CN113377004A - Power-off method of aircraft, control method, application method and flight system of aircraft - Google Patents
Power-off method of aircraft, control method, application method and flight system of aircraft Download PDFInfo
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- CN113377004A CN113377004A CN202110722600.9A CN202110722600A CN113377004A CN 113377004 A CN113377004 A CN 113377004A CN 202110722600 A CN202110722600 A CN 202110722600A CN 113377004 A CN113377004 A CN 113377004A
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
- G05B9/00—Safety arrangements
- G05B9/02—Safety arrangements electric
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
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Abstract
The application discloses a power-off method of an aircraft, and control, application and flight system of the aircraft, and relates to the technical field of aircraft. The power-off method of the aircraft comprises the following steps: responding to a shutdown signal, and determining delayed power-off information based on power-off demand information corresponding to M first application modules of the aircraft, wherein the power-off demand information and data processing states of the M first application modules have an incidence relation; and controlling the turn-off operation of the power supply of the aircraft according to the delayed power-off information. The purpose of determining the power-off delay information based on the data processing states of the M first application modules is achieved. Further, the method and the device can avoid the problems of data storage error or data loss and the like of the first application module in the running state, greatly improve the reasonable utilization rate of electric energy, and avoid waste and excessive loss of the electric energy.
Description
Technical Field
The application relates to the technical field of aircrafts, in particular to a power-off method of an aircraft, and a control, application and flight system thereof.
Background
In recent years, with the rapid development of intelligent technology, the attention of aircrafts, especially Unmanned Aerial Vehicles (UAVs) capable of performing work tasks, has been increasing. Generally, the aircraft can realize the shutdown operation of the battery of the unmanned aerial vehicle through a battery management system and a control system.
However, at the moment of power failure and shutdown of the aircraft, various application modules in the running state are powered off instantaneously, so that problems of data storage errors and/or data loss and the like are caused.
Disclosure of Invention
In view of this, the present application provides a power-off method for an aircraft, and a control, an application, and a flight system thereof, so as to solve the problems of data storage errors and/or data loss of an application module in a running state when the aircraft is powered off.
In a first aspect, the present application provides a method of de-energizing an aircraft, the method comprising: responding to a shutdown signal, and determining delayed power-off information based on power-off demand information corresponding to M first application modules of the aircraft, wherein the power-off demand information and data processing states of the M first application modules have an incidence relation, and M is a positive integer greater than or equal to 1; and controlling the turn-off operation of the power supply of the aircraft according to the delayed power-off information.
In a second aspect, the present application provides a method of de-energizing an aircraft, the method comprising: transmitting a shutdown signal to a control system of the aircraft; receiving delayed power-off information sent by a control system, wherein the delayed power-off information is determined based on power-off demand information corresponding to M first application modules, the power-off demand information and data processing states of the M first application modules have an incidence relation, and M is a positive integer greater than or equal to 1; the shutdown operation is performed based on the delayed power outage information.
In a third aspect, the present application provides a method of de-energizing an aircraft, the method comprising: receiving a shutdown signal sent by a control system of the aircraft; and sending power-off demand information to the control system based on the shutdown signal so that the control system determines delayed power-off information based on the power-off demand information, wherein the power-off demand information has an incidence relation with the data processing state of the application system.
In a fourth aspect, the present application provides a control system for an aircraft, the system comprising: the determining module is used for responding to the shutdown signal and determining delayed power-off information based on power-off demand information corresponding to M first application modules of the aircraft, wherein the power-off demand information and the data processing states of the M first application modules have an incidence relation, and M is a positive integer greater than or equal to 1; and the control module is used for controlling the turn-off operation of the power supply of the aircraft according to the delayed power-off information.
In a fifth aspect, the present application provides a battery management system for an aircraft, the system comprising: the transmission module is used for transmitting the shutdown signal to a control system of the aircraft; the receiving module is used for receiving delayed power-off information sent by the control system, wherein the delayed power-off information is determined based on power-off demand information corresponding to the M first application modules, the power-off demand information and the data processing states of the M first application modules have an incidence relation, and M is a positive integer greater than or equal to 1; and the execution module is used for executing the shutdown operation based on the delayed power-off information.
In a sixth aspect, the present application provides an application system for an aircraft, the system comprising: the receiving module is used for receiving a shutdown signal sent by a control system of the aircraft; and the sending module is used for sending the power-off demand information to the control system based on the shutdown signal so that the control system determines the delayed power-off information based on the power-off demand information, wherein the power-off demand information has an incidence relation with the data processing state of the application system.
In a seventh aspect, the present application provides a computer-readable storage medium storing instructions that, when executed by a processor of an electronic device, enable the electronic device to perform the method for powering down an aircraft of any of the first to third aspects mentioned above.
In an eighth aspect, the present application provides a flight system comprising: a processor; a memory for storing computer executable instructions; the processor is configured to execute computer-executable instructions to implement the method for powering down an aircraft according to any of the first to third aspects.
