CN108896927B - Estimation method and device of remaining flight time of aircraft, battery and aircraft - Google Patents
Estimation method and device of remaining flight time of aircraft, battery and aircraft Download PDFInfo
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Abstract
The embodiment of the invention relates to the technical field of aircrafts, and discloses an aircraft remaining flight time estimation method and device, a battery and an aircraft. Wherein the aircraft comprises a battery, the method comprising: determining an optimal current corresponding to each time point in a preset time period, wherein the termination time point of the preset time period is a current time point, and the optimal current is a current obtained after the sampling current of each time point is correspondingly processed according to a preset current condition; calculating the average current in the preset time period according to the optimal current corresponding to each time point in the preset time period; acquiring the residual capacity of the battery; and obtaining the remaining flight time of the aircraft according to the remaining capacity of the battery and the average current. By the method, the residual flight time of the aircraft can be obtained, and the time of the aircraft flying can be directly reflected through the residual flight time.
Description
Technical Field
The embodiment of the invention relates to the technical field of aircrafts, in particular to an aircraft residual flight time estimation method, an aircraft residual flight time estimation device, a chip, a battery and an aircraft.
Background
Aircraft are currently being used in an increasing field. Taking an Unmanned Aerial Vehicle (UAV) as an example, the UAV is widely applied to the fields of aerial photography, agriculture, plant protection, disaster relief, news reporting, power inspection, disaster relief, movie shooting, and the like. The battery is used as a core component of the aircraft system and is mainly used for providing flight power for the aircraft system. In an application scenario of an aircraft, while providing a flight power source, a battery of the aircraft generally provides information about a Charge amount of the battery, such as a remaining capacity of the battery or a percentage of the remaining Charge (SOC) of the battery, so as to provide a reference for a duration of the aircraft to ensure safety of flight of the aircraft.
In the process of implementing the invention, the inventor finds that at least the following problems exist in the related art: although reference can be provided for the endurance time of the aircraft through the electric quantity information, the electric quantity information of the battery cannot directly reflect how long the aircraft can fly.
Disclosure of Invention
The invention mainly aims to provide a method, a device, a chip, a battery and an aircraft for estimating the remaining flight time of the aircraft, which can obtain the remaining flight time of the aircraft and directly reflect how long the aircraft can fly by the remaining flight time.
The embodiment of the invention discloses the following technical scheme:
to solve the above technical problem, an embodiment of the present invention provides a method for estimating a remaining flight time of an aircraft, where the aircraft includes a battery, and the method includes:
determining an optimal current corresponding to each time point in a preset time period, wherein the termination time point of the preset time period is a current time point, and the optimal current is a current obtained after the sampling current of each time point is correspondingly processed according to a preset current condition;
calculating the average current in the preset time period according to the optimal current corresponding to each time point in the preset time period;
acquiring the residual capacity of the battery;
and obtaining the remaining flight time of the aircraft according to the remaining capacity of the battery and the average current.
In order to solve the above technical problem, an embodiment of the present invention further provides an apparatus for estimating a remaining flight time of an aircraft, where the aircraft includes a battery, and the apparatus includes:
the optimal current determination module is used for determining optimal current corresponding to each time point in a preset time period, wherein the termination time point of the preset time period is the current time point, and the optimal current is obtained after the sampling current of each time point is correspondingly processed according to preset current conditions;
the average current determining module is used for calculating the average current in the preset time period according to the optimal current corresponding to each time point in the preset time period;
a residual capacity acquisition module for acquiring the residual capacity of the battery;
and the residual flight time determining module is used for obtaining the residual flight time of the aircraft according to the residual capacity of the battery and the average current.
In order to solve the above technical problem, an embodiment of the present invention further provides a chip, including:
at least one processor; and the number of the first and second groups,
a memory communicatively coupled to the at least one processor; wherein the content of the first and second substances,
the memory stores instructions executable by the at least one processor to enable the at least one processor to perform a method of estimating a time-of-flight remaining for an aircraft as described above.
To solve the above technical problem, embodiments of the present invention also provide a computer program product comprising a computer program stored on a non-volatile computer-readable storage medium, the computer program comprising program instructions that, when executed by a computer, cause the computer to perform the method for estimating the remaining flight time of an aircraft as described above.
In order to solve the technical problem, an embodiment of the present invention further provides a non-volatile computer-readable storage medium, where computer-executable instructions are stored, and the computer-executable instructions are configured to enable a computer to execute the method for estimating remaining flight time of an aircraft as described above.
In order to solve the above technical problem, an embodiment of the present invention further provides a battery, including the chip as described above.
In order to solve the technical problem, an embodiment of the present invention further provides an aircraft, including the battery as described above, where the battery is used for providing power.
In the embodiment of the invention, the remaining flight time of the aircraft can be determined through the remaining capacity of the battery of the aircraft and the average current in the preset time period, and the time of whether the aircraft can fly can be directly reflected through the remaining flight time, so that a user can better judge the flight capability of the aircraft and determine the return time of the aircraft according to the remaining time, the user experience is improved, and the flight safety of the aircraft is enhanced.
Drawings
One or more embodiments are illustrated by way of example in the accompanying drawings, which correspond to the figures in which like reference numerals refer to similar elements and which are not to scale unless otherwise specified.
FIG. 1 is a schematic flow chart of a method for estimating a remaining flight time of an aircraft according to an embodiment of the present invention;
FIG. 2 is a schematic flow chart of a method for estimating the remaining flight time of an aircraft according to an embodiment of the present invention;
FIG. 3 is a schematic diagram of a residual time-of-flight curve for an aircraft based on sampled current acquisition as provided by an embodiment of the present invention;
FIG. 4 is a schematic diagram of a residual time-of-flight curve for an aircraft based on optimal current acquisition provided by an embodiment of the present invention;
FIG. 5 is a schematic diagram of an apparatus for estimating remaining flight time of an aircraft according to an embodiment of the present invention;
FIG. 6 is a diagram of a hardware structure of a chip according to an embodiment of the present invention;
FIG. 7 is a schematic diagram of a battery provided by an embodiment of the present invention;
FIG. 8 is a schematic illustration of an aircraft provided by an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In addition, the technical features involved in the embodiments of the present invention described below may be combined with each other as long as they do not conflict with each other.
