WO2020156079A1 - 一种飞行器电池监控方法、装置、电池及飞行器 - Google Patents

一种飞行器电池监控方法、装置、电池及飞行器 Download PDF

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Publication number
WO2020156079A1
WO2020156079A1 PCT/CN2020/070956 CN2020070956W WO2020156079A1 WO 2020156079 A1 WO2020156079 A1 WO 2020156079A1 CN 2020070956 W CN2020070956 W CN 2020070956W WO 2020156079 A1 WO2020156079 A1 WO 2020156079A1
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WIPO (PCT)
Prior art keywords
battery
threshold
aircraft
identifier
state
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PCT/CN2020/070956
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English (en)
French (fr)
Inventor
秦威
刘玉华
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深圳市道通智能航空技术有限公司
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Publication of WO2020156079A1 publication Critical patent/WO2020156079A1/zh

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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
    • G01R31/36—Arrangements for testing, measuring or monitoring the electrical condition of accumulators or electric batteries, e.g. capacity or state of charge [SoC]
    • G01R31/396—Acquisition or processing of data for testing or for monitoring individual cells or groups of cells within a battery
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/08—Control of attitude, i.e. control of roll, pitch, or yaw
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/10—Simultaneous control of position or course in three dimensions

Definitions

  • the embodiments of the present invention relate to the technical field of aircraft, and in particular to an aircraft battery monitoring method, device, battery, and aircraft.
  • aircraft With the advancement of science and technology and the development of flight technology, aircraft are widely used in various fields. For example, taking drones as an example, the scope of its use has been expanded to the three major fields of military, scientific research, and civilian use, specifically in power communications, meteorology, agriculture, oceanography, exploration, photography, search and rescue, disaster prevention and mitigation, crop yield estimation, and drug suppression. Anti-smuggling, border patrol, public security and anti-terrorism are widely used.
  • aircraft such as UAV
  • its safety performance is an important index for evaluating its overall performance.
  • batteries appear to be particularly important in aircraft safety design.
  • the battery of the aircraft Due to the high power of the aircraft, the battery of the aircraft generally adopts a structure in which multiple cells are connected in combination (for example, multiple cells are connected in series) to meet the power requirements.
  • this structure requires the performance of the battery cells at all levels to be consistent, otherwise as long as the performance of one battery cell decreases, the safety performance of the entire battery will be affected, which is a typical barrel effect.
  • the way to monitor the battery pressure difference of the aircraft is usually: detecting the battery pressure difference and giving a prompt. After the prompt is given, it is generally necessary for the user to perform corresponding processing according to his own flying skills and flight experience. Prevent the aircraft from exploding when the battery core performance is inconsistent, and improve the safety of the aircraft. On the one hand, this method requires high flying skills and flight experience of the user; on the other hand, it is time-consuming and has a high risk of misjudgment due to manual judgment. If it is not handled in time or the judgment is wrong, it may cause The bomber accident.
  • the main purpose of the present invention is to provide an aircraft battery monitoring method, device, battery and aircraft, which can not only reduce the requirements for the user’s flying skills and flight experience, but also save the time of manual judgment and improve the accuracy of judgment, effectively reducing aircraft explosion The risk of aircraft and improve the safety of aircraft.
  • an embodiment of the present invention provides an aircraft battery monitoring method, the method including:
  • the electrical performance parameters include at least one of the number of battery cycles, the lowest voltage of the cells in the battery, and the voltage difference of the cells in the battery;
  • the determining the status identifier according to the electrical performance parameter includes:
  • the status indicator is determined according to the voltage range in which the lowest voltage of the cell in the battery is located.
  • the status identifier includes: a first type status identifier and a second type status identifier;
  • the first type status indicator is used to indicate that the battery pressure difference is too large, and the flight control strategy of the aircraft is to perform flight prompts or adjust the flight power of the aircraft;
  • the second type status identifier is used to indicate that the battery pressure difference is too large, and the flight control strategy of the aircraft is to adjust the flight status parameters of the aircraft;
  • the flight status parameter is used to control the aircraft to return home or make a forced landing.
  • the determining the status indicator according to the voltage range of the lowest voltage of the battery cell in the battery includes:
  • the status identifier is the second type status identifier.
  • the first type of status identifier includes: a first status identifier and a second status identifier;
  • the second type of status identifier includes: a third status identifier and a fourth status identifier;
  • the flight control strategy corresponding to the first state identifier is to prompt for caution
  • the flight control strategy corresponding to the second state identifier is to adjust the flight power of the aircraft
  • the flight control corresponding to the third state identifier The strategy is to return home
  • the flight control strategy corresponding to the fourth state identifier is to make a forced landing.
  • the preset conditions include: a first preset condition, a second preset condition, a third preset condition, a fourth preset condition, and a fifth preset condition;
  • the first preset condition is that the number of battery cycles is greater than the first number threshold and less than or equal to the second number threshold, and the battery cell pressure difference is greater than the first pressure difference threshold;
  • the second preset condition is that the number of battery cycles is greater than the second number threshold and less than or equal to the third number threshold, and the battery cell pressure difference is greater than the second pressure difference threshold;
  • the third preset condition is that the number of battery cycles is greater than the third number threshold and less than or equal to the fourth number threshold, and the battery cell pressure difference is greater than the third pressure difference threshold;
  • the fourth preset condition is that the number of battery cycles is greater than the fourth number threshold and less than or equal to the fifth number threshold, and the battery cell pressure difference is greater than the fourth pressure difference threshold;
  • the fifth preset condition is that the number of battery cycles is greater than the fifth number threshold, and the cell voltage difference of the battery is greater than the fifth pressure difference threshold.
  • the pressure difference threshold in each preset condition is related to the corresponding times threshold, where the greater the pressure difference threshold, the larger the corresponding times threshold.
  • the status identifier is the first type of status identifier, including:
  • the state identifier is the first state identifier
  • the status identifier is the second status identifier.
  • the state identifier is the second type state identifier, including:
  • the status identifier is the third status identifier
  • the state identifier is the fourth state identifier.
  • the method before determining the status identifier according to the electrical performance parameter, the method further includes:
  • the determining the status identifier according to the electrical performance parameter includes:
  • the state flag is determined according to the electrical performance parameter.
  • the discharge state parameters include: the lowest voltage of the cells in the battery and the discharge current of the battery.
  • determining the state identifier according to the electrical performance parameter includes:
  • the status flag is determined according to the electrical performance parameter.
  • the prompting based on the battery pressure difference state corresponding to the state identifier and controlling the aircraft to fly based on the flight control strategy corresponding to the state identifier includes:
  • the status indicator is output to the flight control system or remote control device of the aircraft, so that the flight control system or the remote control device prompts the pressure difference state according to the battery pressure difference state corresponding to the status indicator, and based on The flight control strategy corresponding to the status identifier controls the aircraft to fly.
  • an embodiment of the present invention also provides an aircraft battery monitoring device, the device including:
  • the electrical performance parameter acquisition module is used to acquire the electrical performance parameters of the battery, where the electrical performance parameters include the number of battery cycles, the lowest voltage of the cells in the battery, and the voltage difference of the cells in the battery. At least one
  • a state identification determining module configured to determine a state identification according to the electrical performance parameter, the state identification being used to identify the battery pressure difference state and the flight control strategy of the aircraft corresponding to the state identification;
  • the control module is used for prompting the pressure difference state based on the battery pressure difference state corresponding to the state identifier, and controlling the aircraft to fly based on the flight control strategy corresponding to the state identifier.
  • the status identification determining module is specifically configured to:
  • the status indicator is determined according to the voltage range in which the lowest voltage of the cell in the battery is located.
  • the status identifier includes: a first type status identifier and a second type status identifier;
  • the first type status indicator is used to indicate that the battery pressure difference is too large, and the flight control strategy of the aircraft is to perform flight prompts or adjust the flight power of the aircraft;
  • the second type status identifier is used to indicate that the battery pressure difference is too large, and the flight control strategy of the aircraft is to adjust the flight status parameters of the aircraft;
  • the flight status parameter is used to control the aircraft to return home or make a forced landing.