According to the aircraft power-off method, the relevance relation between the data processing states of the M first application modules and the delayed power-off information is established in a mode of determining the delayed power-off information based on the power-off demand information corresponding to the M first application modules, namely, the purpose of determining the delayed power-off information based on the data processing states of the M first application modules is achieved. Compared with the prior art, the method and the device for controlling the power of the aircraft have the advantages that the problems of data storage error and/or data loss and the like of the first application module in the running state when the aircraft is powered off can be avoided, the reasonable utilization rate of electric energy can be greatly improved, and waste and excessive loss of the electric energy are avoided.
Drawings
Fig. 1 is a schematic application scenario diagram of a power outage method for an aircraft according to an embodiment of the present application.
Fig. 2 is a schematic flow chart illustrating a power outage method for an aircraft according to an embodiment of the present application.
Fig. 3 is a schematic flowchart illustrating a process of determining delayed outage information based on outage requirement information corresponding to M first application modules of an aircraft according to an embodiment of the present application.
Fig. 4 is a schematic flowchart illustrating a process of determining delayed outage information based on outage requirement information corresponding to M first application modules of an aircraft according to another embodiment of the present application.
Fig. 5 is a schematic flow chart illustrating a power outage method for an aircraft according to another embodiment of the present application.
Fig. 6 is a schematic flow chart illustrating a power outage method for an aircraft according to still another embodiment of the present application.
Fig. 7 is a schematic flow chart illustrating a power outage method for an aircraft according to still another embodiment of the present application.
Fig. 8 is a schematic flow chart illustrating a power outage method for an aircraft according to still another embodiment of the present application.
Fig. 9a and 9b are schematic diagrams illustrating a system architecture of an aircraft according to an embodiment of the present application.
Fig. 10 is a schematic structural diagram of a control system of an aircraft according to an embodiment of the present application.
Fig. 11 is a schematic structural diagram of a determination module according to an embodiment of the present application.
Fig. 12 is a schematic structural diagram of a determination module according to another embodiment of the present application.
Fig. 13 is a schematic structural diagram of a control system of an aircraft according to another embodiment of the present application.
Fig. 14 is a schematic structural diagram of a battery management system of an aircraft according to still another embodiment of the present application.
Fig. 15 is a schematic structural diagram of an application system of an aircraft according to still another embodiment of the present application.
Fig. 16 is a schematic structural diagram of a flight system according to an embodiment of the present application.
Detailed Description
The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments.
An aircraft refers to an apparatus capable of flying in the atmosphere or an extraterrestrial space, such as a drone capable of flying in the atmosphere and performing work tasks. To perform flight functions and other work functions, aircraft typically include a number of application systems. The application system corresponds to an application module, which can be a software module or a hardware module, such as a measurement and control and information transmission module, a transmitting and recovery module, a task equipment module, a flight control module, and the like. When the application module is a software module, it can also be implemented in the control system. Furthermore, the aircraft comprises a Battery Management System (BMS) which is required to supply the above-mentioned application systems with electrical energy.
If the battery management system of the aircraft receives a shutdown command, the supply of electric energy to the application system is stopped instantaneously, commonly referred to as instantaneous power failure. At this time, the application system in the running state may have problems such as data storage error and/or data loss.
In order to solve the above problems, embodiments of the present application provide a power-off method, a control system, a battery management system, and an application system for an aircraft, so as to solve the problems of data storage error or data loss of the application system in a running state when the aircraft is powered off.
A specific application scenario of the power outage method for an aircraft according to the present application is described below with reference to fig. 1.
Fig. 1 is a schematic application scenario diagram of a power outage method for an aircraft according to an embodiment of the present application. As shown in fig. 1, the application scenario provided in the embodiment of the present application is an unmanned aerial vehicle application scenario. Specifically, the unmanned aerial vehicle includes a control system 110, a battery management system 120 communicatively connected to the control system 110, and M application systems (i.e., application system 1, application system 2, … …, application system M) communicatively connected to the control system 110, respectively, where M is a positive integer greater than or equal to 1. The control system 110 is used to control the application system of the drone, and further, may also control the battery management system 120 of the drone. The battery management system 120 is used to provide power to the application systems in the drone, and further, to provide power to the control system 110 in the drone. The application system is a system which needs a power supply of the unmanned aerial vehicle to provide electric energy and has operation capacity and data processing capacity, such as a measurement and control and information transmission system, a transmitting and recovering system, a task equipment system and the like.
Illustratively, in an actual application process, the battery management system 120 transmits a shutdown signal to the control system 110, the control system 110 receives the shutdown signal and transmits the shutdown signal to the M application systems, the M application systems receive the shutdown signal transmitted by the control system 110 and then transmit power-off demand information to the control system 110 based on the shutdown signal, the control system 110 determines delayed power-off information based on the power-off demand information and then transmits the determined delayed power-off information to the battery management system 120, so that the battery management system 120 performs a shutdown operation based on the delayed power-off information. Then, the battery management system 120 receives the delayed power-off information transmitted by the control system 110 and performs a shutdown operation based on the delayed power-off information.
The method for powering off the aircraft provided by the present application is described in detail below with reference to fig. 2 to 9 b.