The embodiments of the present invention will be further explained with reference to the drawings.
Example 1:
fig. 1 is a schematic flow chart of a method for estimating a remaining flight time of an aircraft according to an embodiment of the present invention. The method for estimating the residual flight time of the aircraft can be used for estimating the residual flight time of various aircraft, such as unmanned planes, manned aircraft and the like. The aircraft comprises a battery for supplying power to the aircraft to provide flight power, and the battery can be various suitable storage batteries, such as a lithium battery, a nickel-cadmium battery and the like. The method for estimating the remaining flight time of the aircraft can be executed by any suitable type of chip or controller and the like, such as a main control chip (such as an MCU) of a battery and the like, which have certain logic operation capacity and can realize the function of estimating the remaining flight time of the aircraft. The following description will specifically take a main control chip of a battery as an example.
Referring to fig. 1, the method for estimating the remaining flight time of an aircraft includes:
101: and determining the optimal current corresponding to each time point in a preset time period.
And the ending time point of the preset time period is the current time point. The duration of the preset time period can be duration configured in the main control chip of the battery in advance, and the duration can also be set in a user-defined mode according to needs. The preset time period can be determined according to the current time point and the duration of the preset time period. For example, if the duration of the preset time period is 15s, the preset time period is a corresponding time period within 15s closest to the current time point, if the current time point is: and 8:30:14, the preset time period is as follows: "8:30:00-8:30:14".
The optimal current is obtained by correspondingly processing the sampling current of each time point according to a preset current condition. The sampling current is a supply current of the battery for supplying power to the aircraft, and can also be understood as a current flowing through the battery.
In the flying process of the aircraft, the main control chip of the battery can sample the power supply current of the battery in real time according to the preset sampling frequency so as to obtain the sampling current. The preset sampling frequency can be a value which is configured in the main control chip of the battery in advance and can also be set by user according to needs. For example, the preset sampling frequency may be 1Hz, that is, the sampling current is obtained once per second, so as to obtain the sampling current at each time point in the preset time period. For example, if the duration of the preset time period is 15s, the sampling currents of the time points within 15s closest to the current time point are obtained, that is, 15 sampling currents are obtained in total.
In the process of flying of the aircraft, in order to meet various flying requirements of the aircraft, the supply current of the battery may be sharply increased to a large value or decreased to a small value in a short time, that is, the sampling current obtained by the main control chip of the battery may be large or small. If the residual flight time of the aircraft obtained by estimation is directly based on the obtained sampling current, a large error exists between the residual flight time of the aircraft and the residual flight time of the actual aircraft. Therefore, in order to improve the accuracy of estimating the remaining flight time, in the embodiment of the present invention, the remaining flight time of the aircraft needs to be estimated based on the current obtained by correspondingly processing the sampled current according to the preset current condition, that is, the optimal current. For example, there may be at least one preset current condition, and the sampled current is correspondingly processed to obtain an optimal current based on each preset current condition. The preset current condition may be: the sampling current is within a preset current range, or the sampling current exceeds the preset current range, and the like. For example, when a preset current condition that the sampling current is within a preset current range is satisfied, a method of processing the sampling current to determine an optimal current is provided; and when the preset current condition that the sampling current exceeds the preset current range is met, the sampling current is processed correspondingly to another mode for determining the optimal current.
Specifically, the determining the optimal current corresponding to each time point within the preset time period includes: judging whether the sampling current of each time point in the preset time period is in a preset current range or not; when the sampling current of each time point in the preset time period is within the preset current range, determining the sampling current of each time point in the preset time period as the optimal current; and when the sampling current exceeding the preset current range exists in the sampling current at each time point in the preset time period, filtering the sampling current exceeding the preset current range to determine the optimal current.
Further, when the sampling current exceeding the preset current range exists in the sampling currents at each time point within the preset time period, performing filtering processing on the sampling current exceeding the preset current range to determine the optimal current, including: and when the sampling current smaller than the lower limit value of the preset current range exists in the sampling current at each time point in the preset time period, filtering the sampling current smaller than the lower limit value of the preset current range, so that the optimal current of the time point corresponding to the sampling current smaller than the lower limit value of the preset current range is the lower limit value of the preset current range. And when the upper limit value larger than the preset current range exists in the sampling current at each time point in the preset time period, filtering the sampling current larger than the upper limit value of the preset current range, so that the optimal current of the time point corresponding to the sampling current larger than the upper limit value of the preset current range is the upper limit value of the preset current range.
The following specifically describes a process of determining the optimal current corresponding to each time point in a preset time period by the main control chip of the battery with reference to fig. 2. Fig. 2 is a schematic specific flowchart of a method for estimating the remaining flight time of an aircraft according to an embodiment of the present invention.
When the aircraft actually flies, when the aircraft is in a flying state where the spatial position is kept basically unchanged at a certain height, that is, when the aircraft is in a hovering stage, the power supply current required by the aircraft is very small, that is, the sampling current obtained by the main control chip of the battery is very small, if the residual time of the aircraft obtained by calculation based on the sampling current is far greater than the actual residual flight time of the aircraft, in order to improve the accuracy of subsequently estimating the residual flight time of the aircraft, the sampling current needs to be filtered.
Considering that the maximum flying-time duration of the aircraft is determined according to the current (namely, hovering current) of the aircraft during suspension, when the sampling current smaller than the lower limit value of the preset current range exists in the sampling currents at each time point in the preset time period, filtering the sampling current smaller than the lower limit value of the preset current range, so that the optimal current of the time point corresponding to the sampling current smaller than the lower limit value of the preset current range is the lower limit value of the preset current range. Wherein the lower limit value of the preset current range is determined by the preset hovering current of the aircraft.
The preset hovering current may be pre-configured in a main control chip of the battery, and the determining of the preset hovering current may include: the preset hovering current is determined according to historical flight data of the aircraft. For example, the current of the aircraft in the hovering phase 100 times is counted in advance, and the average value of the current in the hovering phase 100 times is used as the preset hovering current. In some embodiments, the preset hover current may also be determined based on characteristics of various batteries or custom set as desired.