  • the status identification determining module is specifically configured to:
  • the status identifier is the second type status identifier.
  • the first type of status identifier includes: a first status identifier and a second status identifier;
  • the second type of status identifier includes: a third status identifier and a fourth status identifier
  • the flight control strategy corresponding to the first state identifier is to prompt for caution
  • the flight control strategy corresponding to the second state identifier is to adjust the flight power of the aircraft
  • the flight control corresponding to the third state identifier The strategy is to return home
  • the flight control strategy corresponding to the fourth state identifier is to make a forced landing.
  • the preset conditions include: a first preset condition, a second preset condition, a third preset condition, a fourth preset condition, and a fifth preset condition;
  • the first preset condition is that the number of battery cycles is greater than the first number threshold and less than or equal to the second number threshold, and the battery cell pressure difference is greater than the first pressure difference threshold;
  • the second preset condition is that the number of battery cycles is greater than the second number threshold and less than or equal to the third number threshold, and the battery cell pressure difference is greater than the second pressure difference threshold;
  • the third preset condition is that the number of battery cycles is greater than the third number threshold and less than or equal to the fourth number threshold, and the battery cell pressure difference is greater than the third pressure difference threshold;
  • the fourth preset condition is that the number of battery cycles is greater than the fourth number threshold and less than or equal to the fifth number threshold, and the battery cell pressure difference is greater than the fourth pressure difference threshold;
  • the fifth preset condition is that the number of battery cycles is greater than the fifth number threshold, and the cell voltage difference of the battery is greater than the fifth pressure difference threshold.
  • the pressure difference threshold in each preset condition is related to the corresponding times threshold, where the greater the pressure difference threshold, the larger the corresponding times threshold.
  • the state identification determination module detects that the lowest voltage of the cells in the battery is greater than a first preset voltage threshold, and detects that the number of cycles of the battery and the cell voltage difference of the battery meet the preset If conditions are set, it is determined that the status identifier is the first type of status identifier, including:
  • the state identifier is the first state identifier
  • the status identifier is the second status identifier.
  • the state identification determining module detects the battery cycle number and the battery cycle number and the battery cycle number and the second preset voltage threshold, if the lowest voltage of the cells in the battery is less than or equal to a first preset voltage threshold and greater than a second preset voltage threshold. If the cell voltage difference of the battery satisfies the preset condition, it is determined that the state identifier is the second type of state identifier, including:
  • the status identifier is the third status identifier
  • the state identifier is the fourth state identifier.
  • the device further includes:
  • a discharge state parameter acquisition module configured to acquire the discharge state parameter of the battery
  • a flight detection module configured to detect whether the discharge state parameters of the battery meet the flight conditions of the aircraft
  • the status identification determining module is specifically used for:
  • the state flag is determined according to the electrical performance parameter.
  • the discharge state parameters include: the lowest voltage of the cells in the battery and the discharge current of the battery.
  • the status identification determining module is specifically configured to:
  • the flight detection module detects that the lowest voltage of the cells in the battery is greater than the second preset voltage threshold and the discharge current of the battery is greater than the preset current threshold, the status flag is determined according to the electrical performance parameter.
  • control module is specifically used for:
  • the status indicator is output to the flight control system or remote control device of the aircraft, so that the flight control system or the remote control device prompts the pressure difference state according to the battery pressure difference state corresponding to the status indicator, and based on The flight control strategy corresponding to the status identifier controls the aircraft to fly.
  • an embodiment of the present invention also provides a battery, including:
  • the battery cell group includes at least two battery cells connected in series and/or in parallel;
  • At least one processor connected to the battery pack;
  • a memory connected in communication with the at least one processor
  • the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor, so that the at least one processor can execute the aircraft battery monitoring method as described above.
  • an embodiment of the present invention also provides a computer program product, the computer program product includes a computer program stored on a non-volatile computer-readable storage medium, the computer program includes program instructions, when the When the program instructions are executed by the computer, the computer executes the above-mentioned aircraft battery monitoring method.
  • embodiments of the present invention also provide a non-volatile computer-readable storage medium, the computer-readable storage medium stores computer-executable instructions, and the computer-executable instructions are used to make a computer execute the above The described aircraft battery monitoring method.
  • the embodiments of the present invention also provide an aircraft, a fuselage, a flight control system, and a battery.
  • the flight control system and the battery are provided in the fuselage, and the battery is the battery described above,
  • the battery is connected to the flight control system to send a status indicator to the flight control system, and the flight control system prompts the pressure difference state according to the battery pressure difference state corresponding to the status indicator, and based on the The flight control strategy corresponding to the status identifier controls the flight of the aircraft.
  • the aircraft battery monitoring method, device, battery, and aircraft provided by the embodiments of the present invention can realize advance judgment when monitoring the aircraft battery pressure difference to give the corresponding battery pressure difference status and the identification of the flight control strategy, so that the identification can be based on the identification.
  • the aircraft performs flight control. In this way, the requirements for the user's flying skills and flight experience can be reduced, and the time for manual judgment can be saved to improve the accuracy of judgment, thereby effectively reducing the risk of aircraft bombing and improving the safety of the aircraft.
  • FIG. 1 is a schematic diagram of an application environment of an aircraft battery monitoring method provided by an embodiment of the present invention
  • Figure 2 is a schematic diagram of a drone provided by an embodiment of the present invention.
  • Figure 3 is a schematic diagram of a battery provided by an embodiment of the present invention.
  • FIG. 4 is a schematic flowchart of an aircraft battery monitoring method provided by an embodiment of the present invention.
  • FIG. 5 is a schematic diagram of a specific implementation manner of an aircraft battery monitoring method provided by an embodiment of the present invention.
  • FIG. 6 is a schematic flowchart of another aircraft battery monitoring method provided by an embodiment of the present invention.
  • FIG. 7 is a schematic diagram of an aircraft battery monitoring device provided by an embodiment of the present invention.
  • FIG. 8 is a schematic diagram of the hardware structure of a battery provided by an embodiment of the present invention.
  • Fig. 9 is a schematic diagram of an aircraft provided by an embodiment of the present invention.
  • the aircraft As a flying vehicle, the aircraft is mainly used to complete designated tasks by flying, such as flying to a designated location, or shooting during the flight.
  • the safety of the aircraft is a prerequisite to ensure that the aircraft can complete the designated flight mission or shooting mission. Therefore, for an aircraft, its safety performance is an important index to evaluate its overall performance.
  • the aircraft’s battery is an essential part of aircraft operation and the core of aircraft safety, its normal operation is the primary prerequisite for ensuring that the aircraft can fly safely. If the aircraft’s battery operates abnormally, it will likely affect the aircraft’s flight, or even cause the aircraft to explode, causing great property losses to the user.
  • the battery of an aircraft since the power of the aircraft is usually large, the battery of the aircraft generally adopts a structure in which multiple battery cells are connected in combination (for example, multiple battery cells are connected in series) to meet power requirements.
  • this structure requires the performance of the battery cells at all levels to be consistent, otherwise as long as the performance of one battery cell decreases, the safety performance of the entire battery will be affected, which is a typical barrel effect.
  • the battery cell performance will be inconsistent due to uneven aging, uneven heating, and damage from external forces during use. Inconsistent battery cell performance is a common cause of abnormal battery operation or power supply. Among them, the inconsistent battery cell performance is mainly reflected in the excessive voltage difference of the battery cell during the battery powering the aircraft.
  • the battery cell voltage difference In the battery application, if the battery cell voltage difference is too large, it may cause poor charging and discharging of the entire battery, thereby shortening the life of the battery, affecting the flight of the entire aircraft, and bringing a lot to the flight of the aircraft. Safety hazards.
  • the battery pressure difference of the aircraft is usually monitored.
  • the current methods for monitoring the battery pressure difference of aircraft are usually:
  • the user for the one hand, the user’s flying skills and flight experience requirements are relatively high, but for novices, it is difficult to take appropriate measures when the battery pressure difference is too large, and there are high aircraft explosions.