Fig. 2 is a schematic flow chart illustrating a power outage method for an aircraft according to an embodiment of the present application. Specifically, the power outage method for the aircraft provided by the embodiment of the application is applied to a control system of the aircraft.
As shown in fig. 2, the method for powering off an aircraft according to the embodiment of the present application includes the following steps.
Step S210, responding to the shutdown signal, and determining delayed power-off information based on the power-off demand information corresponding to the M first application modules of the aircraft.
Illustratively, the power outage requirement information is associated with data processing states (which may also be referred to as running states) of the M first application modules. For example, the power-off requirement information is time information of delay required for the first application module to complete the data processing task, which is determined based on the current data processing state. For another example, the power-off requirement information is confirmation information that is sent by the first application module and can be powered off after the first application module confirms that the data processing task is completed based on the real-time data processing state.
It should be noted that the power outage requirement information corresponding to the M first application modules mentioned in step S210 may refer to power outage requirement information corresponding to each of the M first application modules, or may also refer to power outage requirement information corresponding to each of N first application modules in the M first application modules, where N is a positive integer smaller than M (for example, some first application modules fail to send power outage requirement information successfully). The embodiment of the application is not limited in a unified way, so that the adaptability and the flexibility of the power-off method of the aircraft are further improved.
Illustratively, the delayed power down information includes a delayed shutdown command and a specific delay time. For example, the specific delay time may be 10 seconds, 20 seconds, or the like.
And step S220, controlling the turn-off operation of the power supply of the aircraft according to the delayed power-off information.
Illustratively, controlling a shutdown operation of a power supply of the aircraft based on the delayed power outage information includes: and sending the delayed power-off information to a battery management system of the aircraft so that the battery management system executes a shutdown operation based on the delayed power-off information.
The battery management system is a control system for protecting the use safety of the power battery, can monitor the use state of the battery at any time, relieves the inconsistency of the battery pack through necessary measures, and further provides guarantee for the use safety of the aircraft.
According to the aircraft power-off method provided by the embodiment of the application, the incidence relation between the data processing states of the M first application modules and the delayed power-off information is established in a mode of determining the delayed power-off information based on the power-off demand information corresponding to the M first application modules, namely, the purpose of determining the delayed power-off information based on the data processing states of the M first application modules is achieved. Compared with the prior art, the method and the device for controlling the power of the aircraft have the advantages that the problems of data storage error and/or data loss and the like of the first application module in the running state when the aircraft is powered off can be avoided, the reasonable utilization rate of electric energy can be greatly improved, and waste and excessive loss of the electric energy are avoided.
Fig. 3 is a schematic flowchart illustrating a process of determining delayed outage information based on outage requirement information corresponding to M first application modules of an aircraft according to an embodiment of the present application. The embodiment shown in fig. 3 is extended based on the embodiment shown in fig. 2, and the differences between the embodiment shown in fig. 3 and the embodiment shown in fig. 2 will be emphasized below, and the descriptions of the same parts will not be repeated.
In the embodiment of the application, the power outage requirement information includes task completion confirmation information sent by the first application module, where the task completion confirmation information is used to indicate that the data processing task of the first application module is completed. Illustratively, the first application module sends out task completion confirmation information after processing the related task. On the basis, as shown in fig. 3, in the embodiment of the present application, the step of determining the delayed power outage information (i.e., step S210) based on the power outage requirement information corresponding to the M first application modules of the aircraft includes the following steps.
Step S310, receiving task completion confirmation information sent by the first application module that has completed the data processing task in the M first application modules within a preset time period.
Because the actual operation condition of the first application module is complex, and there may be a first application module that cannot send out task completion confirmation information even if the data processing task is completed due to a fault of the first application module, the embodiment of the present application defines a waiting time period for receiving the task completion confirmation information (i.e., the preset time period mentioned in step S310), so as to further improve the rationality of the power-off method, further improve the user experience quality, and avoid excessive loss of electric energy. In some embodiments, the preset time period may be limited according to actual conditions, such as 10 seconds.
Step S320, determining a relationship between the number of the first application modules that have completed the data processing task and M within a preset time period.
Illustratively, if the result of the determination of step S320 is equal to (i.e., the number of the first application modules that have completed the data processing task is M), the following step S330 is performed. If the result of the determination in step S320 is less (i.e. the number of first application modules that have completed the data processing task is less than M), the following steps S340 and/or S350 are/is executed.
In step S330, the delayed power-off information is determined based on the time point of receiving the task completion confirmation information sent by the first application module that has completed the mth data processing task.
For example, upon receiving task completion confirmation information of the mth first application module that has completed the data processing task, the battery management system may be notified of the power down. For example, when the time point of receiving the task completion confirmation information of the mth first application module that has completed the data processing task is 10 minutes and 10 seconds at 10 am, the time point of 10 minutes and 10 seconds at 10 am is used as the power-off time point, so that the battery management system is powered off based on the time point.
In step S340, delayed power-off information is determined based on an end time point of a preset time period.
Illustratively, if the task completion acknowledgement information of all the M first application modules has not been received at the expiration of the preset time period, the battery management system is not always waited for, but is directly notified of power-off based on the end time point of the preset time period (i.e., the delayed power-off information is determined based on the end time point of the preset time period).