Taking fig. 2 as an example, the preset hovering current is 9500mA, that is, the lower limit value of the preset current range is 9500mA, and it is determined whether the sampling current is smaller than 9500mA, and if the sampling current is smaller than 9500mA, the optimal current corresponding to the sampling current is 9500 mA.
Filtering is carried out through the sampling current smaller than the lower limit value of the preset current range, so that on one hand, the accuracy of estimating the residual flight time of the aircraft can be improved; on the other hand, since the aircraft is usually hovering right after takeoff, the user can be provided with the remaining flight time of the aircraft right after takeoff, so that the user can know the flight performance of the aircraft and better plan when to return the flight.
In the flying process of an aircraft, when the flying action is large in amplitude, such as sudden jerky acceleration and deceleration, at this time, in order to meet the flying requirement of the aircraft, a battery is required to provide a large supply current, that is, the sampling current at this time is large, if the residual flight time estimated through the sampling current is greatly deviated from the flight time of the actual aircraft, that is, during the sudden jerky acceleration and deceleration of the aircraft, the residual flight time estimated based on the sampling current fluctuates greatly, and the situation that the residual time is reduced sharply or the residual time is increased sharply exists, so that misleading information is provided for a user, and thus, not only the user is bothered, but also the residual time with large amplitude is provided without great reference significance.
Therefore, when the upper limit value larger than the preset current range exists in the sampling current at each time point in the preset time period, filtering processing is performed on the sampling current larger than the upper limit value of the preset current range, so that the optimal current of the time point corresponding to the sampling current larger than the upper limit value of the preset current range is the upper limit value of the preset current range. And the upper limit value of the preset current range is determined by the fluctuation range of the preset average current of the aircraft in the flight process, so as to filter out the sampling current exceeding the fluctuation range of the preset average current.
The preset average current fluctuation range may be pre-configured in a main control chip of the battery, and the determining of the preset average current fluctuation range may include: and determining the preset average current fluctuation amplitude according to the historical flight data of the aircraft. For example, the average current fluctuation amplitude of the aircraft in 100 flight processes is counted in advance, and then the average current fluctuation amplitude of 100 flight processes is averaged to obtain the preset average current fluctuation amplitude. In some embodiments, the preset average current fluctuation amplitude can also be determined according to the characteristics of the aircraft or customized according to the requirements.
Taking fig. 2 as an example, the preset average current fluctuation amplitude is 12500mA, that is, the upper limit value of the preset current range is 12500mA, and it is determined whether the sampling current is greater than 12500mA, and if the sampling current is greater than 12500mA, the optimal current corresponding to the sampling current is 12500 mA.
Further, since the ending time point of the preset time period is the current time point, and when the flight time of the aircraft is less than the time length of the preset time period, the main control chip of the battery cannot obtain the sampling current of each time point in the preset time period, for example, since the time length of the preset time period is 15s, the current aircraft flies for 2s, the main control chip of the battery can only obtain the sampling current (the sampling current of the first second of flight and the sampling current of the second of flight) when the aircraft flies for 2s, and cannot obtain the sampling current after 2s, that is, when the flight time length of the aircraft is less than the time length of the preset time period, the optimal current corresponding to each time point in the preset time period cannot be determined. Therefore, in order to obtain the remaining flight time of the aircraft corresponding to each time point in the flight process in real time in the flight process of the aircraft, the optimal current corresponding to each time point in the preset time period and the current time point are initialized and configured in the main control chip of the battery in advance, so that the remaining flight time of the aircraft can be provided for a user when the aircraft just takes off.
As shown in fig. 2, the current time point is initially configured such that the initial current time point t is 0, where t is 0, which is used to characterize the starting time point of the aircraft flight. Assuming that the duration of the preset time period is 15s, the array for buffering the optimal current is represented by I0-I14 (an array consisting of 15 elements including I0, I2.. I14). Because the maximum flight time of the aircraft is determined based on the preset hovering current, the initial configuration is performed on the optimal current corresponding to each time point in the preset time period corresponding to the initial current time point t being 0, the preset hovering current is assigned to the arrays I0 to I14, that is, the assignments of I0 to I14 are the preset hovering currents, and if I0 to I14 are 9500 mA.
After the main control chip of the battery is initialized and configured, the optimal current corresponding to each time point in the preset time period can be sequentially determined from the current time point t being 0, so that the remaining flight time of the aircraft corresponding to each time point in the flight process of the aircraft can be obtained subsequently.
For example, assuming that the preset current range is [9500mA,12500mA ] (9500 mA or more and 12500mA or less), when t is 0, the sampling current a at this time is 10000mA, and if it is within the preset current range, the optimal current when t is 0 is the corresponding sampling current, that is, I [0] is 10000mA, so as to obtain the remaining flight time of the corresponding aircraft when t is 0 based on the values of I [1] to I [14] in the initialization and the optimal current when t is 0 (I [0] is 10000 mA);
when t is equal to 1, acquiring 9000mA of the sampling current A at the moment, wherein the sampling current A is smaller than the lower limit value of the preset current range, and then acquiring the optimal current when t is equal to 1 as the lower limit value of the preset current range, namely I [1] ═ 9500mA, so that the residual flight time of the corresponding aircraft when t is equal to 1 is obtained on the basis of the values of I2 to I14 in initialization, the optimal current when t is equal to 0 (I [0] ═ 10000mA) and the optimal current when t is equal to 1 (I [1] ═ 9500 mA);
when t is 2, acquiring a sampling current A at the moment as 13000mA which is larger than an upper limit value of a preset current range, and then acquiring an optimal current when t is 2 as the upper limit value of the preset current range, namely I2 as 12500mA, so as to obtain the remaining flight time of the aircraft corresponding to t is 2 based on the values of I3-I14 in initialization, the optimal current when t is 0 (I0 as 10000mA), the optimal current when t is 1 (I1 as 9500mA) and the optimal current when t is 2 (I2 as 12500 mA); and the rest is repeated to obtain the optimal current corresponding to each time point in the time period from t to t, wherein t is 0 to t is 14.