  • this due to the need for manual judgment, this is time-consuming and has a high risk of misjudgment. If it is not handled in time or the judgment is wrong, it may cause an explosion accident, especially for low-power batteries. If the battery pressure difference is too large, it may cause the aircraft to blow up if it is not handled in time.
  • the method of modifying the power algorithm is more complicated to operate, and there is also the problem of inaccurate calculations and incorrect modifications. Especially when there is a sudden change in battery power, there is very little time to adjust the power. If it is not handled in time and correctly, it may cause the aircraft to explode.
  • the embodiments of the present invention provide an aircraft battery monitoring method, device, battery, and aircraft, which can realize advance judgment when monitoring the aircraft battery pressure difference to give the corresponding battery pressure difference status and the identification of the flight control strategy, so as to Perform flight control of the aircraft based on the identification.
  • This method can not only reduce the requirements for the user's flying skills and flight experience, but also save the time of manual judgment and improve the accuracy of judgment, thereby effectively reducing the risk of aircraft bombing and improving the safety of the aircraft.
  • the operation is simple, and only needs to control the flight of the aircraft based on the flight control strategy corresponding to the status identifier, which can avoid the complicated operation of modifying the power algorithm.
  • FIG. 1 is a schematic diagram of one application environment of an aircraft battery monitoring method provided by an embodiment of the present invention.
  • the application environment includes: an aircraft 100 and a remote control device 200.
  • the aircraft 100 is connected to a remote control device 200.
  • the connection may be a communication connection.
  • the aircraft 100 and the remote control device 200 establish a communication connection through a wireless communication module such as a Wifi module or a Bluetooth module.
  • the aircraft 100 and the remote control device 200 may also establish a communication connection through a wired communication module.
  • the aircraft 100 sends flight information of the aircraft 100 to the remote control device 200, such as the flight speed and attitude information of the aircraft 100; or the remote control device 200 sends instructions for controlling the flight of the aircraft 100 to the aircraft 100 to control the aircraft 100 Wait.
  • the aircraft 100 sends flight information of the aircraft 100 to the remote control device 200, such as the flight speed and attitude information of the aircraft 100; or the remote control device 200 sends instructions for controlling the flight of the aircraft 100 to the aircraft 100 to control the aircraft 100 Wait.
  • the aircraft 100 can be any type of flying equipment.
  • unmanned aerial vehicles UAV
  • unmanned ships unmanned ships or other movable devices, etc.
  • UAV unmanned aerial vehicles
  • the following description of the present invention uses a drone as an example of an aircraft. It will be obvious to those skilled in the art that other types of aircraft can be used without limitation.
  • the UAV is an unmanned aircraft with a mission payload that is operated by remote control equipment or self-provided program control devices.
  • the drone can be various types of drones, for example, the drone can be a small drone.
  • the drone may be a rotorcraft, for example, a multi-rotor aircraft propelled by multiple propulsion devices through the air.
  • the embodiment of the present invention is not limited to this, and the drone may also be other Types of drones or mobile devices, such as fixed-wing drones, unmanned airships, para-wing drones, flapping-wing drones, etc.
  • the UAV 100 ′ includes a fuselage (not shown), a battery 10, a flight control system 20 and a power system 30.
  • the battery 10, the flight control system 20 and the power system 30 are all arranged in the fuselage.
  • the battery 10 is connected to the flight control system 20 and the power system 30.
  • the connection may include electrical connection and communication connection.
  • the electrical connection between the battery 10 and the flight control system 20 and the power system 30 is used to provide power for the flight control system 20 and the power system 30, thereby ensuring that the UAV 100' completes the designated flight mission.
  • the communication connection between the battery 10 and the flight control system 20 and the power system 30 is used to realize data or information interaction.
  • flight control system 20 is also communicatively connected with the remote control device 200 so as to realize data or information interaction with the remote control device 200.
  • the fuselage may include a center frame and one or more arms connected to the center frame, and the one or more arms extend radially from the center frame.
  • the number of arms can be 2, 4, 6, etc. That is, the number of arms is not limited here. Among them, one or more arms are used to carry the power system 30.
  • the battery 10 is a device that directly converts chemical energy into electrical energy. When charging, the battery 10 uses external electrical energy to regenerate internal active materials and store electrical energy as chemical energy; when discharging, it converts chemical energy into electrical energy for output.
  • the flight control system 20 or power system 30 of the drone 100' provides power to ensure the flight of the drone 100'.
  • the UAV 100' For the UAV 100', it mainly completes various tasks by flying, such as completing aerial photography, line inspection, surveying, metering, cargo transportation and other tasks.
  • the battery 10 of the drone 100' may include several battery cells, of which several The batteries can be connected in series.
  • the battery 10 composed of several battery cells
  • the performance of the battery cells at all levels of the battery 10 be consistent.
  • the inconsistency of the battery cell performance is mainly reflected in the excessive pressure difference of the battery cell when the battery 10 supplies power to the drone 100'.
  • the battery 10 if the battery 10 has an excessively large cell voltage difference, it may cause poor charging and discharging of the entire battery 10, thereby shortening the life of the battery 10 and affecting the flight of the drone 100'. Brings great safety hazards to the flight of UAV 100'.
  • the battery 10 in the embodiment of the present invention monitors the battery pressure difference state. Specifically, it can realize advance judgment when monitoring the battery pressure difference of the drone 100' to give the corresponding battery based on the electrical performance parameters of the battery. Identification of differential pressure status and flight control strategy. The identification can be sent to the flight control system 20 so that the flight control system 20 can control the drone 100' based on the identification.
  • This method can not only reduce the requirements for the user's flying skills and flight experience, but also save the time of manual judgment and improve the accuracy of judgment, thereby effectively reducing the risk of drones 100' bombing and improving the drone's 100' safety.
  • the battery 10 includes a number of battery cells 110, a fuel gauge 120 and a microprocessor 130. Among them, a number of cells 110 are connected to the electricity meter 120 and the microprocessor 130, and the electricity meter 120 is connected to the microprocessor 130.
  • the several battery cells 110 contain one or more battery cells, and the one or more battery cells are arranged in any form to form a battery cell group, such as series connection, for providing various systems of the drone 100', such as the flight control system 20. Provide DC power.
  • the plurality of cells 110 may have corresponding capacities, sizes, or packaging forms according to actual conditions. Several batteries 110 can be discharged or charged under controlled conditions, simulating normal operating conditions.
  • the fuel gauge 120 can be a fuel gauge system or chip of any type or brand.
  • the electrical performance parameters of the battery 10 are calculated and determined by collecting corresponding data, such as the number of battery cycles, and the voltage of the battery with the lowest voltage among several battery cells 110. , The pressure difference of several cells 110, etc.
  • the fuel gauge 120 may run one or more suitable software programs, record data and perform calculations based on these data.
  • a necessary electrical connection is established between the fuel gauge 120 and a number of cells 110 (the electrical connection may be an indirect connection formed by a related electrical performance parameter collection circuit, such as a current sampling circuit, a voltage sampling circuit, a temperature sampling circuit, etc.)
  • the fuel gauge 120 collects and obtains data of the battery 10 through these electrical connections to determine the electrical performance parameters of the battery 10 such as the power, current, voltage, and battery cycle times.
  • the fuel gauge 120 has modes such as discharging, charging, sleep, and deep sleep. Among them, as long as the battery has no charging current or discharging current, the fuel gauge 120 will automatically enter the sleep mode. At this time, other modules of the battery (such as the microprocessor 130) are still in the normal power supply state, and the recovery speed of this mode is fast. When the fuel gauge 120 enters the deep sleep mode, the microprocessor 130 needs to send instructions to it.
  • the microprocessor 130 is in communication connection with the fuel gauge 120, and the microprocessor 130 can obtain the corresponding status identifier according to the relevant electrical performance parameters calculated and determined by the fuel gauge 120. For example, when the microprocessor 130 determines that the battery pressure difference is too large according to the electrical performance parameters transmitted by the fuel gauge 120, it will output a status indicator that the battery pressure difference is too large to prompt the user to perform corresponding operations based on the status indicator .
  • the battery 10 can be any suitable battery, such as a lithium battery, a nickel-cadmium battery, or other storage batteries.