And step S350, sending out early warning information.
As described above, if the task completion confirmation information of all the M first application modules has not been received when the preset time period expires, there may be a problem of a system failure or the like. Aiming at the situation, the embodiment of the application can send out early warning information so as to remind a user to check faults in time.
In the actual application process, firstly, receiving task completion confirmation information sent by a first application module which completes a data processing task in M first application modules within a preset time period, then judging the relation between the number of the first application modules which finish the data processing task and M in a preset time period, if the task completion confirmation information sent by the M first application modules respectively is received within the preset time period, determining delayed power-off information based on a time point of receiving task completion confirmation information transmitted from the first application module that has completed the mth data processing task, if the task completion acknowledgement information of all the first application modules of the M first application modules has not been received when the preset time period expires, determining delayed power-off information based on an end time point of the preset time period, and/or issuing early warning information.
According to the power-off method of the aircraft, the power-off delay information is determined by using the task completion confirmation information sent by the first application module which completes the data processing task in the M first application modules, and the power-off delay accuracy is improved. In addition, the embodiment of the application effectively avoids the excessive loss of the electric energy based on the preset time period. Furthermore, according to the embodiment of the application, the user can find the system fault in time by means of sending the early warning information when the number of the first application modules completing the data processing task is determined to be smaller than M, and therefore the user experience good sensitivity is further improved.
It can be seen that, in the embodiment shown in fig. 3, step S330 is taken as a branch of the determination of step S320, and steps S340 and S350 are taken as another branch of the determination of step S320, which respectively provide schemes for determining delayed power-off information for two different specific cases.
In some embodiments of the present application, if the task completion confirmation information of the first application module with some faults is not received within the preset time period, the first application module waits until the power is cut off after the faults are removed. Or if the task completion confirmation information of some failed first application modules is not received within the preset time period, the main power supply is firstly closed when the preset time period expires, and the first application modules which have the faults and need to continue to complete the tasks are continuously supplied with power by using the standby power supply.
Fig. 4 is a schematic flowchart illustrating a process of determining delayed outage information based on outage requirement information corresponding to M first application modules of an aircraft according to another embodiment of the present application. The embodiment shown in fig. 4 is extended based on the embodiment shown in fig. 2, and the differences between the embodiment shown in fig. 4 and the embodiment shown in fig. 2 will be emphasized below, and the descriptions of the same parts will not be repeated.
In the embodiment of the present application, the power outage requirement information includes power outage delay time information sent by the first application module. On the basis, as shown in fig. 4, in the embodiment of the present application, the step of determining the delayed power outage information (i.e., step S210) based on the power outage requirement information corresponding to the M first application modules of the aircraft includes the following steps.
Step S410, obtaining the power-off delay time information corresponding to each of P first application modules in the M first application modules.
Illustratively, P referred to in step S410 is a positive integer less than or equal to M.
In step S420, the delayed power-off information is determined based on the longest delayed power-off time information among the delayed power-off time information of the P first application modules.
Step S430, determining the delayed power-off information based on the power-off delay time information corresponding to the first application module with the highest importance level in the P first application modules.
It should be noted that, the first application module with the highest importance level in the P first application modules may be determined according to actual situations, and this is not uniformly limited in this application. In addition, in the embodiment of the present application, one of the steps S420 and S430 may be executed.
In the actual application process, the power-off delay time information corresponding to each of P first application modules in the M first application modules is determined, and then the power-off delay information is determined based on the power-off delay time information with the longest time according to the power-off delay time information corresponding to each of the P first application modules, or the power-off delay information is determined based on the power-off delay time information corresponding to the first application module with the highest importance level in the P first application modules.
According to the power-off method of the aircraft, the power-off delaying information is determined by means of the power-off delaying time information corresponding to the P first application modules, the purpose of predicting the power-off delaying information in advance is achieved, reaction time is reserved for timely power-off of the battery management system, the phenomenon that the power-off of the battery management system lags is avoided, and the accuracy of power-off delaying is further improved.
Fig. 5 is a schematic flow chart illustrating a power outage method for an aircraft according to another embodiment of the present application. The embodiment shown in fig. 5 is extended based on the embodiment shown in fig. 2, and the differences between the embodiment shown in fig. 5 and the embodiment shown in fig. 2 will be emphasized below, and the descriptions of the same parts will not be repeated.
As shown in fig. 5, in the embodiment of the present application, before the step of determining the delayed power outage information based on the power outage requirement information corresponding to the M first application modules of the aircraft (i.e., step S210), the following steps are further included.
Step S201, a shutdown signal sent by a battery management system of the aircraft is received.
For example, when the user presses a battery shutdown button or the battery receives a shutdown event (i.e., acquires a shutdown signal), the battery management system may send the shutdown signal to the control system of the aircraft (i.e., the control brain of the aircraft), so that the control system of the aircraft performs corresponding operation steps based on the shutdown signal.
Step S202, a shutdown signal is sent to the M first application modules.
Step S203, receiving the power-off requirement information fed back by the M first application modules based on the shutdown signal.
