cell of the single battery pack is greater than the voltage upper limit threshold of the single cell battery of the single battery pack or the total charging voltage value of the whole battery pack is greater than the upper limit threshold of the total charge and discharge voltage of the whole battery pack, the main controller module Send a control signal to the overvoltage and overcurrent protection module, and control the contactor module to disconnect the battery charger of the aviation power battery;

Step 5.3: When the voltage value of the single cells of the single battery pack is less than the lower limit threshold of the voltage of the single cells of the single battery pack or the total discharge voltage value of the whole battery pack is less than the lower limit threshold of the total charge and discharge voltage of the whole battery pack, the main controller module Send a control signal to the overvoltage and overcurrent protection module, and control the contactor module to disconnect the load of the aviation power battery;

Step 5.4: When the total charging current value of the overall battery pack is greater than the upper limit threshold of the total charging and discharging current of the overall battery pack, the main controller module sends a control signal to the overvoltage and overcurrent protection module, and controls the contactor module to disconnect the battery of the aviation power supply battery charger:

Step 5.5: When the total discharge current value of the whole battery pack is less than the lower limit threshold of the total charge and discharge current of the whole battery pack, the main controller module sends a control signal to the overvoltage and overcurrent protection module to control the contactor module to disconnect the load of the aviation power supply battery ;

Step 6: The main controller module calculates the voltage deviation of the single cells of the single battery pack according to the voltage value of the single cells of the single battery pack, and sends the control signal to the sub-board control module, and the sub-board control module Battery energy balance control;

Step 6.1: Set the upper limit threshold value of the single cell deviation of the single cell group;

Step 6.2: When the voltage deviation of the single cells of the single battery pack is greater than the upper limit threshold of the deviation of the single cells of the single battery pack, the main controller module sends a control signal to the sub-board control module, and the sub-board control module controls the voltage of the single cell with excessive voltage. The single cells of the battery pack are discharged;

Step 7: The main controller module is based on the total charging voltage of the whole battery pack, the total discharge voltage of the whole battery pack, the total charging current of the whole battery pack, the total discharge current of the whole battery pack and the temperature of the whole battery pack according to the real-time acquisition of the aviation power supply Estimate the SOC value of the aviation power battery and the SOH value of the aviation power battery;

Step 7.1: Use the randles model to model the aviation power battery to obtain the aviation power battery randles model;

Step 7.2: Use the collected total charging voltage or total discharge voltage of the whole battery pack as the total charge and discharge voltage, use the total charge current or total discharge current of the whole battery pack as the total charge and discharge current, and take the temperature of the individual cells of the single battery pack The average value of the value is used as the temperature value of the whole battery pack;

Step 7.3: According to the randles model of the aviation power supply battery, the extended Kalman filter method is used to use the total charging and discharging voltage of the whole battery pack of the aviation power supply, the total charging and discharging current of the whole battery pack and the temperature value of the whole battery pack collected in real time Estimate the SOC value of the aviation power battery and the SOH value of the aviation power battery;

Step 8: The upper computer displays the total charging voltage value of the whole battery pack of the aviation power supply, the total discharge voltage value of the whole battery pack, the total charging current value of the whole battery pack, the total discharge current value of the whole battery pack, the external environment of the whole battery pack Atmospheric pressure value, temperature value of each single battery group, voltage value of single battery of single battery group, SOC value of aviation power battery and SOH value of aviation power battery.

Beneficial effects of the present invention:

The present invention proposes an aviation power supply battery management system and its method, which can accurately measure the voltage of each single battery cell, the total voltage of the aviation power supply charging and discharging, the total charging and discharging current of the aviation power supply, the temperature of the aviation power supply battery, and the air pressure of the aviation power supply battery, etc. At the same time, it has the functions of balancing the voltage of the single battery, controlling the charging and discharging of the battery, and controlling the overcurrent and overvoltage of the battery. And the state-of-charge (SOC) and state-of-health (SOH) estimation method of the lithium battery based on the extended Kalman filter (EKF) can be used to enable the aviation power battery management system to accurately grasp the working state of the lithium battery pack, forming an integrated A practical system with high performance, complete functions and excellent performance.

Description of drawings

Fig. 1 is a schematic structural diagram of an aviation power supply battery management system according to a specific embodiment of the present invention;

Fig. 2 is the circuit diagram of the discharge voltage measuring circuit of the charging and discharging voltage measuring module of the specific embodiment of the present invention;

3 is a circuit diagram of a charging voltage measuring circuit of a charging and discharging voltage measuring module according to a specific embodiment of the present invention;

4 is a circuit diagram of a discharge current measurement circuit of a charge and discharge current measurement module according to a specific embodiment of the present invention;

5 is a circuit diagram of a charging current measuring circuit of a charging and discharging current measuring module according to a specific embodiment of the present invention;

Fig. 6 is the circuit diagram of the A/D conversion module of the embodiment of the present invention;

7 is a circuit diagram of an overvoltage and overcurrent protection module according to a specific embodiment of the present invention;

Fig. 8 is the circuit diagram of the CAN bus of the embodiment of the present invention;

Fig. 9 is the circuit diagram of the isoSPI conversion module of the embodiment of the present invention;

10 is a circuit diagram of a power supply unit according to a specific embodiment of the present invention;

Fig. 11 is a flow chart of the aviation power supply battery management method according to the specific embodiment of the present invention;

Fig. 12 is a randles model of an aviation power battery according to a specific embodiment of the present invention.

detailed description

The specific embodiments of the present invention will be described in detail below in conjunction with the accompanying drawings.

In this embodiment, the aviation power supply battery has 8 single battery packs, and each single battery pack has 12 single cells. The aviation power battery management system, as shown in Figure 1, includes a main control unit, a monitoring sub-unit and an upper computer.

The main control unit includes the main controller module, charge and discharge voltage measurement module, charge and discharge current measurement module, overvoltage and overcurrent protection module, A/D conversion module, contactor module, air pressure acquisition module and isoSPI conversion module.

There are 8 monitoring sub-units, and each monitoring sub-unit includes a sub-board control module and a temperature measurement module.

The input end of the charge and discharge voltage measurement module is connected to both ends of the overall battery pack of the aviation power supply, the input end of the charge and discharge current measurement module is connected to the load of the overall battery pack of the aviation power supply, the output end of the charge and discharge voltage measurement module and the charge and discharge current measurement module The output end of the A/D conversion module is connected to the input end of the A/D conversion module, and the output end of the A/D conversion module is connected to the first input end of the main controller module through the IIC bus; the output end of the air pressure acquisition module is connected to the main control module through the IIC bus The second input terminal of the device module; the first output terminal of the main controller module is connected to the input terminal of the overvoltage and overcurrent protection module, and the output terminal of the overvoltage and overcurrent protection module is connected to the input terminal of the contactor module. The output end of the module is connected to the overall battery pack of the aviation power supply; the main controller module is connected to the upper computer through the CAN bus; the output ends of each of the temperature measurement modules are respectively connected to the first input end of the corresponding sub-board control module, The second input terminal of each sub-board control module is connected to two ends of the corresponding single battery pack; each sub-board control module is connected to the isoSPI conversion module through the SPI bus, and the isoSPI conversion module is connected to the main controller module through the SPI bus.