  • the flight control system 20 is the main control system for the flight of the UAV 100'. It has the ability to monitor and control the flight and mission of the UAV 100', including the control of the launch and recovery of the UAV 100' A set of equipment. The flight control system 20 is used to control the flight of the drone 100'.
  • the flight control system 20 may include a flight controller and a sensing system.
  • the flight controller and the sensing system are in communication connection for data or information transmission.
  • the sensing system is used to measure the position and status information of the UAV 100' and the various components of the UAV 100', such as three-dimensional position, three-dimensional angle, three-dimensional velocity, three-dimensional acceleration and three-dimensional angular velocity, flying height and so on. For example, when the drone 100' is flying, the current flight information of the drone 100' can be obtained in real time through the sensing system, so as to determine the flight status of the drone 100' in real time.
  • the sensing system may include, for example, at least one of an infrared sensor, an acoustic wave sensor, a gyroscope, an electronic compass, an inertial measurement unit (IMU), a vision sensor, a global navigation satellite system, and a barometer.
  • the global navigation satellite system may be a global positioning system (Global Positioning System, GPS).
  • GPS Global Positioning System
  • the flight controller is used to control the flight of the UAV 100'. Moreover, during the flight of the drone 100', the battery 10 is controlled to provide power to the flight controller to ensure the normal operation of the flight controller, such as controlling the flight of the drone 100' and controlling the battery 10 as the power system 30 Power supply and so on.
  • the flight controller can control the drone 100' according to pre-programmed program instructions, or can control the drone 100' by responding to one or more control instructions from other devices.
  • the flight controller 20 After the flight controller 20 receives the identification of the battery pressure difference status and the flight control strategy sent by the battery 10, it reads the identification and adopts the corresponding flight control strategy based on the identification to control the drone 100' to fly; or, After the flight controller 20 receives the identification of the battery pressure difference status and the flight control strategy sent by the battery 10, it reads the identification and sends the identification to the remote control device 200 so that the user can perform corresponding operations based on the identification. After receiving the user operation, a corresponding control instruction is generated, and the control instruction is sent to the flight controller to realize the flight control of the UAV 100'.
  • the power system 30 may include an electronic governor (referred to as an ESC for short), one or more propellers, and one or more first motors corresponding to the one or more propellers.
  • an electronic governor referred to as an ESC for short
  • one or more propellers one or more propellers
  • first motors corresponding to the one or more propellers.
  • the first motor is connected between the electronic governor and the propeller, and the first motor and the propeller are arranged on the corresponding arm.
  • the first motor is used to drive the propeller to rotate so as to provide power for the flight of the drone 100'.
  • the power enables the drone 100' to achieve one or more degrees of freedom movement, such as forward and backward movement, up and down movement, and so on.
  • the drone 100' may rotate around one or more rotation axes.
  • the aforementioned rotation axis may include a roll axis, a translation axis, and a pitch axis.
  • the first motor may be a DC motor or an AC motor.
  • the first motor may be a brushless motor or a brush motor.
  • the electronic speed governor is used to receive the driving signal generated by the flight control module, and provide a driving current to the first motor according to the driving signal to control the rotation speed of the first motor, thereby controlling the flight of the drone 100'.
  • the drone 100 ′ may further include: a shooting component 40.
  • the camera assembly 40 is mounted on the body, for example, on the center frame of the body.
  • the imaging unit 40 is connected to the battery 10 and the flight control system 20.
  • the photographing component 40 includes a pan-tilt 410 and an image acquisition device 420.
  • the pan/tilt 410 may include a pan/tilt electric regulator and a second motor.
  • the pan/tilt 410 is used to carry the image acquisition device 420.
  • the flight controller can control the movement of the pan/tilt 410 by controlling the second motor through the pan/tilt ESC.
  • the pan/tilt 410 may further include a controller for controlling the movement of the pan/tilt 410 by controlling the pan/tilt ESC and the second motor.
  • pan/tilt head 410 may be independent of the drone 100' or a part of the drone 100'. It can be understood that the second motor may be a DC motor or an AC motor.
  • the second motor may be a brushless motor or a brush motor. It can also be understood that the pan/tilt 410 may be located at the top of the fuselage or at the bottom of the fuselage.
  • the image acquisition device 420 may be a device for acquiring images such as a camera or a video camera.
  • the image acquisition device 420 may communicate with the flight control system 20 and perform shooting under the control of the flight control system 20 to complete a designated shooting task. It can be understood that the naming of the components of the drone 100' described above is only for identification purposes, and should not be understood as a limitation to the embodiments of the present invention.
  • the remote control device 200 is connected to the flight controller 20 of the drone 100' to control the drone 100'.
  • the remote control device 200 is a remote control unit on a ground (ship) surface or an aerial platform, which sends control instructions to the flight controller 20 to control the flight of the UAV 100'.
  • the remote control device 200 can also receive data or information sent by the flight controller 20, such as receiving a status flag for identifying the battery pressure difference state and the flight control strategy of the drone 100' sent by the flight controller 20.
  • the remote control device 200 may also display the received status indicator to prompt the user, so that the user can perform corresponding operations according to the status indicator to control the flight of the drone 100'.
  • the status indicator is displayed to prompt the user to control the drone 100' to return home, so that the user can control the return home.
  • the 200 can generate a control instruction for controlling the return of the drone 100', and send the control instruction to the flight controller 20, thereby realizing the return of the drone 100'.
  • the remote control device 200 can be any suitable remote control device.
  • the remote control device 200 may be a remote control, a smart phone, a tablet, a personal computer (Personal Computer, PC), a wearable device, and so on.
  • the remote control device 200 includes: an input device and an output device.
  • the input device is used to receive user operations and generate control instructions based on user input operations, where the user input operations are used to control the flight of the drone 100'. For example, when the user clicks the return home button on the input device, the remote control device 200 receives user operations through its input device to generate a control instruction for controlling the drone 100' to return home, and send the control instruction to the drone 100', so as to realize the return of the UAV 100'.
  • the input device can be any suitable input device, such as a keyboard, a mouse, a scanner, a light pen, a touch screen, a button, etc.
  • the output device is used to display the battery pressure difference state and the flight control strategy corresponding to the state identifier. For example, the output device shows that the battery pressure difference is too large, prompting the user to fly carefully.
  • the output device is a human-machine interface device, which can be any suitable output device, such as a display screen, a display panel, etc.
  • the aircraft battery monitoring method provided by the embodiment of the present invention can be further extended to other suitable application environments, and is not limited to the application environment shown in FIG. 1.
  • the aircraft 100 in the application environment may also be any other suitable aircraft, such as an unmanned ship.
  • the number of remote control devices 200 may be more or less, for example, 3, 4, etc., that is, the number of remote control devices 200 is not limited here.
  • the remote control device 200 may not be included.
  • the flight controller 20 can directly control the flight of the aircraft according to the flight control strategy corresponding to the status identifier.
  • the battery 10 detects that the battery pressure difference is too large and needs to control the drone 100' to stop flying
  • the battery 10 sends the status flag for identifying that the battery pressure difference is too large and the flight control strategy is forced landing to the flight controller 20
  • the flight controller 20 controls the drone 100' to make an emergency landing according to the status indicator.
  • FIG. 4 is a schematic flowchart of an aircraft battery monitoring method provided by an embodiment of the present invention.
  • the aircraft battery monitoring method can be applied to the monitoring of the batteries of various types of aircraft, such as unmanned aerial vehicles, unmanned ships, or other movable devices.
  • the aircraft battery monitoring method can be performed by any suitable type of battery, such as the battery 10 in FIG. 2.
  • the aircraft battery monitoring method includes:
  • the battery includes at least two electric cores, and the electric cores of the at least two electric cores can be connected in series. In some other embodiments, the cells of at least two cells may also be connected in parallel.
  • the electrical performance parameter includes at least one of the number of battery cycles, the lowest voltage of the battery cell in the battery, and the voltage difference of the battery cell in the battery.
  • the number of battery cycles refers to a complete charge and discharge cycle of the battery. When the battery has completed a charging cycle, the number of battery cycles will increase by 1.