In some embodiments, the power-down method mentioned in the above embodiments is performed by the second application module. In addition, sending a shutdown signal to the M first application modules includes: the second application module sends a shutdown signal to the M first application modules using the shared communication channel. The sharing party corresponding to the shared communication channel (i.e. shared memory) includes M first application modules and M second application modules. That is, the M first application modules and the second application modules enable communication via a shared communication channel. The second application module is for executing the power-down method, such as a battery management application module in a control system of the aircraft. Correspondingly, in some embodiments, receiving the power outage requirement information fed back by the M first application modules based on the shutdown signal includes: the second application module receives the power-off requirement information fed back by the M first application modules based on the shutdown signal by using the shared communication channel.
The power-off method of the aircraft further improves data transmission logic among systems of the aircraft. In addition, the data transmission between the first application module and the second application module is realized by means of the shared communication channel, so that the real-time performance of the data transmission can be effectively improved, and the data safety can be guaranteed to a certain extent.
Fig. 6 is a schematic flow chart illustrating a power outage method for an aircraft according to still another embodiment of the present application. Specifically, the power-off method of the aircraft provided by the embodiment of the application is applied to a battery management system of the aircraft. As shown in fig. 6, the method for powering off an aircraft according to the embodiment of the present application includes the following steps.
Step S610, transmitting the shutdown signal to a control system of the aircraft.
And step S620, receiving the power-off delay information sent by the control system.
Illustratively, the delayed power outage information is determined based on power outage requirement information corresponding to the M first application modules. The outage requirement information and the data processing states of the M first application modules have an incidence relation.
In step S630, a shutdown operation is performed based on the delayed power outage information.
The power-off method of the aircraft provided by the embodiment of the application realizes information interaction between the battery management system and the control system of the aircraft, further realizes the purpose that the battery management system reasonably delays power-off according to the power-off demand information of the M first application modules, and avoids the problems of abnormal data processing and/or data loss of the first application modules and the like caused by sudden power-off of the power supply.
Fig. 7 is a schematic flow chart illustrating a power outage method for an aircraft according to still another embodiment of the present application. The embodiment shown in fig. 7 is extended based on the embodiment shown in fig. 6, and the differences between the embodiment shown in fig. 7 and the embodiment shown in fig. 6 will be emphasized below, and the descriptions of the same parts will not be repeated.
As shown in fig. 7, in the embodiment of the present application, after receiving the delayed power-off information sent by the control system (i.e., step S620), the following steps are further included.
And step S710, presenting a delayed power-off signal based on the delayed power-off information to prompt a user to stop the progress of the operation. In other words, the delayed power-off signal is used to prompt the user of the progress of the shutdown operation.
Illustratively, a delayed power-off signal is presented to the user based on a power display light of the power terminal to prompt the user of the progress of the shutdown operation. For example, the power display lamp is slowly turned off according to the delay time included in the delay power-off information until the power is completely turned off.
For another example, a voice announcer based on a power terminal presents a delayed power-off signal to a user to prompt the user of the progress of the shutdown operation. For example, the delay time included in the delayed power-off message is broadcasted by a voice broadcaster.
According to the embodiment of the application, the user can know the progress of delaying power-off in real time, and the user experience good sensitivity is further improved.
Fig. 8 is a schematic flow chart illustrating a power outage method for an aircraft according to still another embodiment of the present application. Optionally, the method for powering off the aircraft according to the embodiment of the present application may be applied to an application system of the aircraft. As shown in fig. 8, the method for powering off an aircraft according to the embodiment of the present application includes the following steps.
Step S810, receiving a shutdown signal sent by a control system of the aircraft.
And step S820, sending power-off requirement information to the control system based on the shutdown signal, so that the control system determines the delayed power-off information based on the power-off requirement information.
Illustratively, the power outage requirement information is associated with the data processing state of the application system. The application system may be a hardware system loaded with the above-mentioned application module.
The power-off method of the aircraft provided by the embodiment of the application realizes information interaction between the application system and the control system of the aircraft, and further provides a precondition for reasonably delaying power-off according to the power-off demand information of the application system.
The system architecture and data transmission logic of the aircraft are illustrated below in connection with fig. 9a and 9 b.
Fig. 9a and 9b are schematic diagrams illustrating a system architecture of an aircraft according to an embodiment of the present application. As shown in fig. 9a and 9b, the aircraft provided by the embodiment of the present application includes a battery management system 910 and a control system 920 communicatively connected to the battery management system 910. Specifically, control system 920 includes a battery management application 921, a shared communication channel 922, and M application modules (i.e., application module 1, application module 2, … …, and application module M).
Specifically, as shown in fig. 9a, after receiving the shutdown signal, the battery management system 910 transmits the shutdown signal to the battery management application module 921, and then the battery management application module 921 broadcasts the shutdown signal to the M application modules via the shared communication channel 922, so that the M application modules monitor the shutdown signal. Continuing to refer to fig. 9b, after the M application modules monitor the shutdown signal, the M application modules respectively feed back the time that the shutdown needs to be delayed, and send the fed-back time for delayed shutdown to the battery management application module 921 via the shared communication channel 922, and then the battery management application module 921 sends a command for delayed shutdown and the specific delay time (i.e. the aforementioned delayed power-off information) to the battery management system 910.