In this embodiment, the main controller module adopts a model of Freescale MC9S12XET256 single-chip microcomputer, which is used for the total charging voltage value of the whole battery pack, the total discharge voltage value of the whole battery pack, and the total charging voltage value of the whole battery pack according to the collected aviation power supply. The current value, the total discharge current value of the whole battery pack and the voltage value of the single battery of the single battery pack are used for voltage and current detection, and the control signal is sent to the overvoltage and overcurrent protection module; according to the voltage value of the single battery of the single battery pack Calculate the voltage deviation of the single battery of the single battery pack, and send the control signal to the sub-board control module; according to the real-time collected aviation power supply, the total charging voltage of the whole battery pack, the total discharge voltage of the whole battery pack, the charging of the whole battery pack The total current, the total discharge current of the whole battery pack and the temperature value of the whole battery pack are used to estimate the SOC value of the aviation power battery and the SOH value of the aviation power battery; Voltage value, the total charge current value of the whole battery pack, the total discharge current value of the whole battery pack, the external atmospheric pressure value of the whole battery pack, the temperature value of each single battery pack, the voltage value of the single battery of a single battery pack, the aviation The SOC value of the power supply and the SOH value of the aviation power battery are sent to the host computer.

The charging and discharging voltage measurement module is used to collect the total charging voltage of the whole battery pack and the total discharge voltage of the whole battery pack of the aviation power supply, and transmit them to the A/D conversion module.

The charge and discharge voltage measurement module includes a discharge voltage measurement circuit and a charge voltage measurement circuit.

In this embodiment, as shown in FIG. 2 , the discharge voltage measurement circuit includes a first operational amplifier U24B, a first isolator U23 and a second operational amplifier U24A. The positive input terminal of the first operational amplifier U24B is connected to both ends of the overall battery pack of the aviation power supply through the BAT+ pin, the output terminal of the first operational amplifier U24B is connected to the FD_AI_1 pin of the first isolator U23, and the FD_AI_2 pin of the first isolator U23 The pin is connected to the positive input terminal of the second operational amplifier U24A, and the output terminal of the second operational amplifier U24A is connected to the FD_V pin of the AD conversion chip U25.

In this embodiment, as shown in FIG. 3 , the charging voltage measurement circuit includes a third operational amplifier U14B, a second isolator U23 and a fourth operational amplifier U14A. The positive input terminal of the third operational amplifier U14B is connected to both ends of the overall battery pack of the aviation power supply through the C+ pin, the output terminal of the third operational amplifier U14B is connected to the CD_AI_1 pin of the second isolator U23, and the CD_AI_2 pin of the second isolator U23 The pin is connected to the positive input terminal of the fourth operational amplifier U14A, and the output terminal of the fourth operational amplifier U14A is connected to the CD_V pin of the AD conversion chip U25.

In this embodiment, both the first isolator U23 and the second isolator U13 are ISO124 isolators, and the first operational amplifier U24B, the second operational amplifier U24A, the third operational amplifier U14B and the fourth operational amplifier U14A all use signal The model is OPA2340 operational amplifier.

The charging and discharging current measurement module is used to collect the total charging current and the total discharging current of the overall battery pack of the aviation power supply, and transmit them to the A/D conversion module.

The charge and discharge current measurement module includes a discharge current measurement circuit and a charge current measurement circuit.

In this embodiment, as shown in FIG. 4 , the discharge current measurement circuit includes a fifth operational amplifier U15D and a sixth operational amplifier U15C. The positive input terminal of the fifth operational amplifier U15D is connected to the overall battery pack load of the aviation power supply through the Hall sensor, the output terminal of the fifth operational amplifier U15D is connected to the positive input terminal of the sixth operational amplifier U15C, and the output terminal of the sixth operational amplifier U15C is connected to FD_C pin of AD conversion chip U25.

In this embodiment, as shown in FIG. 5 , the charging current measurement circuit includes a seventh operational amplifier U15B and an eighth operational amplifier U15A. The positive input terminal of the seventh operational amplifier U15B is connected to the overall battery pack load of the aviation power supply through the Hall sensor, the output terminal of the seventh operational amplifier U15B is connected to the positive input terminal of the eighth operational amplifier U15A, and the output terminal of the eighth operational amplifier U15A is connected to CD_C pin of AD conversion chip U25.

In this embodiment, the Hall sensor model HTA2020 is selected, and the models of the fifth operational amplifier U15D, the sixth operational amplifier U15C, the seventh operational amplifier U15B and the eighth operational amplifier U15A are all OPA4227 operational amplifiers.

The A/D conversion module is shown in Figure 6. It adopts the 16-bit high-precision AD conversion chip U25 of the model ADS1115, which is used to collect the total charging voltage, total discharging voltage, total charging current and discharging The total current is subjected to analog-to-digital conversion, and the total charging voltage value, the total discharging voltage value, the total charging current value and the total discharging current value of the whole battery pack of the converted aviation power supply are transmitted to the main controller module through the IIC bus.

The FD_V pin of the AD conversion chip ADS1115 is connected to the output terminal of the second operational amplifier U24A of the discharge voltage measurement circuit, the CD_V pin of the AD conversion chip ADS1115 is connected to the output terminal of the fourth operational amplifier U14A of the charging voltage measurement circuit, and the AD conversion chip ADS1115 The FD_C pin of the FD_C pin is connected to the output terminal of the sixth operational amplifier U15C of the discharge current measurement circuit, the CD_V pin of the AD conversion chip ADS1115 is connected to the output terminal of the eighth operational amplifier U15A of the charging current measurement circuit, and the AD_SCL pin of the AD conversion chip ADS1115 , the AD_SDA pin and the AD_STATE pin are respectively connected to the input terminals of the main controller module.

16-bit high-precision AD conversion chip ADS1115, the conversion rate is as high as 860 samples per second. It has an on-chip programmable gain amplifier (PGA), which can measure large and small signals with high resolution. ADS1115 also has an input multiplexer With device (MUX), can provide 2 differential inputs or 4 single-ended inputs. In this embodiment, the single-ended input mode is used to measure the total charging voltage, the total discharge voltage, the total charging current and the total discharge current respectively in four channels. The accuracy of the voltage and current provides a precision guarantee for the estimation of the SOC and SOH of the aviation power battery pack. Through experimental measurement, the measurement accuracy of the total current of the battery pack reaches <3%, and the measurement accuracy of the total voltage of the battery pack reaches <2%.

The overvoltage and overcurrent protection module is shown in Figure 7. It is used to control the contactor module when the overall battery pack of the aviation power supply or the single battery of the single battery pack has overvoltage or overcurrent according to the control signal of the main controller module. On-off, to achieve overvoltage and overcurrent protection.

The overvoltage and overcurrent protection module includes a photocoupler U22, a first transistor Q5 and a second transistor Q4, and also includes a first diode D9 and a second diode D4.

In this embodiment, the model of the photocoupler U22 is TLP521_2, the model of the first transistor Q5 and the second transistor Q4 are both TIP41C, and the model of the first diode D9 and the second diode D4 is IN4148 .