  • the cyclic charging of the battery is a complete charge and discharge cycle, such as the used (discharged) power reaches 100% of the battery capacity.
  • the battery uses 75% of the power on the first day, then the battery is fully charged to 100% at night, and the battery uses 25% of the power on the second day, then it is a complete discharge process (to make 100% of the power ), so that the accumulation is considered to complete a charging cycle, that is, a battery charging cycle.
  • the number of battery cycles does not mean the number of recharges. Products with more battery cycles must be used many times, but products with fewer battery cycles do not mean fewer times of use. For example, store display machines are plugged into power sources all day long. It is difficult to complete a complete charging cycle, and the number of battery cycles is naturally small. The higher the number of uses, the more serious the aging degree of the battery is bound to be, that is, the higher the number of battery cycles, the more serious the aging degree of the battery. The battery aging degree is an important factor that affects the inconsistency of battery cell performance. Therefore, when monitoring the aircraft battery to determine the battery pressure difference status and the aircraft’s flight control strategy, the number of battery cycles is a factor to be considered, that is, the battery The electrical performance parameters include the number of battery cycles.
  • the lowest voltage of the cells in the battery refers to the voltage value of the cell with the lowest voltage among at least two cells. For example, suppose the battery includes cell A, cell B, and cell C, where the voltage value of cell A is 3.5V, the voltage value of cell B is 3.2V, and the voltage value of cell C is 4.0V. Then the lowest voltage of the cell in the battery is the voltage value of cell B, which is 3.2V.
  • the electrical performance parameters of the battery can also include the lowest voltage of the cells in the battery.
  • the cell voltage difference of a battery refers to the difference between the voltage value of the cell with the highest voltage among at least two cells and the voltage value of the cell with the lowest voltage.
  • the battery cell voltage difference is the difference between the voltage value of the battery cell C and the battery cell B, that is, 0.8V.
  • the battery cell pressure difference is a parameter that directly reflects the battery pressure difference state. Therefore, when monitoring the aircraft battery to determine the battery pressure difference state and the flight control strategy of the aircraft, the battery cell pressure difference is also a factor to be considered That is, the electrical performance parameters of the battery may also include the battery cell voltage difference.
  • the battery can collect the electrical performance parameters of the battery through its fuel gauge, such as the number of battery cycles, the lowest voltage of the cells in the battery, the cell voltage difference of the battery, etc., to obtain the electrical performance parameters of the battery.
  • determining the status identifier of the battery according to the electrical performance parameter may include: determining the status identifier according to a voltage range in which the lowest voltage of a battery cell in the battery is located. For example, the voltage range of the lowest voltage of the battery cell in the battery is different, and the obtained state identification is also different.
  • the status identifier includes, but is not limited to: a first type status identifier, a second type status identifier, and the like.
  • the first type status indicator is used to indicate that the battery pressure difference is too large, and the flight control strategy of the aircraft is to perform flight prompts or adjust the flight power of the aircraft. Wherein, the adjustment of the flight power does not change the preset flight trajectory of the aircraft.
  • adjusting the flying power of the aircraft includes: reducing the power of the motor and reducing the flying power of the aircraft. Among them, the flight power of the aircraft can be reduced by reducing the flying speed of the aircraft and turning off the flight-related modules in the aircraft. By reducing the flight power of the aircraft, the operating power of the aircraft is limited to ensure the flight safety of the aircraft when the battery pressure difference is too large.
  • the aircraft can maintain the original flight trajectory to complete the pre-set flight mission, that is, when the power of the aircraft is adjusted, the flight trajectory of the aircraft remains unchanged.
  • the second type status identifier is used to indicate that the battery pressure difference is too large, and the flight control strategy of the aircraft is to adjust the flight status parameters of the aircraft.
  • the flight status parameter is used to control the aircraft to return home or make a forced landing.
  • the adjustment of the flight status parameters will change the preset flight trajectory of the aircraft.
  • the flight status parameters may include: parameters used to control the aircraft to return home, and parameters used to control the aircraft's forced landing. For example, when the flight status parameter is a parameter used to control the aircraft to return home, it will cause the aircraft to return home. Control the aircraft to return home or make a forced landing to ensure the safety of the aircraft when the battery pressure difference is too large.
  • adjusting the flight status parameters of the aircraft will cause the aircraft to no longer fly according to the preset flight trajectory. For example, by adjusting the flight status parameters to make the aircraft forced to land, etc., the preset flight trajectory is changed, that is, the aircraft is adjusted. The flight trajectory of the aircraft changes.
  • the battery determines the status identifier according to the voltage range of the lowest voltage of the battery cell in the battery, including:
  • the status identifier is the second type status identifier.
  • the first preset voltage threshold is greater than the second preset voltage threshold.
  • the values of the first preset voltage threshold and the second preset voltage threshold are not limited.
  • the first preset voltage threshold and the second preset voltage threshold can be set and adjusted as needed to adapt to various batteries. Power demand.
  • the first preset voltage threshold is 3.7V
  • the second preset voltage threshold is 3.2V, and so on.
  • the first preset voltage threshold and the second preset voltage threshold can be pre-configured in the battery database, and the first preset voltage threshold and the second preset voltage threshold configured in the battery database can be adjusted as needed. Adjustment.
  • the first type of status identifier when the status identifier is determined to be the first type of status identifier, includes, but is not limited to: a first status identifier and a second status identifier.
  • the second type of status identifier when the status identifier is determined to be the second type of status identifier, includes, but is not limited to: a third status identifier and a fourth status identifier.
  • the flight control strategy corresponding to the first state indicator is to prompt for caution
  • the flight control strategy corresponding to the second state indicator is to adjust the flight power of the aircraft
  • the flight control strategy corresponding to the third state indicator is The strategy is to make the aircraft return home
  • the flight control strategy corresponding to the fourth state identifier is to make the aircraft make a forced landing.
  • the battery pressure difference states corresponding to the first, second, third, and fourth state indicators are all battery pressure differences that are too large.
  • the preset conditions include but are not limited to: a first preset condition, a second preset condition, a third preset condition, a fourth preset condition, and a fifth preset condition.
  • the first preset condition is that the number of battery cycles is greater than the first number threshold and less than or equal to the second number threshold, and the battery cell pressure difference is greater than the first pressure difference threshold;
  • the second preset condition is that the number of battery cycles is greater than the second number threshold and less than or equal to the third number threshold, and the battery cell pressure difference is greater than the second pressure difference threshold;
  • the third preset condition is that the number of battery cycles is greater than the third number threshold and less than or equal to the fourth number threshold, and the battery cell pressure difference is greater than the third pressure difference threshold;
  • the fourth preset condition is that the number of battery cycles is greater than the fourth number threshold and less than or equal to the fifth number threshold, and the battery cell pressure difference is greater than the fourth pressure difference threshold;
  • the fifth preset condition is that the number of battery cycles is greater than the fifth number threshold, and the cell voltage difference of the battery is greater than the fifth pressure difference threshold.
  • the frequencies thresholds and pressure difference thresholds are not limited, that is, the frequency thresholds and pressure difference thresholds can be set and adjusted as needed to meet the power supply requirements of various batteries.
  • the first frequency threshold is 0, the second frequency threshold is 50, and the first pressure difference threshold is 70 mV.
  • the aforementioned frequency thresholds and pressure difference thresholds may be pre-configured in the battery database, and the aforementioned frequency thresholds and pressure difference thresholds arranged in the battery database can be adjusted as needed.
  • the pressure difference threshold in each preset condition is related to the corresponding threshold of times. Specifically, the greater the pressure difference threshold, the greater the corresponding times threshold, that is, as the times threshold increases, the pressure difference threshold increases, because the battery is under the same discharge power, the more battery cycles the battery has The value of the difference is generally higher. Therefore, when the number of times the threshold is increased, the adaptive pressure threshold also increases.
  • the first frequency threshold in the first preset condition is 0, the second frequency threshold is 50, and the corresponding first pressure difference threshold is 70mV; the second frequency threshold in the second preset condition is 50, and the third The frequency threshold is 100, and the corresponding first differential pressure threshold is 90mV.