In some embodiments, the application modules in the control system 920 refer to corresponding software modules of the application system, and the software modules have data processing functions. Of course, these software modules may also be provided in the associated application system hardware. In other words, the specific software modules included in the control system 920 may be divided according to actual situations.
Method embodiments of the present application are described in detail above in conjunction with fig. 1-9 b, and apparatus embodiments of the present application are described in detail below in conjunction with fig. 10-16. It is to be understood that the description of the method embodiments corresponds to the description of the apparatus embodiments, and therefore reference may be made to the preceding method embodiments for parts not described in detail.
Fig. 10 is a schematic structural diagram of a control system of an aircraft according to an embodiment of the present application. As shown in fig. 10, a control system 1000 of an aircraft provided in an embodiment of the present application includes: a determination module 1010 and a control module 1020. The determining module 1010 is configured to determine the delayed power outage information based on the power outage requirement information corresponding to the M first application modules of the aircraft in response to the shutdown signal. The control module 1020 is configured to control a power-off operation of the aircraft according to the delayed power-off information.
Fig. 11 is a schematic structural diagram of a determination module according to an embodiment of the present application. The embodiment shown in fig. 11 is extended based on the embodiment shown in fig. 10, and the differences between the embodiment shown in fig. 11 and the embodiment shown in fig. 10 will be emphasized below, and the descriptions of the same parts will not be repeated.
As shown in fig. 11, in the embodiment of the present application, the determining module 1010 includes a receiving unit 1011, a judging unit 1012, a first determining unit 1013, a second determining unit 1014, and an early warning unit 1015. The receiving unit 1011 is configured to receive task completion confirmation information sent by a first application module that has completed a data processing task among the M first application modules within a preset time period. The determining unit 1012 is configured to determine a relationship between the number of first application modules that have completed the data processing task and M within a preset time period. The first determination unit 1013 is configured to determine the delayed power-off information based on a time point of receiving task completion confirmation information sent by the first application module that has completed the mth data processing task. The second determination unit 1014 is configured to determine the delayed power-off information based on an end time point of the preset time period. The warning unit 1015 is used to send out warning information.
Fig. 12 is a schematic structural diagram of a determination module according to another embodiment of the present application. The embodiment shown in fig. 12 is extended based on the embodiment shown in fig. 10, and the differences between the embodiment shown in fig. 12 and the embodiment shown in fig. 10 will be emphasized below, and the descriptions of the same parts will not be repeated.
As shown in fig. 12, in the embodiment of the present application, the determination module 1010 includes a delay power-off time information determination unit 1016, a third determination unit 1017, and a fourth determination unit 1018. The delayed power-off time information obtaining unit 1016 is configured to obtain delayed power-off time information corresponding to each of P first application modules of the M first application modules. The third determining unit 1017 is configured to determine the delayed power-off information based on the delayed power-off time information having the longest time among the delayed power-off time information of the P first application modules. The fourth determining unit 1018 is configured to determine the delayed power-off information based on the delayed power-off time information corresponding to the first application module with the highest importance level among the P first application modules.
Fig. 13 is a schematic structural diagram of a control system of an aircraft according to another embodiment of the present application. The embodiment shown in fig. 13 is extended based on the embodiment shown in fig. 10, and the differences between the embodiment shown in fig. 13 and the embodiment shown in fig. 10 will be emphasized below, and the descriptions of the same parts will not be repeated.
As shown in fig. 13, a control system 1000 of an aircraft provided in an embodiment of the present application further includes: a first receiving module 1001, a sending module 1002 and a second receiving module 1003. The first receiving module 1001 is configured to receive a shutdown signal sent by a battery management system of an aircraft. The sending module 1002 is configured to send a shutdown signal to the M first application modules. The second receiving module 1003 is configured to receive the power outage requirement information fed back by the M first application modules based on the shutdown signal.
Fig. 14 is a schematic structural diagram of a battery management system of an aircraft according to still another embodiment of the present application. The battery management system of the aircraft provided by the embodiment of the application can be applied to the aircraft comprising the M first application modules. Specifically, as shown in fig. 14, a battery management system 1400 of an aircraft provided in an embodiment of the present application includes: a transmission module 1410, a reception module 1420, and an execution module 1430. The transmission module 1410 is configured to transmit the shutdown signal to a control system of the aircraft. The receiving module 1420 is configured to receive the power-off delay information sent by the control system. The executing module 1430 is configured to execute a shutdown operation based on the delayed power outage information.
Fig. 15 is a schematic structural diagram of an application system of an aircraft according to still another embodiment of the present application. As shown in fig. 15, an application system 1500 of an aircraft provided in an embodiment of the present application includes: a receive module 1510, and a transmit module 1520. The receiving module 1510 is configured to receive a shutdown signal sent by a control system of the aircraft. The sending module 1520 is configured to send the power outage requirement information to the control system based on the shutdown signal, so that the control system determines the delayed power outage information based on the power outage requirement information.