The FD_DO_1 pin and FD_DO_2 pin of the photocoupler U22 are connected to the main controller module, the FD_1 pin of the photocoupler U22 is connected to the base of the first triode Q5, and the collector of the first triode Q5 is connected to the first two The positive pole of the pole tube D9, the connection point between the collector of the first triode Q5 and the positive pole of the first diode D9 is connected to the FD_JK1 pin of the discharge DC contactor of the contactor module, and the emitter of the first triode Q5 Grounded, the cathode of the first diode D9 is connected to the +24V input power supply, the CD_1 pin of the photocoupler U22 is connected to the base of the second transistor Q4, and the collector of the second transistor Q4 is connected to the second diode The positive pole of D4, the connection point between the collector of the second transistor Q4 and the positive pole of the second diode D4 is connected to the CD_JK1 pin of the charging DC contactor of the contactor module, and the emitter of the second transistor Q4 is grounded. The cathode of the second diode D4 is connected to the +24V input power supply.

The CAN bus is shown in Figure 8, and the high-speed CAN isolated transceiver U2 of the model CTM1050T is used to realize the communication between the main controller module and the host computer. The CAN_T1 pin and CAN_R pin of the high-speed CAN isolated transceiver U2 are connected to the main controller module, the CAN_GND pin of the high-speed CAN isolated transceiver U2 is grounded, and the CANH and CANL pins of the high-speed CAN isolated transceiver U2 pass through the USB-CAN transceiver Connect to the host computer.

In this embodiment, two high-speed CAN isolation transceivers CTM1050T are selected, one for normal communication and the other for backup.

The air pressure acquisition module adopts the air pressure sensor of model BMP085, which is used to collect the external atmospheric pressure value of the overall battery pack of the aviation power supply, and transmit it to the main controller module. The air pressure sensor BMP085 has high precision and low energy consumption. It is connected to the main controller module through the IIC bus, and directly transmits the collected external atmospheric pressure of the whole battery pack to the main controller module for processing.

The isoSPI conversion module, as shown in Figure 9, is used to realize the mutual conversion between the four-wire standard SPI and the two-wire standard SPI, and realize the communication between the main controller module and multiple sub-board control modules.

The isoSPI conversion module includes an isoSPI isolated communication interface U11 and an isolation transformer U12.

In this embodiment, the model of the isoSPI isolated communication interface U11 is LTC6820FA, whose function is to convert the four-wire standard SPI into a two-wire standard SPI, and the model of the isolation transformer U12 is HX1188, whose function is to enhance the signal strength and increase the transmission distance , so that the chip side is isolated to prevent external interference and signal interference.

The iso_MOSI pin, iso_MISO pin, iso_SCK pin, and iso_/CS pin of the isoSPI isolated communication interface U11 are connected to the main controller module, and the IP pin and IM pin of the isoSPI isolated communication interface U11 are respectively connected to the isolation transformer U12. The IP pin and IM pin, the iso_IP and iso_IM pins of the isolation transformer U12 are connected to the iso_IP and iso_IM of the sub-board control module.

The sub-board control module adopts the Linear6804-2 multi-cell battery pack monitor of Linear Company, which is used to collect the voltage value of the single battery pack of the single battery pack of the aviation power supply, and compare the voltage value of the single battery pack of the single battery pack of the aviation power supply with the received The temperature value of the single battery pack of the aviation power supply is sent to the main controller module; the energy balance control is performed on the single cells of the single battery pack according to the control signal of the main controller module.

The battery pack monitor Linear6804-2 can measure the voltage of up to 12 series-connected batteries with a total measurement error of less than 1.2mV, and can complete the measurement of all batteries in the system within 290μs, using a multi-address configuration method Connect the main controller module with 8 sub-board control modules to collect a total of 96 cell voltages and perform energy balance control on each cell. When the main controller module detects that the voltage of the single battery returned by the sub-board control module is too high, the main controller module will send a discharge signal to the sub-board control module. The whole battery is discharged to achieve battery energy balance.

The temperature measurement module uses a thermistor model NTC-MF52AT, which is used to collect the temperature value of the single battery pack of the aviation power supply and transmit it to the sub-board control module.

The contactor module is used to control the on-off of the aviation power battery and the battery charger, and the on-off of the aviation power battery and the load.

The contactor module includes two DC contactors: a charging DC contactor and a discharging DC contactor, both of which are SZJ100A DC contactors.

The input terminal of the charging DC contactor and the input terminal of the discharging DC contactor are connected to the output terminal of the overvoltage and overcurrent protection module, the output terminal of the charging DC contactor is connected to the battery charger of the aviation power battery, and the output terminal of the discharging DC contactor is connected to The load of the aviation power battery.

The upper computer, using a computer, is used to display the total charging voltage value of the whole battery pack of the aviation power supply, the total discharge voltage value of the whole battery pack, the total charging current value of the whole battery pack, the total discharge current value of the whole battery pack, the overall battery pack The external atmospheric pressure value of the group, the temperature value of each single battery group, the voltage value of the single battery of the single battery group, the SOC value of the aviation power battery and the SOH value of the aviation power battery.

The system also includes a power supply unit as shown in Figure 10, using a voltage isolation converter U16 of the model PV10-27B24, which is used to convert the voltage of the aviation power battery to 24V voltage, and then convert the 24V voltage to each module of the main control unit and The voltage required by each module of the monitoring subunit supplies power to each module of the main control unit and each module of the monitoring subunit. The +VIN pin and -VIN pin of the voltage isolation converter U16 are connected to the overall battery pack of the aviation power supply, and the +VO pin of the voltage isolation converter U16 provides +24V voltage to connect to the power terminal of the main controller module.

The method for managing aviation power batteries by using the aviation power battery management system, as shown in Figure 11, includes the following steps:

Step 1: During the working process of the aviation power supply battery, the charging and discharging voltage measurement module collects the total charging voltage and the total discharging voltage of the whole battery pack of the aviation power supply in real time, and the charging and discharging current measurement module collects the total charging current and the total charging current of the whole battery pack of the aviation power supply The total discharge current, the A/D conversion module performs analog-to-digital conversion on the total charge voltage, total discharge voltage, total charge current and total discharge current of the entire battery pack, and converts the total charge voltage value, The total discharge voltage value, the total charge current value and the total discharge current value are sent to the main controller module.

Step 2: The air pressure acquisition module collects the external atmospheric pressure value of the overall battery pack of the aviation power supply in real time, and transmits it to the main controller module.

Step 3: Each temperature measurement module collects the temperature value of each single battery pack of the aviation power supply, and sends it to the sub-board control module.

Step 4: Each sub-board control module collects the voltage value of the single cell of the single battery pack of the corresponding aviation power supply, and transmits the voltage value of the single battery pack of the aviation power supply and the temperature value of the single battery pack of the aviation power supply to the main controller module.

Step 5: The main controller module is based on the total charging voltage value of the whole battery pack, the total discharge voltage value of the whole battery pack, the total charging current value of the whole battery pack, the total discharge current value of the whole battery pack and the unit The voltage value of the single battery of the battery pack is detected by voltage and current, and a control signal is sent to the overvoltage and overcurrent protection module to control the on-off of the contactor module, so as to realize the overvoltage and overcurrent protection of the aviation power supply battery.