  • the status identifier is the first type of status identifier, including:
  • the state identifier is determined to be the first state identifier, so that the battery pressure difference is displayed to be too large based on the first state identifier, and a caution flight prompt is given;
  • the status indicator is the second status indicator, so that the battery pressure difference is displayed to be too large subsequently based on the second status indicator and the flight power of the aircraft is adjusted. For example, adjusting the maximum power of the aircraft to not exceed 1.5 times the hovering power, which is mainly because the hovering power is the minimum power that the aircraft can fly;
  • the preset condition determines that the status identifier is the second type status identifier, including:
  • the state identifier is determined to be the third state identifier, so that the battery pressure difference is too large subsequently displayed based on the third state identifier, and the aircraft can return home ;
  • the state identifier is determined to be the fourth state identifier, so that the third state identifier subsequently displays that the battery pressure difference is too large and causes the aircraft to make a forced landing.
  • the battery obtains the electrical performance parameters of the battery through a fuel gauge, etc., which include: at least one of the number of battery cycles, the lowest voltage of the cells in the battery, and the voltage difference of the cells in the battery. One kind. Then, the battery determines the status indicator based on the electrical performance parameter. Specifically include the following situations:
  • the battery cell pressure difference is greater than the first pressure difference threshold, that is, greater than 70mV; or, the number of battery cycles is greater than the second threshold, that is, greater than 50 and less than or equal to the third threshold, that is, less than or equal to 100, and the battery
  • the battery cell pressure difference is greater than the second pressure difference threshold, that is, greater than 90mV; or, the battery cycle number is greater than the third number threshold, that is, greater than 100 and less than or equal to the fourth number threshold, that is, less than or equal to 150, and the battery cell pressure difference
  • the battery determines that the state identifier is the first state identifier, and the first state identifie
  • the battery cell pressure difference is greater than the fourth pressure difference threshold, that is, greater than 140mV; or, the number of battery cycles is greater than the fifth number threshold, that is, greater than 200, and the battery cell pressure difference is greater than the fifth pressure difference threshold, that is, greater than 170mV
  • the second status identifier is used to identify that the battery pressure difference is too large, and the flight control strategy is to adjust the flight power of the aircraft, for example, to limit the maximum power of the aircraft not to exceed the hovering power N times, such as 1.5 times.
  • the hovering power is the minimum power that the aircraft can fly.
  • the battery cycle number is greater than the second threshold, that is, greater than 50 and Less than or equal to the third number threshold, that is, less than or equal to 100, and the battery cell voltage difference is greater than the second pressure difference threshold, that is greater than 90mV; or, the battery cycle number is greater than the third number threshold, that is, greater than 100 and less than or equal to the fourth
  • the battery cycle number is greater than the third number threshold, that is, greater than 100 and less than or equal to the fourth
  • the battery determines that the state flag is the fourth state flag.
  • the fourth state flag is used to identify that the battery pressure difference is too large.
  • the flight control strategy is such that the aircraft Make an emergency landing.
  • the battery can be used to control the flight of the aircraft.
  • the battery generates a corresponding control instruction based on the status indicator, and sends the control instruction to the flight control system to control the flight of the aircraft.
  • the flight of the aircraft can also be controlled by other devices with logic processing capabilities other than batteries.
  • prompting based on the battery pressure difference state corresponding to the status indicator and controlling the aircraft to fly based on the flight control strategy corresponding to the status indicator may include:
  • the status indicator is output to the flight control system or remote control device of the aircraft, so that the flight control system or the remote control device prompts the pressure difference state according to the battery pressure difference state corresponding to the status indicator, and based on The flight control strategy corresponding to the status identifier controls the aircraft to fly.
  • the battery communicates with the flight control system of the aircraft, and the battery sends a status flag indicating that the battery pressure difference is too large and the flight control strategy is forced landing to the flight control system. After the flight control system receives the status flag, it is based on the status flag.
  • the status indicator generates a control instruction for forced landing, and controls the aircraft to force landing based on the control instruction, so as to ensure the safety of the aircraft when the battery pressure difference is too large.
  • the flight control system after receiving the status indicator sent by the battery, the flight control system sends the status indicator to the remote control device (such as remote control, smart terminal, etc.), and the remote control device displays the status indicator to prompt the user that the pressure difference is too large, so that the user can base
  • the status indicates that the aircraft is forced to land an input operation, and the remote controller generates a control instruction for forced landing after receiving the input operation, and controls the aircraft to force landing based on the control instruction, thereby ensuring the safety of the aircraft when the battery pressure difference is too large.
  • the present invention it is possible to realize advance judgment when monitoring the battery pressure difference of the aircraft to give the corresponding battery pressure difference status and the identification of the flight control strategy, so as to perform flight control of the aircraft based on the identification. In this way, the requirements for the user's flying skills and flight experience can be reduced, and the time for manual judgment can be saved to improve the accuracy of judgment, thereby effectively reducing the risk of aircraft bombing and improving the safety of the aircraft.
  • FIG. 6 is a schematic flowchart of another aircraft battery monitoring method provided by an embodiment of the present invention.
  • the aircraft battery monitoring method can be applied to the monitoring of the batteries of various types of aircraft, such as unmanned aerial vehicles, unmanned ships, or other movable devices.
  • the aircraft battery monitoring method can be performed by any suitable type of battery, such as the battery 10 in FIG. 2.
  • the aircraft battery monitoring method includes:
  • the discharge state parameter is a parameter in the battery discharge process, and is used to reflect the power supply condition of the battery.
  • the discharge state parameters include, but are not limited to: the lowest voltage of the cells in the battery and the discharge current of the battery.
  • the cell voltage determines the discharge voltage of the battery.
  • the lowest voltage of the cells in the battery can reflect the discharge voltage of the battery. Therefore, the lowest voltage of the cells in the battery can be used as the battery's electricity. Performance parameters can also be used as parameters of the battery's discharge state.
  • the battery's discharge state parameters can be obtained through the fuel gauge.
  • the flight condition of the aircraft is that the lowest voltage of the battery cells in the battery is greater than the second preset voltage threshold and the discharge current of the battery is greater than the preset current threshold. That is, when it is detected that the lowest voltage of the battery cell in the battery is greater than the second preset voltage threshold and the discharge current of the battery is greater than the preset current threshold, it indicates that the flight condition of the aircraft is met.
  • the preset current threshold can be set and adjusted as needed to meet the power supply requirements of various batteries.
  • the preset current threshold is 3A and so on.
  • the state flag is used to identify the battery pressure difference state and all corresponding to the state flag Describe the flight control strategy of the aircraft.
  • determining the state identifier according to the electrical performance parameter may include:
  • the status flag is determined according to the electrical performance parameter.
  • the determination of the status identifier based on the electrical performance parameter in the embodiment of the present invention is similar to the determination of the status identifier based on the electrical performance parameter in the above embodiment.
  • the technical details that are not described in detail in the embodiment of the present invention may be Reference is made to the specific description in the foregoing embodiment, and therefore, it will not be repeated here.
  • 605 Perform a pressure difference state prompt based on the battery pressure difference state corresponding to the state identifier, and control the aircraft to fly based on the flight control strategy corresponding to the state identifier.
  • step 601 and step 605 in the embodiment of the present invention are respectively similar to step 401 and step 403 in the above embodiment.
  • step 403 for technical details not described in detail in the embodiment of the present invention, please refer to the steps in the above embodiment. 401.
  • the detailed description of step 403 is therefore omitted here.
  • the steps 601-605 may have a different execution order, for example, execute first Step 602, then perform step 601; or simultaneously perform step 601 and step 602, etc.
  • the present invention it is possible to realize advance judgment when monitoring the battery pressure difference of the aircraft to give the corresponding battery pressure difference status and the identification of the flight control strategy, so as to perform flight control of the aircraft based on the identification. In this way, the requirements for the user's flying skills and flight experience can be reduced, and the time for manual judgment can be saved to improve the accuracy of judgment, thereby effectively reducing the risk of aircraft bombing and improving the safety of the aircraft.
  • FIG. 7 is a schematic diagram of an aircraft battery monitoring device provided by an embodiment of the present invention.