In the embodiment of the invention, a cyclic coverage mode is adopted, the size of the storage array is equal to the duration of a preset time period, for example, after the last I14 is stored, the storage array returns to the beginning I0 to store the optimal current, and the steps are repeated in this way, so that the overhead resource of the array is saved, namely the storage space required by the storage array is saved. For example, when t >14, if t is 15, zero-setting processing is performed on the time, that is, calculation is performed again from t being 0, if the sampling current a obtained at this time is 11000mA, it is determined that the sampling current is within the preset current range, the optimal current at this time is the sampling current, which corresponds to obtaining the sampling current a obtained at this time from t being 15 as 11000mA and assigning the current a to I [0], that is, I [0] in a new preset time period is 11000mA, so that the optimal current when t being 1 to t being 14 obtained before is subsequently based on, and I [0] in a new preset time period is 11000mA, the remaining flight time of the aircraft corresponding to t being 0 in a new cycle is obtained, and the remaining flight time of the aircraft corresponding to each time point in the flight process is obtained.
102: and calculating the average current in the preset time period according to the optimal current corresponding to each time point in the preset time period.
The average value of the sum of the optimal currents corresponding to each time point in the preset time period is obtained, and then the average current in the preset time period can be obtained. Specifically, the formula for calculating the average current in the preset time period is as follows:
wherein, IavgRepresents the average current (in mA/s), I, in a preset time periodiThe current is represented by the optimal current (in mA/s) corresponding to each time point in the preset time period, and n represents the duration (in s) of the preset time period, where n may be any natural number, for example, n is 15.
Taking fig. 2 as an example, the average current I in the corresponding preset time period is obtained according to the following manneravg：
Iavg＝(I[0]+I[1]+…+I[14])/15
For example, when t is 1, 9000mA of the sampling current a at this time is obtained, which is smaller than the lower limit value of the preset current range, and the optimal current when t is 1 is the lower limit value of the preset current range, that is, I [1] ═ 9500mA, the sum of the values of I [2] -I [14] in the initialization, the optimal current when t is 0 (I [0] ═ 10000mA), and the optimal current when t is 1 (I [1] ═ 9500mA) is averaged, and the average current in the preset time period corresponding to the current time point when t is 1 is obtained.
When t is greater than 14, if t is 15, the time is zeroed, that is, the time is calculated from t is 0 again, if the sampling current a obtained at this time is 11000mA, it is determined that the sampling current is within the preset current range, the optimal current at this time is the sampling current, which is equivalent to obtaining the sampling current a at this time from t is 15 as 11000mA and assigning the current to I [0], that is, I [0] in a new preset time period is 11000mA, the sum of the optimal current when t obtained before is 1 to t is 14 and the sum of I [0] 11000mA in the new preset time period is averaged, and the average current in the preset time period corresponding to the current time point is obtained.
103: and acquiring the residual capacity of the battery.
The remaining capacity of the battery refers to the remaining capacity of the battery after a certain period of time, that is, the remaining capacity of the battery corresponding to the current time point.
The method for acquiring the remaining capacity of the battery by the main control chip of the battery includes, but is not limited to, the following:
1. open circuit voltage method. Here, the open circuit voltage is a terminal voltage of the battery in an open circuit state, and is close to an electromotive force of the battery in value. The method specifically comprises the following steps: firstly, acquiring the current open-circuit voltage of a battery; then, according to a preset corresponding relationship (such as a linear proportional relationship) between the remaining capacity of the battery and the open-circuit voltage, the remaining capacity corresponding to the current open-circuit voltage is obtained.
2. Coulometry monitoring method. The method specifically comprises the following steps: firstly, obtaining the release capacity of the battery according to the time integration of the discharge current in a period of time; and then obtaining the current residual capacity of the battery according to the release capacity of the battery.
3. The remaining capacity of the battery is determined based on the internal resistance of the battery. The temperature, the capacity percentage and the service life of the battery (namely the aging degree of the battery) can be reflected in the change of the internal resistance of the battery, namely, the internal resistance of the battery has some complex functional relations with the temperature, the capacity percentage and the aging degree of the battery. Therefore, the internal resistance of the battery is a very important variable, and determining the remaining capacity of the battery based on the internal resistance of the battery can improve the accuracy of calculating the remaining capacity of the battery. The method comprises the following main ideas: according to the depth of discharge corresponding to the current temperature, the mapping relation between the open-circuit voltage and the internal resistance of the battery (including the first corresponding relation between the depth of discharge and the open-circuit voltage and the second corresponding relation between the depth of discharge and the internal resistance of the battery), and the current at the current time point, the depth of discharge when the discharge voltage of the battery is the discharge termination voltage is determined, and the residual capacity of the battery is determined based on the depth of discharge.
Specifically, the method for determining the residual capacity of the battery based on the internal resistance of the battery comprises the following steps: pre-establishing a mapping relation among the discharge depth of the battery in each preset temperature interval, the open-circuit voltage and the internal resistance of the battery; acquiring current of a current time point; acquiring a mapping relation corresponding to the current temperature, and determining the discharge depth of the battery when the discharge voltage is the discharge termination voltage according to the acquired mapping relation and the current at the current time point; acquiring the maximum chemical capacity of the battery and acquiring the current discharge depth of the battery; and determining the residual capacity of the battery according to the current discharge depth, the maximum chemical capacity and the discharge depth corresponding to the discharge ending voltage of the battery.
104: and obtaining the remaining flight time of the aircraft according to the remaining capacity of the battery and the average current.
Specifically, the formula for calculating the remaining flight time of the aircraft is as follows:
where T represents the remaining flight time of the aircraft (in units of s), C represents the remaining capacity of the battery (in units of mAH), IavgRepresents the average current (in mA/s) over a preset time period.
The main control chip of the battery can obtain the current remaining flight time of the aircraft based on the calculation formula for calculating the remaining flight time of the aircraft, and the remaining flight time can directly reflect how long the aircraft can fly, so that a user can judge the flight capability of the aircraft and determine the return time of the aircraft by utilizing the remaining flight time better. For example, after obtaining the remaining flight time of the aircraft, the main control chip of the battery may output the remaining flight time, for example, the remaining flight time is displayed on a display interface of the aircraft, so that a user can more directly know how long the aircraft can fly based on the remaining flight time, thereby improving user experience and enhancing the flight safety of the aircraft.