Step 5.1: Set the voltage upper limit threshold of the single cell of the single battery pack, the lower limit threshold of the voltage of the single cell of the single battery pack, the upper limit threshold of the total charging and discharging voltage of the whole battery pack, the lower limit threshold of the total charging and discharging voltage of the whole battery pack, and the overall The upper limit threshold of the total charge and discharge current of the battery pack and the lower limit threshold of the total charge and discharge current of the entire battery pack.

In this embodiment, the upper voltage threshold of the single cells of the single battery pack is set to be 4.25V, the lower voltage threshold of the single cells of the single battery pack is 2.5V, and the total voltage upper limit threshold of the entire battery pack is 411V. The lower threshold of the total charge and discharge voltage of the whole battery pack is 239V, the upper limit threshold of the total charge and discharge current of the whole battery pack is 125A, and the lower limit threshold of the total charge and discharge current of the whole battery pack is 12.5A.

Step 5.2: When the voltage value of the single cell of the single battery pack is greater than the voltage upper limit threshold of the single cell battery of the single battery pack or the total charging voltage value of the whole battery pack is greater than the upper limit threshold of the total charge and discharge voltage of the whole battery pack, the main controller module Send a control signal to the overvoltage and overcurrent protection module, and control the contactor module to disconnect the battery charger of the aviation power battery.

Step 5.3: When the voltage value of the single cells of the single battery pack is less than the lower limit threshold of the voltage of the single cells of the single battery pack or the total discharge voltage value of the whole battery pack is less than the lower limit threshold of the total charge and discharge voltage of the whole battery pack, the main controller module Send a control signal to the overvoltage and overcurrent protection module, and control the contactor module to disconnect the load of the aviation power battery.

Step 5.4: When the total charging current value of the overall battery pack is greater than the upper limit threshold of the total charging and discharging current of the overall battery pack, the main controller module sends a control signal to the overvoltage and overcurrent protection module, and controls the contactor module to disconnect the battery of the aviation power supply battery charger.

Step 5.5: When the total discharge current value of the whole battery pack is less than the lower limit threshold of the total charge and discharge current of the whole battery pack, the main controller module sends a control signal to the overvoltage and overcurrent protection module to control the contactor module to disconnect the load of the aviation power supply battery .

Step 6: The main controller module calculates the voltage deviation of the single cells of the single battery pack according to the voltage value of the single cells of the single battery pack, and sends the control signal to the sub-board control module, and the sub-board control module The battery performs energy balance control.

Step 6.1: Set the upper limit threshold of the single cell deviation of the single cell group.

In this embodiment, the upper limit threshold of the deviation of the single cells of the single battery pack is set to be 0.005V.

Step 6.2: When the voltage deviation of the single cells of the single battery pack is greater than the upper limit threshold of the deviation of the single cells of the single battery pack, the main controller module sends a control signal to the sub-board control module, and the sub-board control module controls the voltage of the single cell with excessive voltage. The cells of the battery pack are discharged.

Step 7: The main controller module is based on the total charging voltage of the whole battery pack, the total discharge voltage of the whole battery pack, the total charging current of the whole battery pack, the total discharge current of the whole battery pack and the temperature of the whole battery pack according to the real-time acquisition of the aviation power supply The SOC value of the aviation power battery and the SOH value of the aviation power battery are estimated.

Step 7.1: Use the randles model to model the aviation power battery, as shown in Figure 12, and obtain the aviation power battery randles model.

In Figure 12, Uocv(SOC) is the open circuit voltage of the aviation power battery pack, R ₀ is the ohmic internal resistance of the aviation power battery pack, R ₁ is the inertial resistance of the discharge link, R ₂ is the inertial resistance of the discharge link, and C ₁ is the polarization capacitance , C ₂ is the polarization capacitor, R ₁ C ₁ , R ₂ C ₂ two RC links In order to describe the polarization effect of the aviation power supply battery pack, the voltage of R ₁ is U ₁ , the voltage of R ₂ is U ₂ , the total charge and discharge The current is I, define the time constant τ ₁ =R ₁ C ₁ , cloth = R ₂ C ₂ , according to the circuit diagram in Figure 12, the function U _OCV (SOC) of SOC can be obtained as formula (1), formula (2) and formula (3) as follows:

U _OCV (SOC)＝IR ₀ +U ₁ +U ₂ (1)

${\mathrm{<span\; class="notranslate">\; u</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; =</span>{\mathrm{<span\; class="notranslate">\; u</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 0</span>}<span\; class="notranslate">\; )</span>}{\mathrm{<span\; class="notranslate">\; e</span>}}^{<span\; class="notranslate">\; -</span>\frac{\mathrm{<span\; class="notranslate">\; t</span>}}{{\mathrm{<span\; class="notranslate">\; \&tau;</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}}}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; IR</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; -</span>{\mathrm{<span\; class="notranslate">\; e</span>}}^{<span\; class="notranslate">\; -</span>\frac{\mathrm{<span\; class="notranslate">\; t</span>}}{{\mathrm{<span\; class="notranslate">\; \&tau;</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}}}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; )</span>$

${\mathrm{<span\; class="notranslate">\; u</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; =</span>{\mathrm{<span\; class="notranslate">\; u</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 0</span>}<span\; class="notranslate">\; )</span>}{\mathrm{<span\; class="notranslate">\; e</span>}}^{<span\; class="notranslate">\; -</span>\frac{\mathrm{<span\; class="notranslate">\; t</span>}}{{\mathrm{<span\; class="notranslate">\; \&tau;</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}}}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; IR</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; -</span>{\mathrm{<span\; class="notranslate">\; e</span>}}^{<span\; class="notranslate">\; -</span>\frac{\mathrm{<span\; class="notranslate">\; t</span>}}{{\mathrm{<span\; class="notranslate">\; \&tau;</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}}}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 3</span>}<span\; class="notranslate">\; )</span>$

Among them, U ₁₍₀₎ is the initial value of voltage U ₁ , U ₂₍₀₎ is the initial value of voltage U ₂ , and t is time.

Carry out OCV-SOC fitting to the function U _OCV (SOC) formula of SOC, introduce the natural exponential function and use 6 polynomial fittings, obtain the function U _OCV (SOC) formula of fitting SOC as shown in formula (4):

${\mathrm{<span\; class="notranslate">\; u</span>}}_{\mathrm{<span\; class="notranslate">\; o</span>}\mathrm{<span\; class="notranslate">\; C</span>}\mathrm{<span\; class="notranslate">\; V</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; S</span>}\mathrm{<span\; class="notranslate">\; o</span>}\mathrm{<span\; class="notranslate">\; C</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; =</span>{\mathrm{<span\; class="notranslate">\; a</span>}}_{\mathrm{<span\; class="notranslate">\; 0</span>}}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; a</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}\mathrm{<span\; class="notranslate">\; S</span>}\mathrm{<span\; class="notranslate">\; o</span>}\mathrm{<span\; class="notranslate">\; C</span>}<span\; class="notranslate">\; +</span><span\; class="notranslate">\; ...</span><span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; a</span>}}_{\mathrm{<span\; class="notranslate">\; 6</span>}}{\mathrm{<span\; class="notranslate">\; SOC</span>}}^{\mathrm{<span\; class="notranslate">\; 6</span>}}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; b</span>}}_{\mathrm{<span\; class="notranslate">\; 0</span>}}{\mathrm{<span\; class="notranslate">\; e</span>}}^{{\mathrm{<span\; class="notranslate">\; b</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}\mathrm{<span\; class="notranslate">\; S</span>}\mathrm{<span\; class="notranslate">\; o</span>}\mathrm{<span\; class="notranslate">\; C</span>}}<span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 4</span>}<span\; class="notranslate">\; )</span>$