Fig. 16 is a schematic structural diagram of a flight system according to an embodiment of the present application. The flight system 1600 shown in FIG. 16 includes a memory 1601, a processor 1602, a communication interface 1603, and a bus 1604. The memory 1601, the processor 1602, and the communication interface 1603 are communicatively connected to each other via a bus 1604.
The Memory 1601 may be a Read Only Memory (ROM), a static Memory device, a dynamic Memory device, or a Random Access Memory (RAM). The memory 1601 may store a program, and when the program stored in the memory 1601 is executed by the processor 1602, the processor 1602 and the communication interface 1603 are used to perform the steps of the power outage method of the aircraft of the embodiment of the present application.
The processor 1602 may be a general-purpose Central Processing Unit (CPU), a microprocessor, an Application Specific Integrated Circuit (ASIC), a Graphics Processing Unit (GPU), or one or more Integrated circuits, and is configured to execute related programs to implement the functions that are required to be executed by the modules in the hardware device according to the embodiment of the present disclosure.
The processor 1602 may also be an integrated circuit chip having signal processing capabilities. In implementation, the steps of the method for powering down an aircraft of the present application may be performed by instructions in the form of hardware integrated logic circuits or software in the processor 1602. The processor 1602 may also be a general purpose processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA) or other Programmable logic device, discrete Gate or transistor logic device, or discrete hardware components. The various methods, steps, and logic blocks disclosed in the embodiments of the present application may be implemented or performed. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like. The steps of the method disclosed in connection with the embodiments of the present application may be directly implemented by a hardware decoding processor, or implemented by a combination of hardware and software modules in the decoding processor. The software module may be located in ram, flash memory, rom, prom, or eprom, registers, etc. storage media as is well known in the art. The storage medium is located in the memory 1601, and the processor 1602 reads the information in the memory 1601, and in combination with the hardware thereof, performs the functions required to be performed by the control system, the battery management system, and the application system of the embodiments of the present application, or performs the method of powering down the aircraft of the embodiments of the method of the present application.
Communication interface 1603 enables communication between flight system 1600 and other equipment or communication networks using transceiver devices, such as, but not limited to, transceivers.
The bus 1604 may include pathways to communicate information between various components of the flight system 1600 (e.g., the memory 1601, the processor 1602, the communication interface 1603).
Illustratively, the determination module 1010 in the control system 1000 may correspond to the processor 1602.
It should be noted that although the flight system 1600 shown in FIG. 16 shows only memory, processors, and communication interfaces, in particular implementations, those skilled in the art will appreciate that the flight system 1600 also includes other components necessary to achieve proper operation. Also, those skilled in the art will appreciate that flight system 1600 may also include hardware components to implement other additional functions, according to particular needs. Furthermore, those skilled in the art will appreciate that flight system 1600 may also include only those components necessary to implement embodiments of the present application, and need not include all of the components shown in FIG. 16.
Those of ordinary skill in the art will appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware or combinations of computer software and electronic hardware. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the implementation. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present application.
In the several embodiments provided in the present application, it should be understood that the disclosed system, apparatus and method may be implemented in other ways. For example, the above-described apparatus embodiments are merely illustrative, and for example, the division of the units is only one logical division, and other divisions may be realized in practice, for example, a plurality of units or components may be combined or integrated into another system, or some features may be omitted, or not executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection through some interfaces, devices or units, and may be in an electrical, mechanical or other form.
The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment.
In addition, functional units in the embodiments of the present application may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit.
The functions, if implemented in the form of software functional units and sold or used as a stand-alone product, may be stored in a computer readable storage medium. Based on such understanding, the technical solution of the present application or portions thereof that substantially contribute to the prior art may be embodied in the form of a software product stored in a storage medium and including instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present application. And the aforementioned storage medium includes: u disk, removable hard disk, read only memory, random access memory, magnetic or optical disk, etc. for storing program codes.
The above description is only for the specific embodiments of the present application, but the scope of the present application is not limited thereto, and any person skilled in the art can easily conceive of the changes or substitutions within the technical scope of the present application, and shall be covered by the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.
Claims (17)
1. A method of de-energizing an aircraft, comprising:
responding to a shutdown signal, and determining delayed power-off information based on power-off demand information corresponding to M first application modules of the aircraft, wherein the power-off demand information and data processing states of the M first application modules have an incidence relation, and M is a positive integer greater than or equal to 1;
and controlling the turn-off operation of the power supply of the aircraft according to the delayed power-off information.
2. A power-off method for an aircraft according to claim 1, characterized in that the power-off demand information includes task completion confirmation information sent by the first application module, the task completion confirmation information being used to indicate that the data processing task of the first application module has been processed,
the determining delayed power-off information based on the power-off demand information corresponding to the M first application modules of the aircraft comprises:
and if the task completion confirmation information sent by the M first application modules is received within the preset time period, determining the delayed power-off information based on the time point of receiving the task completion confirmation information sent by the Mth first application module which completes the data processing task.
3. The method for de-energizing an aircraft according to claim 2, further comprising:
and if the task completion confirmation information of all the M first application modules is not received when the preset time period expires, determining the delayed power-off information based on the ending time point of the preset time period and/or sending out early warning information.