In addition, in the embodiment of the invention, in the process of determining the remaining flight time, the sampling current exceeding the preset current range is further subjected to filtering processing, so that the accuracy of estimating the remaining flight time of the aircraft is improved. Taking fig. 3 and fig. 4 as an example, wherein fig. 3 shows a residual flight time curve of the aircraft obtained directly based on the sampling current without performing filtering processing on the sampling current exceeding the preset current range; fig. 4 shows a residual flight time curve of the aircraft obtained based on the optimal current acquisition by filtering the sampled current exceeding the preset current range (the abscissa represents the flight time T of the aircraft, and the ordinate represents the residual flight time T of the aircraft). As can be seen from fig. 3 and 4, the curve of the remaining flight time of the aircraft obtained based on the optimal current is smoother, that is, the remaining flight time of the aircraft obtained through filtering is close to the remaining flight time of the aircraft in the actual flight process of the aircraft.
It should be noted that, as can be understood by those skilled in the art from the description of the embodiments of the present invention, in different embodiments, the steps 101-104 may have different execution sequences, such as executing the step 103 first, then executing the step 101, etc., without contradiction.
The residual flight time of the aircraft is determined according to the residual capacity of the battery of the aircraft and the average current in the preset time period, and the time of whether the aircraft can fly can be directly reflected through the residual flight time, so that a user can judge the flight capacity of the aircraft and determine the return time of the aircraft better according to the residual time, the user experience is improved, and the flight safety of the aircraft is enhanced.
Example 2:
fig. 5 is a schematic diagram of an estimation apparatus for a remaining flight time of an aircraft according to an embodiment of the present invention. The device 50 for estimating the remaining flight time of an aircraft can be used for estimating the remaining flight time of various aircraft, such as unmanned planes, manned aircraft, and the like. The aircraft comprises a battery for supplying power to the aircraft to provide flight power, and the battery can be various suitable storage batteries, such as a lithium battery, a nickel-cadmium battery and the like. The device 50 for determining the remaining flight time of the aircraft may be configured in any suitable type of chip with certain logic operation capability, such as a main control chip (e.g., MCU) configured in a battery, etc.
With reference to fig. 5, the device 50 for the residual time of flight of an aircraft comprises: an optimal current determination module 501, an average current determination module 502, a remaining capacity acquisition module 503, and a remaining time of flight determination module 504.
Specifically, the optimal current determining module 501 is configured to determine an optimal current corresponding to each time point in a preset time period.
And the ending time point of the preset time period is the current time point. The duration of the preset time period may be a duration configured in the optimal current determination module 501 in advance, or a duration set by user according to needs. The preset time period can be determined according to the current time point and the duration of the preset time period.
The optimal current is obtained by correspondingly processing the sampling current of each time point according to a preset current condition. The sampling current is a supply current of the battery for supplying power to the aircraft, and can also be understood as a current flowing through the battery. During the flight of the aircraft, the optimal current determination module 501 may sample the supply current of the battery in real time according to a preset sampling frequency to obtain the sampled current.
In the process of flying the aircraft, in order to meet various flying requirements of the aircraft, the supply current of the battery may be sharply increased to be large or decreased to be small in a short time, that is, the sampling current obtained by the optimal current determination module 501 may be large or small. If the residual flight time of the aircraft obtained by estimation is directly based on the obtained sampling current, a large error exists between the residual flight time of the aircraft and the residual flight time of the actual aircraft. Therefore, the optimum current determined by the optimum current determination module 501 is required to improve the accuracy of the subsequent remaining flight time determination module 504 in estimating the flight remaining time.
Specifically, the optimal current determination module 501 is specifically configured to: judging whether the sampling current of each time point in the preset time period is in a preset current range or not; when the sampling current of each time point in the preset time period is within the preset current range, determining the sampling current of each time point in the preset time period as the optimal current; and when the sampling current exceeding the preset current range exists in the sampling current at each time point in the preset time period, filtering the sampling current exceeding the preset current range to determine the optimal current.
Further, when the sampling current exceeding the preset current range exists in the sampling currents at each time point within the preset time period, the optimal current determining module 501 performs filtering processing on the sampling current exceeding the preset current range to determine the optimal current, including: and when the sampling current smaller than the lower limit value of the preset current range exists in the sampling current at each time point in the preset time period, filtering the sampling current smaller than the lower limit value of the preset current range, so that the optimal current of the time point corresponding to the sampling current smaller than the lower limit value of the preset current range is the lower limit value of the preset current range. And when the upper limit value larger than the preset current range exists in the sampling current at each time point in the preset time period, filtering the sampling current larger than the upper limit value of the preset current range, so that the optimal current of the time point corresponding to the sampling current larger than the upper limit value of the preset current range is the upper limit value of the preset current range.
Because the power supply current required by the aircraft is very small, that is, the sampling current is very small, when the aircraft is in a flight state where the spatial position of the aircraft is kept basically unchanged at a certain height during the actual flight of the aircraft, that is, when the aircraft is in a hovering stage, if the remaining time of the aircraft calculated based on the sampling current is much longer than the actual remaining flight time of the aircraft, the sampling current needs to be filtered by the optimal current determining module 501 in order to improve the accuracy of the subsequent estimation of the remaining flight time of the aircraft.
Considering that the maximum flight time of the aircraft is determined according to the current (i.e., the hovering current) when the aircraft is hovering, when the sampling current smaller than the lower limit value of the preset current range exists in the sampling currents at each time point in the preset time period, the optimal current determining module 501 performs filtering processing on the sampling current smaller than the lower limit value of the preset current range, so that the optimal current at the time point corresponding to the sampling current smaller than the lower limit value of the preset current range is the lower limit value of the preset current range. Wherein the lower limit value of the preset current range is determined by the preset hovering current of the aircraft. If the preset hovering current is 9500mA, namely the lower limit value of the preset current range is 9500mA, judging whether the sampling current is less than 9500mA, and if the sampling current is less than 9500mA, the optimal current corresponding to the sampling current is 9500 mA.