  • the aircraft battery monitoring device 70 can be applied to monitoring the batteries of various types of aircraft, such as unmanned aerial vehicles, unmanned ships, or other movable devices.
  • the aircraft battery monitoring device 70 can be configured in any suitable type of battery, such as the battery 10 in FIG. 2.
  • the aircraft battery monitoring device 70 includes: an electrical performance parameter acquisition module 701, a discharge state parameter acquisition module 702, a flight detection module 703, a status identification determination module 704, and a control module 705.
  • the electrical performance parameter obtaining module 701 is used to obtain electrical performance parameters of the battery.
  • the electrical performance parameter includes at least one of the number of battery cycles, the lowest voltage of the battery cell in the battery, and the voltage difference of the battery cell in the battery.
  • the electrical performance parameter acquisition module 701 is connected to the fuel gauge to receive the electrical performance parameters of the battery collected by the fuel gauge.
  • the discharge state parameter acquisition module 702 is used to acquire the discharge state parameter of the battery.
  • the discharge state parameters include, but are not limited to: the lowest voltage of the cells in the battery and the discharge current of the battery.
  • the discharge state parameter obtaining module 702 can obtain the discharge state parameter of the battery through the fuel gauge.
  • the flight detection module 703 is used to detect whether the discharge state parameter of the battery meets the flight condition of the aircraft.
  • the flight condition of the aircraft is that the lowest voltage of the cells in the battery is greater than the second preset voltage threshold and the discharge current of the battery is greater than the preset current threshold. That is, when the flight detection module 703 detects that the lowest voltage of the cells in the battery is greater than the second preset voltage threshold and the discharge current of the battery is greater than the preset current threshold, it indicates that the flight condition of the aircraft is met.
  • the state identification determination module 704 is configured to determine a state identification according to the electrical performance parameter when the flight detection module 703 detects that the discharge state of the battery meets the flight conditions of the aircraft, and the state identification is used to identify the battery pressure difference state And the flight control strategy of the aircraft.
  • the state identification determination module 704 is specifically configured to: when it is detected that the lowest voltage of the cells in the battery is greater than the second preset voltage threshold and the discharge current of the battery is greater than the preset current threshold, The electrical performance parameters determine the status identification.
  • determining the status identifier by the status identifier determination module 704 according to the electrical performance parameter may include: determining the status identifier according to the voltage range in which the lowest voltage of the cell in the battery is located. For example, the voltage range of the lowest voltage of the battery cell in the battery is different, and the obtained state identification is also different.
  • the status identifier includes, but is not limited to: a first type status identifier, a second type status identifier, and the like.
  • the first type status indicator is used to indicate that the battery pressure difference is too large, and the flight control strategy of the aircraft is to perform flight prompts or adjust the flight power of the aircraft;
  • the second type of status indicator is used to indicate that the battery pressure difference is too large, and the flight control strategy of the aircraft is to adjust the flight status parameters of the aircraft; wherein the flight status parameters are used to control the aircraft to return home or make a forced landing .
  • the state identification determination module 704 determines the state identification according to the voltage range in which the lowest voltage of the cell in the battery is located:
  • the status identifier is the second type status identifier.
  • the first type of status identifier includes but is not limited to: a first status identifier and a second status identifier; the second type of status identifier includes, but is not limited to: a third status identifier and a fourth status identifier.
  • the flight control strategy corresponding to the first state identifier is to prompt for caution
  • the flight control strategy corresponding to the second state identifier is to adjust the flight power of the aircraft
  • the flight control corresponding to the third state identifier The strategy is to return home
  • the flight control strategy corresponding to the fourth state identifier is to make a forced landing.
  • the battery pressure difference states corresponding to the first state identifier, the second state identifier, the third state identifier, and the fourth state identifier are all that the battery pressure difference is too large.
  • the preset conditions include but are not limited to: a first preset condition, a second preset condition, a third preset condition, a fourth preset condition, and a fifth preset condition.
  • the first preset condition is that the number of battery cycles is greater than the first number threshold and less than or equal to the second number threshold, and the battery cell pressure difference is greater than the first pressure difference threshold;
  • the second preset condition is that the number of battery cycles is greater than the second number threshold and less than or equal to the third number threshold, and the battery cell pressure difference is greater than the second pressure difference threshold;
  • the third preset condition is that the number of battery cycles is greater than the third number threshold and less than or equal to the fourth number threshold, and the battery cell pressure difference is greater than the third pressure difference threshold;
  • the fourth preset condition is that the number of battery cycles is greater than the fourth number threshold and less than or equal to the fifth number threshold, and the battery cell pressure difference is greater than the fourth pressure difference threshold;
  • the fifth preset condition is that the number of battery cycles is greater than the fifth number threshold, and the cell voltage difference of the battery is greater than the fifth pressure difference threshold.
  • the pressure difference threshold in each preset condition is related to the corresponding threshold of times. Specifically, the greater the pressure difference threshold, the greater the corresponding times threshold, that is, as the times threshold increases, the pressure difference threshold increases, because the battery is under the same discharge power, the more battery cycles the battery has The value of the difference is generally higher. Therefore, when the number of times the threshold is increased, the adaptive pressure threshold also increases.
  • the state identification determination module 704 detects that the lowest voltage of the cells in the battery is greater than the first preset voltage threshold, and detects that the number of battery cycles and the cell voltage difference of the battery satisfy
  • the preset condition determines that the status identifier is the first type of status identifier, including:
  • the state identifier is determined to be the first state identifier, so that the battery pressure difference is displayed to be too large based on the first state identifier, and a caution flight prompt is given;
  • the status indicator is the second status indicator, so that the battery pressure difference is displayed to be too large subsequently based on the second status indicator, and the flight power of the aircraft is adjusted. For example, adjusting the maximum power of the aircraft to not exceed 1.5 times the hovering power is mainly because the hovering power is the minimum power that the aircraft can fly.
  • the state identification determination module 704 detects that the lowest voltage of the cells in the battery is less than or equal to the first preset voltage threshold and greater than the second preset voltage threshold, and detects the number of battery cycles and the If the cell voltage difference of the battery satisfies the preset condition, it is determined that the state identifier is the second type of state identifier, including:
  • the state identifier is determined to be the third state identifier, so that the battery pressure difference is too large subsequently displayed based on the third state identifier, and the aircraft can return home ;
  • the state identifier is determined to be the fourth state identifier, so that the third state identifier subsequently displays that the battery pressure difference is too large and causes the aircraft to make a forced landing.
  • the control module 705 is configured to prompt the pressure difference state based on the battery pressure difference state corresponding to the state identifier, and control the flight of the aircraft based on the flight control strategy corresponding to the state identifier.
  • the control module 705 can control the flight of the aircraft through a battery. For example, the control module 705 generates a corresponding control instruction based on the status identifier, and sends the control instruction to the flight control system to control the flight of the aircraft.
  • control module 705 may also control the flight of the aircraft by other devices with logic processing capabilities.
  • control module 705 is specifically used to:
  • the status indicator is output to the flight control system or remote control device of the aircraft, so that the flight control system or the remote control device prompts the pressure difference state according to the battery pressure difference state corresponding to the status indicator, and based on The flight control strategy corresponding to the status identifier controls the aircraft to fly.
  • the discharge state parameter acquisition module 702 and/or the flight detection module 703 are not necessary modules of the aircraft battery monitoring device 70, that is, in some other embodiments, the discharge state parameter acquisition module 702 And/or the flight detection module 703 can be omitted.
  • the aircraft battery monitoring device 70 may not include the discharge state parameter acquisition module 702 and/or the flight detection module 703.
  • the aircraft battery monitoring device 70 can execute the aircraft battery monitoring method provided by the embodiment of the present invention, and has the corresponding functional modules and beneficial effects for executing the method.
  • the aircraft battery monitoring method provided in the embodiment of the present invention refers to the aircraft battery monitoring method provided in the embodiment of the present invention.
  • FIG. 8 is a schematic diagram of the hardware structure of a battery provided by an embodiment of the present invention, where the battery can be various types of batteries, such as lithium batteries, nickel-cadmium batteries, or other storage batteries. As shown in FIG. 8, the battery 80 includes:
  • the battery cell group 801 includes at least two battery cells connected in series and/or in parallel; one or more processors 802 connected to the battery cell group 801; and a memory 803.