Among them, α ₀ , a ₁ , a ₂ ... a ₆ , b ₀ , and b ₁ are parameters related to the characteristics of the aviation power battery pack itself. According to the design experiment: first, the aviation power battery pack is trickle-charged, and the power is cut off; Secondly, fully stand for about 3 hours, and record the open circuit voltage U _OCV (SOC) of the aviation power battery pack when SOC=100%; then, use the method of small current stage discharge to adjust the SOC of the aviation power battery pack step by step. to 90%, 80%, 70%..., 20%, etc., and fully stand still after each adjustment to obtain the accurate open circuit voltage U _OCV (SOC) of the aviation power battery pack, so as to obtain the aviation power battery pack OCV-SOC

curve, and then use the least square method to fit the parameters α ₀ , a ₁ , a ₂ ...a ₆ , b ₀ , b ₁ .

Neglecting the influence of factors such as temperature and cycle times, conduct a hybrid pulse power test (HPPC), that is, discharge the battery pack of the aviation power supply at a constant current for 10s, rest for 40s, charge it with a constant current for 10s, and rest for 40s, and record the current of the battery pack of the aviation power supply and terminal voltage, according to the parameter identification calculation, the internal resistance R ₀ of the aviation power battery pack, the inertial resistance R ₁ of the discharge link, the inertial resistance R ₂ of the discharge link, the polarization capacitance C ₁ , and the polarization capacitance C ₂ in the aviation power supply battery randles model are obtained. , the voltage U ₁ of R ₁ , the voltage U ₂ of R ₂ and the total charging and discharging current I.

Considering the influence of aviation power battery pack temperature and discharge rate on the aviation power battery model, the function U _OCV (SOC) formula (4) of the fitted SOC is corrected, and the modified SOC function U _OCV (SOC) formula is obtained as follows Formula (5) shows:

${\mathrm{<span\; class="notranslate">\; u</span>}}_{\mathrm{<span\; class="notranslate">\; o</span>}\mathrm{<span\; class="notranslate">\; C</span>}\mathrm{<span\; class="notranslate">\; V</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; S</span>}\mathrm{<span\; class="notranslate">\; o</span>}\mathrm{<span\; class="notranslate">\; C</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; =</span>{\mathrm{<span\; class="notranslate">\; a</span>}}_{\mathrm{<span\; class="notranslate">\; 0</span>}}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; a</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}\mathrm{<span\; class="notranslate">\; S</span>}\mathrm{<span\; class="notranslate">\; o</span>}\mathrm{<span\; class="notranslate">\; C</span>}<span\; class="notranslate">\; +</span><span\; class="notranslate">\; ...</span><span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; a</span>}}_{\mathrm{<span\; class="notranslate">\; 6</span>}}{\mathrm{<span\; class="notranslate">\; SOC</span>}}^{\mathrm{<span\; class="notranslate">\; 6</span>}}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; b</span>}}_{\mathrm{<span\; class="notranslate">\; 0</span>}}{\mathrm{<span\; class="notranslate">\; e</span>}}^{{\mathrm{<span\; class="notranslate">\; b</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}\mathrm{<span\; class="notranslate">\; S</span>}\mathrm{<span\; class="notranslate">\; o</span>}\mathrm{<span\; class="notranslate">\; C</span>}}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; c</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}\mathrm{<span\; class="notranslate">\; T</span>}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; c</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}{\mathrm{<span\; class="notranslate">\; e</span>}}^{{\mathrm{<span\; class="notranslate">\; c</span>}}_{\mathrm{<span\; class="notranslate">\; 3</span>}}\mathrm{<span\; class="notranslate">\; T</span>}}<span\; class="notranslate">\; +</span><span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; d</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}\mathrm{<span\; class="notranslate">\; C</span>}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; d</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}{\mathrm{<span\; class="notranslate">\; e</span>}}^{{\mathrm{<span\; class="notranslate">\; d</span>}}_{\mathrm{<span\; class="notranslate">\; 3</span>}}\mathrm{<span\; class="notranslate">\; C</span>}}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 5</span>}<span\; class="notranslate">\; )</span>$

Among them, c ₁ , c ₂ , c ₃ , d ₁ , d ₂ , and d ₃ are the calibration parameters of the experimental curve of the aviation power battery pack, T is the temperature value of the overall battery pack, and C is the current discharge rate of the aviation power battery pack.

Step 7.2: Use the collected total charging voltage or total discharge voltage of the whole battery pack as the total charge and discharge voltage, use the total charge current or total discharge current of the whole battery pack as the total charge and discharge current, and take the temperature of the individual cells of the single battery pack The average value of the value is used as the temperature value of the whole battery pack.

In this embodiment, when the aviation power supply battery uses the total charging current of the whole battery pack as the total charging and discharging current during the charging process, and uses the total charging voltage of the whole battery pack as the total charging and discharging voltage, when the aviation power supply battery uses The total discharge current of the whole battery pack is taken as the total charge and discharge current, and the total discharge voltage of the whole battery pack is taken as the total charge and discharge voltage.

Step 7.3: According to the randles model of the aviation power supply battery, the extended Kalman filter method is used to use the total charging and discharging voltage of the whole battery pack of the aviation power supply, the total charging and discharging current of the whole battery pack and the temperature value of the whole battery pack collected in real time Estimate the SOC value of the aviation power battery and the SOH value of the aviation power battery.

According to the randles model of the aviation power battery, the method of estimating the SOC value and SOH value of the aviation power battery is as follows:

Assuming that the sampling time is Δt, and the total power of the aviation power battery pack is Q ₀ , the relationship between the SOC of the aviation power battery, the total charge and discharge current I, and the power Q of the aviation power battery pack is shown in formula (6):

$\mathrm{<span\; class="notranslate">\; S</span>}\mathrm{<span\; class="notranslate">\; o</span>}\mathrm{<span\; class="notranslate">\; C</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; k</span>}<span\; class="notranslate">\; +</span>\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; =</span>\frac{\mathrm{<span\; class="notranslate">\; Q</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; k</span>}<span\; class="notranslate">\; +</span>\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; )</span>}{{\mathrm{<span\; class="notranslate">\; Q</span>}}_{\mathrm{<span\; class="notranslate">\; 0</span>}}}<span\; class="notranslate">\; =</span>\frac{\mathrm{<span\; class="notranslate">\; Q</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; k</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; +</span>\mathrm{<span\; class="notranslate">\; I</span>}\mathrm{<span\; class="notranslate">\; \&Delta;</span>}\mathrm{<span\; class="notranslate">\; t</span>}}{{\mathrm{<span\; class="notranslate">\; Q</span>}}_{\mathrm{<span\; class="notranslate">\; 0</span>}}}<span\; class="notranslate">\; =</span>\mathrm{<span\; class="notranslate">\; S</span>}\mathrm{<span\; class="notranslate">\; o</span>}\mathrm{<span\; class="notranslate">\; C</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; k</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; +</span>\frac{\mathrm{<span\; class="notranslate">\; I</span>}\mathrm{<span\; class="notranslate">\; \&Delta;</span>}\mathrm{<span\; class="notranslate">\; t</span>}}{{\mathrm{<span\; class="notranslate">\; Q</span>}}_{\mathrm{<span\; class="notranslate">\; 0</span>}}}<span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 6</span>}<span\; class="notranslate">\; )</span>$