The optimal current determining module 501 is used for filtering the sampling current smaller than the lower limit value of the preset current range, so that on one hand, the accuracy of estimating the remaining flight time of the aircraft can be improved; on the other hand, since the aircraft is usually hovering right after takeoff, the user can be provided with the remaining flight time of the aircraft right after takeoff, so that the user can know the flight performance of the aircraft and better plan when to return the flight.
In the flying process of an aircraft, when the flying action is large in amplitude, such as sudden and violent acceleration and deceleration, at this time, in order to meet the flying requirement of the aircraft, a battery is required to provide a large supply current, that is, the sampling current at this time is large, if the residual flight time estimated through the sampling current is greatly deviated from the flight time of the actual aircraft, that is, during the sudden and violent acceleration and deceleration of the aircraft, the residual flight time estimated based on the sampling current fluctuates greatly, and the situation that the residual time is reduced sharply or the residual time is increased sharply exists, so that misleading information is provided for a user, and therefore, not only is trouble brought to the user, but also the residual time with large amplitude is provided without great reference significance.
Therefore, when the upper limit value larger than the preset current range exists in the sampling current at each time point in the preset time period, the optimal current determining module 501 performs filtering processing on the sampling current larger than the upper limit value of the preset current range, so that the optimal current at the time point corresponding to the sampling current larger than the upper limit value of the preset current range is the upper limit value of the preset current range. And the upper limit value of the preset current range is determined by the fluctuation range of the preset average current of the aircraft in the flight process, so as to filter out the sampling current exceeding the fluctuation range of the preset average current. If the preset average current fluctuation amplitude is 12500mA, that is, the upper limit value of the preset current range is 12500mA, judging whether the sampling current is greater than 12500mA, and if so, determining that the optimal current corresponding to the sampling current is 12500 mA.
Further, since the ending time point of the preset time period is the current time point, when the flight time of the aircraft is less than the time length of the preset time period, the sampling current of each time point in the preset time period cannot be obtained. Therefore, in order to obtain the remaining flight time of the aircraft corresponding to each time point in the flight process in real time in the flight process of the aircraft, the estimation device 50 for the remaining flight time of the aircraft further includes an initialization module, which is used for performing initialization configuration on the optimal current corresponding to each time point in the preset time period and the current time point, so that the remaining flight time of the aircraft can be provided for the user when the aircraft just takes off. The initialization module can sequentially determine the optimal current corresponding to each time point in a preset time period from the current time point t-0 (t-0 is used for representing the starting time point of the flight of the aircraft), so as to obtain the remaining flight time of the aircraft corresponding to each time point in the flight process of the aircraft.
Specifically, the average current determining module 502 is configured to calculate the average current in the preset time period according to the optimal current corresponding to each time point in the preset time period.
The average current determining module 502 averages the sum of the optimal currents corresponding to each time point in the preset time period, so as to obtain the average current in the preset time period. Specifically, the formula for calculating the average current in the preset time period is as follows:
wherein, IavgRepresents the average current (in mA/s), I, in a preset time periodiThe current is represented by the optimal current (in mA/s) corresponding to each time point in the preset time period, and n represents the duration (in s) of the preset time period, where n may be any natural number, for example, n is 15.
Taking fig. 2 as an example, the average current determining module 502 obtains the average current I in the corresponding preset time period according to the following manneravg：
Iavg＝(I[0]+I[1]+…+I[14])/15
For example, when t is 1, 9000mA of the sampling current a at this time is obtained, which is smaller than the lower limit value of the preset current range, and the optimal current when t is 1 is the lower limit value of the preset current range, that is, I [1] ═ 9500mA, the sum of the values of I [2] -I [14] in the initialization, the optimal current when t is 0 (I [0] ═ 10000mA), and the optimal current when t is 1 (I [1] ═ 9500mA) is averaged, and the average current in the preset time period corresponding to the current time point when t is 1 is obtained.
When t is greater than 14, if t is 15, the time is zeroed, that is, the time is calculated from t is 0 again, if the sampling current a obtained at this time is 11000mA, it is determined that the sampling current is within the preset current range, the optimal current at this time is the sampling current, which is equivalent to obtaining the sampling current a at this time from t is 15 as 11000mA and assigning the current to I [0], that is, I [0] in a new preset time period is 11000mA, the sum of the optimal current when t obtained before is 1 to t is 14 and the sum of I [0] 11000mA in the new preset time period is averaged, and the average current in the preset time period corresponding to the current time point is obtained.
Specifically, the remaining capacity acquiring module 503 is configured to acquire the remaining capacity of the battery.
The remaining capacity of the battery refers to the remaining capacity of the battery after a certain period of time, that is, the remaining capacity of the battery corresponding to the current time point.
The remaining capacity of the battery is acquired by the remaining capacity acquiring module 503 by the following methods: the remaining capacity of the battery is determined by an open-circuit voltage method, a coulomb monitoring method or based on the internal resistance of the battery.
Specifically, the remaining flight time determining module 504 is configured to obtain the remaining flight time of the aircraft according to the remaining capacity of the battery and the average current.
Specifically, the remaining flight time determining module 504 calculates the remaining flight time of the aircraft according to the following formula:
where T represents the remaining flight time of the aircraft (in units of s), C represents the remaining capacity of the battery (in units of mAH), IavgRepresents the average current (in mA/s) over a preset time period.
The remaining flight time determining module 504 may obtain the current remaining flight time of the aircraft based on the above calculation formula for calculating the remaining flight time of the aircraft, and the remaining flight time may directly reflect how long the aircraft can fly, so that the user may better judge the flight capability of the aircraft and determine the return time of the aircraft by using the remaining flight time. For example, after the remaining flight time of the aircraft is obtained, the remaining flight time may be output, for example, the remaining flight time is displayed on a display interface of the aircraft, so that a user may more directly know how long the aircraft can still fly based on the remaining flight time, thereby improving user experience and enhancing safety of flight of the aircraft.