4. The aircraft power outage method according to claim 1, wherein the power outage requirement information includes power outage delay time information sent by the first application modules, and the determining power outage delay information based on power outage requirement information corresponding to the M first application modules of the aircraft includes:
obtaining power-off delay time information corresponding to P first application modules in the M first application modules, wherein P is a positive integer less than or equal to M;
determining the delayed power-off information based on the delayed power-off time information having the longest time among the delayed power-off time information of the P first application modules.
5. The aircraft power-off method according to claim 1, wherein the power-off demand information includes power-off delay time information sent by the first application module, and the determining of the power-off delay information based on the power-off demand information corresponding to the M first application modules of the aircraft includes:
obtaining power-off delay time information corresponding to P first application modules in the M first application modules, wherein P is a positive integer less than or equal to M;
and determining the delayed power-off information based on the power-off delay time information corresponding to the first application module with the highest importance level in the P first application modules.
6. The power outage method for an aircraft according to any one of claims 1 to 5, wherein the controlling of the shutdown operation of the power supply of the aircraft according to the delayed power outage information includes:
sending the delayed power-off information to a battery management system of the aircraft so that the battery management system performs the shutdown operation based on the delayed power-off information.
7. The method for powering down the aircraft according to any one of claims 1 to 5, wherein, before said determining, in response to the shutdown signal, the delayed power down information based on the power down demand information corresponding to the M first application modules of the aircraft, further comprises:
receiving the shutdown signal sent by a battery management system of the aircraft;
sending the shutdown signal to the M first application modules;
and receiving the power-off demand information fed back by the M first application modules based on the shutdown signal.
8. The method for powering down an aircraft according to claim 7, characterized in that said powering down method is performed by a second application module, said sending said shutdown signal to said M first application modules comprising:
the second application module sends the shutdown signal to the M first application modules by using a shared communication channel;
wherein the receiving the power outage requirement information fed back by the M first application modules based on the shutdown signal includes:
the second application module receives the power-off demand information fed back by the M first application modules based on the power-off signal by using the shared communication channel.
9. A method for de-energizing an aircraft according to any one of claims 1 to 5, wherein said aircraft comprises a drone, and said M first application modules comprise at least one of a measurement and control and information transmission module, a transmission and recovery module, a mission equipment module and a flight control module of said drone.
10. A method of de-energizing an aircraft, comprising:
transmitting a shutdown signal to a control system of the aircraft;
receiving delayed power-off information sent by the control system, wherein the delayed power-off information is determined based on power-off demand information corresponding to the M first application modules, the power-off demand information has an incidence relation with data processing states of the M first application modules, and M is a positive integer greater than or equal to 1;
and executing a shutdown operation based on the delayed power-off information.
11. The method for de-energizing an aircraft according to claim 10, further comprising, after said receiving the delayed de-energizing information sent by said control system:
and presenting a delayed power-off signal based on the delayed power-off information, wherein the delayed power-off signal is used for prompting the progress of the turn-off operation of a user.
12. A method of de-energizing an aircraft, comprising:
receiving a shutdown signal sent by a control system of the aircraft;
and sending power-off demand information to the control system based on the shutdown signal so that the control system determines delayed power-off information based on the power-off demand information, wherein the power-off demand information has an incidence relation with the data processing state of the application system.
13. A control system for an aircraft, comprising:
the determining module is used for responding to a shutdown signal and determining delayed power-off information based on power-off demand information corresponding to M first application modules of the aircraft, wherein the power-off demand information has an incidence relation with data processing states of the M first application modules, and M is a positive integer greater than or equal to 1;
and the control module is used for controlling the turn-off operation of the power supply of the aircraft according to the delayed power-off information.
14. A battery management system for an aircraft, comprising:
a transmission module for transmitting a shutdown signal to a control system of the aircraft;
the receiving module is used for receiving delayed power-off information sent by the control system, wherein the delayed power-off information is determined based on power-off demand information corresponding to the M first application modules, the power-off demand information and the data processing states of the M first application modules have an association relationship, and M is a positive integer greater than or equal to 1;
and the execution module is used for executing shutdown operation based on the delayed power-off information.
15. An aircraft application, comprising:
the receiving module is used for receiving a shutdown signal sent by a control system of the aircraft;
and the sending module is used for sending power-off demand information to the control system based on the shutdown signal so that the control system can determine delayed power-off information based on the power-off demand information, wherein the power-off demand information has an incidence relation with the data processing state of the application system.
16. A computer-readable storage medium, characterized in that it stores instructions that, when executed by a processor of an electronic device, enable the electronic device to carry out the method of powering down an aircraft according to any one of the preceding claims 1 to 12.
17. A flight system, comprising:
a processor;
a memory for storing computer executable instructions;
the processor configured to execute the computer-executable instructions to implement the method of de-energizing an aircraft of any of claims 1 to 12.
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| CN202110722600.9A CN113377004A (en) | 2021-06-28 | 2021-06-28 | Power-off method of aircraft, control method, application method and flight system of aircraft |
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