Among them, k is the serial number of the sampling sequence, and the state equation of the aviation power battery pack is established as shown in equations (7) and (8):

$\left[\begin{array}{c}\mathrm{<span\; class="notranslate">\; S</span>}\mathrm{<span\; class="notranslate">\; o</span>}\mathrm{<span\; class="notranslate">\; C</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; k</span>}<span\; class="notranslate">\; +</span>\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; )</span>\\ {\mathrm{<span\; class="notranslate">\; u</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; k</span>}<span\; class="notranslate">\; +</span>\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; )</span>\\ {\mathrm{<span\; class="notranslate">\; u</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; k</span>}<span\; class="notranslate">\; +</span>\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; )</span>\end{array}\right]<span\; class="notranslate">\; =</span>\left[\begin{array}{ccc}\mathrm{<span\; class="notranslate">\; 1</span>}& \mathrm{<span\; class="notranslate">\; 0</span>}& \mathrm{<span\; class="notranslate">\; 0</span>}\\ \mathrm{<span\; class="notranslate">\; 0</span>}& {\mathrm{<span\; class="notranslate">\; e</span>}}^{<span\; class="notranslate">\; -</span>\frac{\mathrm{<span\; class="notranslate">\; t</span>}}{{\mathrm{<span\; class="notranslate">\; \&tau;</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}}}& \mathrm{<span\; class="notranslate">\; 0</span>}\\ \mathrm{<span\; class="notranslate">\; 0</span>}& \mathrm{<span\; class="notranslate">\; 0</span>}& {\mathrm{<span\; class="notranslate">\; e</span>}}^{<span\; class="notranslate">\; -</span>\frac{\mathrm{<span\; class="notranslate">\; t</span>}}{{\mathrm{<span\; class="notranslate">\; \&tau;</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}}}\end{array}\right]\left[\begin{array}{c}\mathrm{<span\; class="notranslate">\; S</span>}\mathrm{<span\; class="notranslate">\; o</span>}\mathrm{<span\; class="notranslate">\; C</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; k</span>}<span\; class="notranslate">\; )</span>\\ {\mathrm{<span\; class="notranslate">\; u</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; k</span>}<span\; class="notranslate">\; )</span>\\ {\mathrm{<span\; class="notranslate">\; u</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; k</span>}<span\; class="notranslate">\; )</span>\end{array}\right]<span\; class="notranslate">\; +</span>\left[\begin{array}{c}\frac{\mathrm{<span\; class="notranslate">\; I</span>}\mathrm{<span\; class="notranslate">\; \&Delta;</span>}\mathrm{<span\; class="notranslate">\; t</span>}}{{\mathrm{<span\; class="notranslate">\; Q</span>}}_{\mathrm{<span\; class="notranslate">\; 0</span>}}}\\ {\mathrm{<span\; class="notranslate">\; R</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; -</span>{\mathrm{<span\; class="notranslate">\; e</span>}}^{<span\; class="notranslate">\; -</span>\frac{\mathrm{<span\; class="notranslate">\; t</span>}}{{\mathrm{<span\; class="notranslate">\; \&tau;</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}}}<span\; class="notranslate">\; )</span>\\ {\mathrm{<span\; class="notranslate">\; R</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; -</span>{\mathrm{<span\; class="notranslate">\; e</span>}}^{<span\; class="notranslate">\; -</span>\frac{\mathrm{<span\; class="notranslate">\; t</span>}}{{\mathrm{<span\; class="notranslate">\; \&tau;</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}}}<span\; class="notranslate">\; )</span>\end{array}\right]\mathrm{<span\; class="notranslate">\; I</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; k</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; +</span>\mathrm{<span\; class="notranslate">\; \&omega;</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; k</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 7</span>}<span\; class="notranslate">\; )</span>$

U _L (k)＝U _oVC (SOC(k))+I(k)R ₀ +U ₁ (k)+U ₂ (k)+v(k) (8)

Among them, _UL is the total charging and discharging voltage, ω(k) is the driving noise when estimating SOC, and v(k) is the measurement noise when estimating SOC.

Set the system state variable as X(k)=[SOC(k), U ₁ (k), U ₂ (k)] ^T , the input signal U(k)=I(k), and the measurement output as Z(k ) = U _L (k), matrix matrix Among them, η is the charge and discharge rate.

Then the calculation method of the system measurement-state transition matrix C(k) is shown in formula (9):

$\mathrm{<span\; class="notranslate">\; C</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; k</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; =</span>\frac{<span\; class="notranslate">\; \&part;</span>\mathrm{<span\; class="notranslate">\; g</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; x</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; k</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; ,</span>\mathrm{<span\; class="notranslate">\; u</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; k</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; )</span>}{<span\; class="notranslate">\; \&part;</span>\mathrm{<span\; class="notranslate">\; x</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; k</span>}<span\; class="notranslate">\; )</span>}<span\; class="notranslate">\; =</span><span\; class="notranslate">\; \&lsqb;</span>\frac{{\mathrm{<span\; class="notranslate">\; U</span>}}_{\mathrm{<span\; class="notranslate">\; o</span>}\mathrm{<span\; class="notranslate">\; C</span>}\mathrm{<span\; class="notranslate">\; V</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; S</span>}\mathrm{<span\; class="notranslate">\; o</span>}\mathrm{<span\; class="notranslate">\; C</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; k</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; )</span>}{\mathrm{<span\; class="notranslate">\; d</span>}\mathrm{<span\; class="notranslate">\; S</span>}\mathrm{<span\; class="notranslate">\; o</span>}\mathrm{<span\; class="notranslate">\; C</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; k</span>}<span\; class="notranslate">\; )</span>}<span\; class="notranslate">\; ,</span>\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; ,</span>\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; \&rsqb;</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 9</span>}<span\; class="notranslate">\; )</span>$

Using the above parameters and iterating according to the recursive formula of EKF, the SOC value of the aviation power battery can be estimated in real time.

_Taking the internal resistance R0 of the aviation power battery pack as the system state, the state equation of the internal resistance of the aviation power battery pack is obtained as shown in equations (10) and (11):

R ₀ ^k+1 =R ₀ ^k +r _k (10)

U _L (k)＝U _ocv (SOC(k))+I(k)R ₀ +U ₁ (k)+U ₂ (k)+n(k) (11)

Among them, r _k is the driving noise when estimating SOH, and n(k) is the measurement noise when estimating SOH.