It should be noted that, in the embodiment of the present invention, the device 50 for estimating the remaining flight time of the aircraft may execute the method for estimating the remaining flight time of the aircraft provided by the embodiment of the present invention, and has corresponding functional modules and beneficial effects of the execution method. For technical details that are not described in detail in the embodiment of the device 50 for estimating the remaining flight time of an aircraft, reference may be made to the method for estimating the remaining flight time of an aircraft provided in the embodiment of the present invention.
Example 3:
fig. 6 is a schematic diagram of a hardware structure of a chip according to an embodiment of the present invention, where the chip may be a main control chip of various smart batteries. As shown in fig. 6, the chip 60 includes:
one or more processors 601 and a memory 602, one processor 601 being illustrated in fig. 6.
The processor 601 and the memory 602 may be connected by a bus or other means, such as the bus connection in fig. 6.
The memory 602, which is a non-volatile computer-readable storage medium, may be used to store non-volatile software programs, non-volatile computer-executable programs, and modules, such as program instructions/modules corresponding to the estimation method of the remaining flight time of the aircraft in the embodiment of the present invention (for example, the optimal current determination module 501, the average current determination module 502, the remaining capacity acquisition module 503, and the remaining flight time determination module 504 shown in fig. 5). The processor 601 executes various functional applications of the chip and data processing by running nonvolatile software programs, instructions and modules stored in the memory 602, namely, the method for estimating the remaining flight time of the aircraft according to the embodiment of the method is realized.
The memory 602 may include a storage program area and a storage data area, wherein the storage program area may store an operating system, an application program required for at least one function; the storage data area may store data created according to chip use, and the like. Further, the memory 602 may include high speed random access memory, and may also include non-volatile memory, such as at least one magnetic disk storage device, flash memory device, or other non-volatile solid state storage device. In some embodiments, the memory 602 may optionally include memory located remotely from the processor 601, which may be connected to the chip over a network. Examples of such networks include, but are not limited to, the internet, intranets, local area networks, mobile communication networks, and combinations thereof.
The one or more modules are stored in the memory 602 and, when executed by the one or more processors 601, perform the method for estimating the remaining flight time of the aircraft in any of the method embodiments, for example, the method steps 101 to 104 in fig. 1 described above, and implement the functions of the module 501 and 504 in fig. 5.
The method for the aircraft remaining flight time provided by the chip executable method embodiment has the corresponding functional modules and beneficial effects of the execution method. For technical details that are not described in detail in the chip embodiment, reference may be made to the method for estimating the remaining flight time of the aircraft provided in the method embodiment of the present invention.
Embodiments of the present invention provide a computer program product comprising a computer program stored on a non-transitory computer readable storage medium, the computer program comprising program instructions which, when executed by a computer, cause the computer to perform a method of estimating a time-of-flight remaining for an aircraft as described above. For example, the above-described method steps 101 to 104 in fig. 1 are executed to implement the functions of the modules 501 and 504 in fig. 5.
Embodiments of the present invention provide a non-transitory computer-readable storage medium having stored thereon computer-executable instructions for causing a computer to perform a method for estimating a remaining flight time of an aircraft as described above. For example, the above-described method steps 101 to 104 in fig. 1 are executed to implement the functions of the modules 501 and 504 in fig. 5.
Example 4:
fig. 7 is a schematic diagram of a battery 70 provided in an embodiment of the present invention, where the battery 70 includes: the chip 60 and the at least one cell 71 are as described above. The battery 70 may be a smart battery, that is, the chip 60 is an Integrated Circuit (IC) protection board or a Micro Controller Unit (MCU) with a certain logic control capability. The battery may provide power to various devices, such as an aircraft and the like. The at least one battery cell 71 is connected with the chip 60, and the chip 60 is used for estimating the remaining flight time of the aircraft, and the remaining flight time can directly reflect how long the aircraft can fly, so that a user can better judge the flight capability of the aircraft and determine the return time of the aircraft according to the remaining flight time, the user experience is improved, and the flight safety of the aircraft is enhanced.
Example 5:
fig. 8 is a schematic view of an aircraft provided by an embodiment of the present invention, where the aircraft 80 includes: such as the battery 70 described above. The battery 70 is used to provide power, for example, to flight control systems, launch recovery systems, etc. of the aircraft. The battery 70 can estimate the remaining flight time of the aircraft 80, and the remaining flight time can directly reflect how long the aircraft 80 can fly, so that a user can judge the flight capability of the aircraft and determine the return time of the aircraft according to the remaining time, the user experience is improved, and the flight safety of the aircraft is enhanced. Among these, the aircraft 80 includes, but is not limited to: unmanned aerial vehicles, unmanned ships, and the like.
It should be noted that the above-described device embodiments are merely illustrative, wherein the modules described as separate parts may or may not be physically separate, and the parts displayed as modules may or may not be physical modules, may be located in one place, or may be distributed on a plurality of network modules. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of the present embodiment.
Through the above description of the embodiments, those skilled in the art will clearly understand that the embodiments may be implemented by software plus a general hardware platform, and may also be implemented by hardware. It will be understood by those skilled in the art that all or part of the processes in the methods for implementing the embodiments may be implemented by hardware associated with computer program instructions, and the programs may be stored in a computer readable storage medium, and when executed, may include processes of the embodiments of the methods as described. The storage medium may be a Read-Only Memory (ROM) or a Random Access Memory (RAM).
Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; within the idea of the invention, also technical features in the above embodiments or in different embodiments may be combined, steps may be implemented in any order, and there are many other variations of the different aspects of the invention as described above, which are not provided in detail for the sake of brevity; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present invention.
Claims (5)
1. A method of estimating a time-of-flight remaining for an aircraft, the aircraft including a battery, the method comprising:
judging whether the sampling current of each time point in a preset time period is in a preset current range or not;
when the sampling current of each time point in the preset time period is within the preset current range, determining the sampling current of each time point in the preset time period as the optimal current;
when sampling currents smaller than the lower limit value of the preset current range exist in the sampling currents at all time points within the preset time period, filtering the sampling currents smaller than the lower limit value of the preset current range, so that the optimal current of the time point corresponding to the sampling current smaller than the lower limit value of the preset current range is the lower limit value of the preset current range;
when the upper limit value larger than the preset current range exists in the sampling current at each time point in the preset time period, filtering the sampling current larger than the upper limit value of the preset current range, so that the optimal current of the time point corresponding to the sampling current larger than the upper limit value of the preset current range is the upper limit value of the preset current range;
the ending time point of the preset time period is the current time point, the lower limit value of the preset current range is determined by the preset hovering current of the aircraft, and the upper limit value of the preset current range is determined by the preset average current fluctuation amplitude of the aircraft in the flight process;
calculating the average current in the preset time period according to the optimal current corresponding to each time point in the preset time period;
acquiring the residual capacity of the battery;
and obtaining the remaining flight time of the aircraft according to the remaining capacity of the battery and the average current.
2. An apparatus for estimating a time-of-flight remaining in an aircraft, the aircraft including a battery, the apparatus comprising:
an optimal current determination module to:
judging whether the sampling current of each time point in a preset time period is in a preset current range or not;
when the sampling current of each time point in the preset time period is within the preset current range, determining the sampling current of each time point in the preset time period as the optimal current;
when sampling currents smaller than the lower limit value of the preset current range exist in the sampling currents at all time points within the preset time period, filtering the sampling currents smaller than the lower limit value of the preset current range, so that the optimal current of the time point corresponding to the sampling current smaller than the lower limit value of the preset current range is the lower limit value of the preset current range;
when the upper limit value larger than the preset current range exists in the sampling current at each time point in the preset time period, filtering the sampling current larger than the upper limit value of the preset current range, so that the optimal current of the time point corresponding to the sampling current larger than the upper limit value of the preset current range is the upper limit value of the preset current range;
the ending time point of the preset time period is the current time point, the lower limit value of the preset current range is determined by the preset hovering current of the aircraft, and the upper limit value of the preset current range is determined by the preset average current fluctuation amplitude of the aircraft in the flight process;
the average current determining module is used for calculating the average current in the preset time period according to the optimal current corresponding to each time point in the preset time period;
a residual capacity acquisition module for acquiring the residual capacity of the battery;
and the residual flight time determining module is used for obtaining the residual flight time of the aircraft according to the residual capacity of the battery and the average current.
3. A chip, comprising:
at least one processor; and the number of the first and second groups,
a memory communicatively coupled to the at least one processor; wherein the content of the first and second substances,
the memory stores instructions executable by the at least one processor to enable the at least one processor to perform the method of claim 1.
4. A battery comprising the chip of claim 3.
5. An aircraft, comprising the battery of claim 4 for providing electrical power.
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| PCT/CN2019/096205 WO2020015653A1 (en) | 2018-07-20 | 2019-07-16 | Method and device for estimating remaining flight time of aircraft, battery, and aircraft |
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| JP5395556B2 (en) * | 2009-07-29 | 2014-01-22 | パナソニック株式会社 | Remaining time calculation device and remaining time calculation method |
| US20110234167A1 (en) * | 2010-03-24 | 2011-09-29 | Chin-Hsing Kao | Method of Predicting Remaining Capacity and Run-time of a Battery Device |
| CN102014213A (en) * | 2010-12-22 | 2011-04-13 | 深圳市五巨科技有限公司 | Method and device for prompting remaining time of mobile terminal battery |
| CN103002157A (en) * | 2012-12-21 | 2013-03-27 | 广东欧珀移动通信有限公司 | Remaining using time reminding method and device of mobile terminal |
| JP2015038444A (en) * | 2013-08-19 | 2015-02-26 | 株式会社東芝 | Secondary battery remaining capacity estimation method and secondary battery remaining capacity estimation apparatus |
| JP2015081773A (en) * | 2013-10-21 | 2015-04-27 | 三洋電機株式会社 | Remaining time calculation device and remaining time calculation method |
| CN103869255B (en) * | 2014-03-18 | 2016-06-15 | 南京航空航天大学 | Microminiature electronic unmanned plane evaluation method in cruising time |
| CN105467321B (en) * | 2014-05-29 | 2019-03-26 | 比亚迪股份有限公司 | The calculation method and battery system of the charging remaining time of battery |
| CN104090240A (en) * | 2014-06-30 | 2014-10-08 | 深圳市中兴移动通信有限公司 | Method and device for updating left service time of battery and mobile terminal |
| CN105764177B (en) * | 2014-12-15 | 2018-08-21 | 青岛海信宽带多媒体技术有限公司 | The driving method and driving circuit of laser in a kind of optical module |
| CN104796518A (en) * | 2015-05-08 | 2015-07-22 | 北京天宇朗通通信设备股份有限公司 | Method for obtaining battery life of terminal and terminal |
| CN105759218B (en) * | 2016-03-01 | 2019-06-18 | 深圳飞马机器人科技有限公司 | A kind of electronic unmanned plane remaining mileage estimation method |
| CN107181010B (en) * | 2016-03-11 | 2019-07-23 | 宝沃汽车（中国）有限公司 | The filter processing method and device and battery management system of power battery sample rate current |
| CN106329014A (en) * | 2016-09-20 | 2017-01-11 | 北京韦加无人机科技股份有限公司 | Unmanned aerial vehicle battery management method and device |
| CN106951650B (en) * | 2017-03-28 | 2020-07-31 | 南京信息工程大学 | Unmanned aerial vehicle endurance evaluation system |
| CN107356799A (en) * | 2017-06-06 | 2017-11-17 | 惠州市蓝微新源技术有限公司 | A kind of electric current delay method of sampling |
| CN107728067A (en) * | 2017-09-19 | 2018-02-23 | 上海斐讯数据通信技术有限公司 | A kind of terminal power measuring method and system |
| CN108896927B (en) * | 2018-07-20 | 2020-10-13 | 深圳市道通智能航空技术有限公司 | Estimation method and device of remaining flight time of aircraft, battery and aircraft |
| CN108896928B (en) * | 2018-07-20 | 2020-12-08 | 深圳市道通智能航空技术有限公司 | Estimation method and device of battery remaining time, battery cell, battery and aircraft |
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