According to the internal resistance R0 of the aviation power battery pack, the _SOH value of the aviation power battery is estimated, as shown in formula (12):

$\mathrm{<span\; class="notranslate">\; S</span>}\mathrm{<span\; class="notranslate">\; o</span>}\mathrm{<span\; class="notranslate">\; h</span>}<span\; class="notranslate">\; =</span>\frac{{\mathrm{<span\; class="notranslate">\; R</span>}}_{\mathrm{<span\; class="notranslate">\; E.</span>}\mathrm{<span\; class="notranslate">\; o</span>}\mathrm{<span\; class="notranslate">\; L</span>}}<span\; class="notranslate">\; -</span>{\mathrm{<span\; class="notranslate">\; R</span>}}_{\mathrm{<span\; class="notranslate">\; 0</span>}}}{{\mathrm{<span\; class="notranslate">\; R</span>}}_{\mathrm{<span\; class="notranslate">\; E.</span>}\mathrm{<span\; class="notranslate">\; o</span>}\mathrm{<span\; class="notranslate">\; L</span>}}<span\; class="notranslate">\; -</span>{\mathrm{<span\; class="notranslate">\; R</span>}}_{\mathrm{<span\; class="notranslate">\; no</span>}\mathrm{<span\; class="notranslate">\; e</span>}\mathrm{<span\; class="notranslate">\; w</span>}}}<span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 12</span>}<span\; class="notranslate">\; )</span>$

Among them, R _EOL is the battery internal resistance at the end of life of the aviation power battery pack, and R _new is the initial internal resistance of the aviation power battery pack when it leaves the factory.

Step 8: The upper computer displays the total charging voltage value of the whole battery pack of the aviation power supply, the total discharge voltage value of the whole battery pack, the total charging current value of the whole battery pack, the total discharge current value of the whole battery pack, the external environment of the whole battery pack Atmospheric pressure value, temperature value of each single battery group, voltage value of single battery of single battery group, SOC value of aviation power battery and SOH value of aviation power battery.

Claims (5)

1. a kind of airplane power source battery management system is it is characterised in that include main control unit, monitoring subelement and host computer；

Described main control unit, including main controller module, charging/discharging voltage measurement module, charging and discharging currents measurement module, Over-voltage over-current protection module, a/d modular converter, contact modules, air pressure acquisition module and isospi modular converter；

Described monitoring subelement has multiple, and each monitoring subelement all includes daughter board control module and temperature-measuring module；

The input of described charging/discharging voltage measurement module connects the integral battery door group two ends of airplane power source, and charging and discharging currents are surveyed The input of amount module connects load, the outfan of charging/discharging voltage measurement module and the charge and discharge of the integral battery door group of airplane power source The outfan of electric current measurement module connects the input of a/d modular converter, and the outfan of a/d modular converter passes through iic bus Connect the first input end of main controller module；The outfan of described air pressure acquisition module connects main control by iic bus Second input of device module；First outfan of described main controller module connects the input of over-voltage over-current protection module End, the outfan of over-voltage over-current protection module connects the input of contact modules, and the outfan of contact modules connects aviation The integral battery door group of power supply；Described main controller module connects host computer by can bus；The output of each temperature-measuring module End connects the first input end of corresponding daughter board control module respectively, and the second input connection of each daughter board control module is corresponding Single battery group two ends；Described each daughter board control module connects isospi modular converter, isospi modular converter by spi bus Main controller module is connected by spi bus；

This system also includes power subsystem, and the input of power subsystem connects the integral battery door group of airplane power source, power subsystem Outfan connects the power end of main controller module；

Described power subsystem, using voltage isolating converter, for being main control list by the voltage conversion of airplane power source battery The each module of unit and monitoring subelement each module required voltage, are each module of main control unit and the monitoring each module for power supply of subelement；

Described main controller module, using single-chip microcomputer, the charging for the integral battery door group of the airplane power source according to collection is total Magnitude of voltage, the electric discharge total voltage value of integral battery door group, the charging total current value of integral battery door group, integral battery door group electric discharge always electric The monomer battery voltage value of flow valuve and single battery group carries out voltage, current detecting, and sends a control signal to over-voltage over-current protection Module；The magnitude of voltage of the cell according to single battery group calculates the voltage deviation of the cell of single battery group, and sends control Signal processed is to daughter board control module；The charging total voltage of the integral battery door group of the airplane power source according to Real-time Collection, integral battery door The electric discharge total voltage of group, the charging total current of integral battery door group, the electric discharge total current of integral battery door group and integral battery door group temperature Value carries out soc value and the estimation of airplane power source battery soh value of airplane power source battery；Charging by the integral battery door group of airplane power source Total voltage value, the electric discharge total voltage value of integral battery door group, the charging total current value of integral battery door group, integral battery door group electric discharge total Current value, the external atmosphere pressure force value of integral battery door group, the temperature value of each single battery group, the voltage of the cell of single battery group Value, the soc value of airplane power source and airplane power source battery soh value send to host computer；

Described charging/discharging voltage measurement module, the charging total voltage for gathering the integral battery door group of airplane power source is electric with overall The electric discharge total voltage of pond group, and it is sent to a/d modular converter；

Described charging and discharging currents measurement module, the charging total current for gathering the integral battery door group of airplane power source is electric with overall The electric discharge total current of pond group, and it is sent to a/d modular converter；

Described a/d modular converter, using a/d transducer, the charging for the integral battery door group of the airplane power source that will gather is total Voltage, electric discharge total voltage, charging total current and electric discharge total current carry out analog digital conversion, and the overall electricity by the airplane power source of conversion The charging total voltage value of pond group, electric discharge total voltage value, charging total current value and electric discharge total current value are sent to master by iic bus Controller module；

Described over-voltage over-current protection module, for the control signal according to main controller module, in the overall electricity of airplane power source When overvoltage, excessively stream in the cell of pond group or single battery group, the break-make of control contactor module, realize over-voltage and over-current and protect Shield；

Described air pressure acquisition module, using baroceptor, for gathering the ambient atmosphere of the integral battery door group of airplane power source Pressure value, and it is sent to main controller module；

Described isospi modular converter, for realizing the mutual conversion of standard spi of four-wire system and standard spi of two-wire system, Realize the communication between main controller module and multiple daughter board control module；Described isospi modular converter, including isospi Isolated communication interface and isolating transformer；The input of the isolated communication interface of described isospi is connected by spi bus Main controller module, the outfan of the isolated communication interface of isospi connects the input of isolating transformer, isolating transformer Outfan connects each daughter board control module by spi bus；

Described daughter board control module, using set of cells monitor, for gathering the cell of the single battery group of airplane power source Magnitude of voltage, the temperature value of the monomer battery voltage value of the single battery group of airplane power source and the single battery group of airplane power source is sent to Main controller module；Balancing energy control is carried out to the cell of single battery group according to main controller module control signal；

Described temperature-measuring module, using critesistor, for gathering the temperature value of the single battery group of airplane power source, and transmits To daughter board control module；

Described contact modules, for control the break-make of airplane power source battery and battery charger and airplane power source battery with negative The break-make carrying；

Described host computer, for showing the charging total voltage value of the integral battery door group of airplane power source, the electric discharge of integral battery door group Total voltage value, the charging total current value of integral battery door group, the electric discharge total current value of integral battery door group, integral battery door group extraneous big Air pressure force value, the temperature value of each single battery group, the magnitude of voltage of the cell of single battery group, the soc value of airplane power source battery and Airplane power source battery soh value.

2. airplane power source battery management system according to claim 1 is it is characterised in that described charging/discharging voltage measures Module, including discharge voltage measuring circuit and charging voltage measuring circuit；

Described discharge voltage measuring circuit includes the first operational amplifier, the first isolator and the second operational amplifier；Described The input of the first operational amplifier connect the integral battery door group two ends of airplane power source, the outfan of the first operational amplifier is even Connect the input of the first isolator, the outfan of the first isolator connects the input of the second operational amplifier, the second computing is put The outfan of big device connects the input of a/d modular converter；

Described charging voltage measuring circuit includes the 3rd operational amplifier, the second isolator and four-operational amplifier；Described The input of the 3rd operational amplifier connect the integral battery door group two ends of airplane power source, the outfan of the 3rd operational amplifier is even Connect the input of the second isolator, the outfan of the second isolator connects the input of four-operational amplifier, the 4th computing is put The outfan of big device connects the input of a/d modular converter.

3. airplane power source battery management system according to claim 1 is it is characterised in that described charging and discharging currents measure Module, including discharge current measuring circuit and charging current measuring circuit；

Described discharge current measuring circuit includes the 5th operational amplifier and the 6th operational amplifier；The 5th described computing is put The input of big device connects the integral battery door group load of airplane power source, and the outfan of the 5th operational amplifier connects the 6th computing and puts The input of big device, the outfan of the 6th operational amplifier connects the input of a/d modular converter；

Described charging current measuring circuit includes the 7th operational amplifier and the 8th operational amplifier；The 7th described computing is put The input of big device connects the integral battery door group load of airplane power source, and the outfan of the 7th operational amplifier connects the 8th computing and puts The input of big device, the outfan of the 8th operational amplifier connects the input of a/d modular converter.

4. airplane power source battery management system according to claim 1 is it is characterised in that described over-voltage over-current protection mould Block, including photoelectrical coupler, the first audion and the second audion；

First outfan of described photoelectrical coupler connects the base stage of the first audion, and the second outfan of photoelectrical coupler is even Connect the base stage of the second triode, the colelctor electrode of the colelctor electrode of the first audion and the second audion connects contact modules respectively Input, the emitter stage of described first audion and the grounded emitter of the second audion.

5. the method carrying out airplane power source battery management using the airplane power source battery management system described in claim 1, it is special Levy and be, comprise the following steps:

Step 1: in airplane power source cell operations, the overall electricity of charging/discharging voltage measurement module Real-time Collection airplane power source The charging total voltage of pond group and electric discharge total voltage, charging and discharging currents measurement module gathers the charging of the integral battery door group of airplane power source Total current and electric discharge total current, a/d modular converter by the charging total voltage of integral battery door group, electric discharge total voltage, charging total current Carry out analog digital conversion with electric discharge total current, and will be total to the charging total voltage value of the integral battery door group of the airplane power source of conversion, electric discharge Magnitude of voltage, charging total current value and electric discharge total current value are sent to main controller module；

Step 2: the external atmosphere pressure force value of the integral battery door group of air pressure acquisition module Real-time Collection airplane power source, and it is sent to master Controller module；

Step 3: each temperature-measuring module gathers the temperature value of each single battery group of airplane power source, and it is sent to daughter board control mould Block；

Step 4: each daughter board control module gathers the monomer battery voltage value of the single battery group of corresponding airplane power source, by aviation electricity The temperature value of the single battery group of the monomer battery voltage value of the single battery group in source and airplane power source is sent to main controller module；

Step 5: the charging total voltage value of integral battery door group of the airplane power source according to collection for the main controller module, integral battery door group Electric discharge total voltage value, the charging total current value of integral battery door group, the electric discharge total current value of integral battery door group and single battery group Monomer battery voltage value carries out voltage, current detecting, and sends a control signal to over-voltage over-current protection module control contactor mould The break-make of block, realizes the over-voltage over-current protection of airplane power source battery；

Step 5.1: set the upper voltage limit threshold value of cell, the lower voltage limit of the cell of single battery group of single battery group Threshold value, integral battery door group discharge and recharge total voltage upper limit threshold, integral battery door group discharge and recharge total voltage lower threshold, integral battery door group Discharge and recharge total current upper limit threshold and integral battery door group discharge and recharge total current lower threshold；

Step 5.2: when single battery group monomer battery voltage value be more than single battery group cell upper voltage limit threshold value or When the charging total voltage value of integral battery door group is more than integral battery door group discharge and recharge total voltage upper limit threshold, main controller module sends Control signal disconnects the battery charger of airplane power source battery to over-voltage over-current protection module, control contactor module；

Step 5.3: when single battery group monomer battery voltage value be less than single battery group cell lower voltage limit threshold value or When the electric discharge total voltage value of integral battery door group is less than integral battery door group discharge and recharge total voltage lower threshold, main controller module sends Control signal disconnects the load of airplane power source battery to over-voltage over-current protection module, control contactor module；

Step 5.4: when the charging total current value of integral battery door group is more than integral battery door group discharge and recharge total current upper limit threshold, main Controller module sends a control signal to over-voltage over-current protection module, and control contactor module disconnects the battery of airplane power source battery Charger；

Step 5.5: when the electric discharge total current value of integral battery door group is less than integral battery door group discharge and recharge total current lower threshold, main Controller module sends a control signal to over-voltage over-current protection module, and control contactor module disconnects the negative of airplane power source battery Carry；

Step 6: main controller module calculates the cell of single battery group according to the magnitude of voltage of the cell of single battery group Voltage deviation, send control signal to daughter board control module, it is equal that daughter board control module carries out energy to the cell of single battery group Weighing apparatus controls；

Step 6.1: set the cell upper deviation threshold value of single battery group；

Step 6.2: when the voltage deviation of the cell of single battery group is more than the cell upper deviation threshold value of single battery group When, main controller module sends a control signal to daughter board control module, the daughter board control module single battery group excessive to voltage Cell is discharged；

Step 7: main controller module is according to the charging total voltage of the integral battery door group of the airplane power source of Real-time Collection, integral battery door The electric discharge total voltage of group, the charging total current of integral battery door group, the electric discharge total current of integral battery door group and integral battery door group temperature Value carries out soc value and the estimation of airplane power source battery soh value of airplane power source battery；

Step 7.1: using randles model, airplane power source battery is modeled, obtains airplane power source battery randles mould Type；

Step 7.2: using the charging total voltage of the integral battery door group of collection or electric discharge total voltage as discharge and recharge total voltage, will be overall The charging total current of set of cells or electric discharge total current are as discharge and recharge total current, flat by the cell temperature value of single battery group Average is as the temperature value of integral battery door group；

Step 7.3: according to the randles model of airplane power source battery, using the method for EKF, using adopting in real time The discharge and recharge total voltage of the integral battery door group of airplane power source of collection, the discharge and recharge total current of integral battery door group and integral battery door group Temperature value estimates the soc value of airplane power source battery and the soh value of airplane power source battery；

Step 8: host computer shows the charging total voltage value of integral battery door group of airplane power source, the electric discharge total voltage of integral battery door group Value, the charging total current value of integral battery door group, the electric discharge total current value of integral battery door group, the external atmospheric pressure of integral battery door group Value, the soc value of the temperature value of each single battery group, the magnitude of voltage of the cell of single battery group, airplane power source battery and aviation electricity The soh value of source battery.