  • One processor 802 is taken as an example in FIG. 8.
  • the processor 802 and the memory 803 may be connected through a bus or in other ways. In FIG. 8, the connection through a bus is taken as an example.
  • the memory 803, as a non-volatile computer-readable storage medium, can be used to store non-volatile software programs, non-volatile computer-executable programs, and modules, such as the program corresponding to the aircraft battery monitoring method in the embodiment of the present invention Instructions/modules (for example, the electrical performance parameter acquisition module 701, the discharge state parameter acquisition module 702, the flight detection module 703, the status identification determination module 704, and the control module 705 shown in FIG. 7).
  • the processor 802 executes various functional applications and data processing of the battery 80 by running non-volatile software programs, instructions, and modules stored in the memory 803, that is, realizing the aircraft battery monitoring method of the method embodiment.
  • the memory 803 may include a program storage area and a data storage area.
  • the program storage area may store an operating system and an application program required by at least one function; the data storage area may store data created based on the use of the battery 80 and the like.
  • the memory 803 may include a high-speed random access memory, and may also include a non-volatile memory, for example, at least one magnetic disk storage device, a flash memory device, or other non-volatile solid-state storage devices.
  • the memory 803 may optionally include a memory remotely provided with respect to the processor 802, and these remote memories may be connected to the flight control system through a network. Examples of the network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.
  • the one or more modules are stored in the memory 803, and when executed by the one or more processors 802, the aircraft battery monitoring method in any method embodiment is executed, for example, the above-described diagram is executed. Steps 401 to 403 of the method in 4 implement the functions of the modules 701-705 in FIG. 7.
  • the battery 80 can execute the aircraft battery monitoring method provided in the method embodiment, and has the corresponding functional modules and beneficial effects for the execution method.
  • the aircraft battery monitoring method provided in the method invention embodiment For technical details that are not described in detail in the battery embodiment, refer to the aircraft battery monitoring method provided in the method invention embodiment.
  • the embodiment of the present invention provides a computer program product
  • the computer program product includes a computer program stored on a non-volatile computer-readable storage medium
  • the computer program includes program instructions, when the program instructions are executed by a computer
  • the computer is caused to execute the aircraft battery monitoring method as described above.
  • the steps 401 to 403 of the method in Fig. 4 described above are executed to realize the functions of the modules 701-705 in Fig. 7.
  • the embodiment of the present invention provides a non-volatile computer-readable storage medium, the computer-readable storage medium stores computer-executable instructions, and the computer-executable instructions are used to make a computer execute the above-mentioned aircraft battery monitoring method. For example, the steps 401 to 403 of the method in Fig. 4 described above are executed to realize the functions of the modules 701-705 in Fig. 7.
  • FIG. 9 is a schematic diagram of an aircraft provided by an embodiment of the present invention.
  • the aircraft 90 includes a fuselage (not shown), a battery 91 and a flight control system 92. Wherein, the flight control system 92 and the battery 91 are arranged on the fuselage, and the battery 91 and the flight control system 92 are connected.
  • the battery 91 may be the battery 80 described above.
  • a communication connection is established between the battery 91 and the flight control system 92, so that the battery 91 sends a status indicator to the flight control system 92, and the flight control system 92 performs a pressure difference state based on the battery pressure difference state corresponding to the status indicator Prompt, and control the aircraft 90 to fly based on the flight control strategy corresponding to the status indicator.
  • the aircraft 90 includes, but is not limited to, unmanned aerial vehicles or unmanned ships.
  • the specific structure of the aircraft 90 can refer to the structure of the aforementioned drone 100'.
  • the battery 91 can be used to monitor the battery pressure difference of the aircraft in advance to give an identification of the corresponding battery pressure difference status and flight control strategy, so as to control the aircraft based on the identification. In this way, the requirements for the user's flying skills and flight experience can be reduced, and the time for manual judgment can be saved to improve the accuracy of judgment, thereby effectively reducing the risk of aircraft bombing and improving the safety of the aircraft.
  • modules described as separate components may or may not be physically separated, and the components displayed as modules may or may not be physically separate. Modules can be located in one place or distributed to multiple network modules. Some or all of the modules can be selected according to actual needs to achieve the objectives of the solutions of the embodiments.
  • each embodiment can be implemented by means of software plus a general hardware platform, and of course, it can also be implemented by hardware.
  • a person of ordinary skill in the art can understand that all or part of the processes in the method of the embodiments can be implemented by a computer program instructing relevant hardware.
  • the program can be stored in a computer readable storage medium. At this time, it may include the flow of the embodiment of each method as described.
  • the storage medium may be a read-only memory (Read-Only Memory, ROM) or a random access memory (Random Access Memory, RAM), etc.

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Abstract

，一种飞行器（100）电池监控方法、装置、电池及飞行器（100），该方法包括：获取电池（10）的电性能参数，其中，电性能参数包括电池循环次数、电池中电芯的最低电压和电池中电芯的压差中的至少一种；根据电性能参数确定状态标识，状态标识用于标识电池压差状态及与状态标识对应的飞行器（100）的飞行控制策略；基于状态标识所对应的电池压差状态进行压差状态提示，及基于状态标识所对应的飞行控制策略控制飞行器（100）飞行。通过该方法既可以降低对用户的飞行技巧及飞行经验的要求，又可以节约人工判断时间及提高判断准确性，有效降低飞行器（100）炸机的风险，提高飞行器（100）的安全性。

Description

一种飞行器电池监控方法、装置、电池及飞行器 技术领域
本发明实施例涉及飞行器技术领域，尤其涉及一种飞行器电池监控方法、装置、电池及飞行器。
背景技术
随着科技的进步及飞行技术的发展，飞行器被广泛应用于各个领域。例如，以无人机为例，其使用范围已经扩宽到军事、科研、民用三大领域，具体在电力通信、气象、农业、海洋、勘探、摄影、搜救、防灾减灾、农作物估产、缉毒缉私、边境巡逻、治安反恐等领域应用甚广。其中，飞行器(如无人机)作为一种对安全性要求比较高的产品，其安全性能是评价其整体性能的重要指标。而电池作为飞行器运行的必要部件及影响飞行器安全的重要因素，在飞行器安全设计中显得尤为重要。
由于飞行器通常功率大，因此，飞行器的电池一般采用多个电芯组合连接(如多个电芯串联)的结构以满足功率需要。而这种结构要求电池的各级电芯性能保持一致，否则只要有一节电芯性能下降就会影响整个电池的安全性能，是一个典型的木桶效应。
但是在电池的实际生产中，很难能保证电池的每级的电芯性能一样。并且，即使生产出来的电池的电芯一致性很高，但是电池在使用的过程中由于老化程度不均、受热不均、受到外力损伤等原因也会导致电池的电芯性能不一致。而电池的电芯性能不一致通常会导致供电异常，给飞行器带来很大的安全隐患，甚至会导致飞行器发生炸机事故。针对飞行器电池的电芯性能不一致的问题，通常是通过监控飞行器电池压差来实现的。
目前对于监控飞行器电池压差的方式通常是：检测电池压差给出一个提示，而给出该提示后一般都还是需要用户根据自己的飞行技巧及飞行经验进行相应的处理，以在飞行器电池的电芯性能不一致时防止飞行器炸机，提高飞行器的安全性。这种方式一方面对用户的飞行技巧及飞 行经验要求较高；另一方面，由于需要通过人工判断既耗时又存在很高的误判风险，如果不及时处理或判断有误就有可能导致炸机事故。
发明内容
本发明的主要目的在于提供一种飞行器电池监控方法、装置、电池及飞行器，既可以降低对用户的飞行技巧及飞行经验的要求，又可以节约人工判断时间及提高判断准确性，有效降低飞行器炸机的风险，提高飞行器的安全性。
本发明实施例公开了如下技术方案：
第一方面，本发明实施例提供了一种飞行器电池监控方法，所述方法包括：
获取所述电池的电性能参数，其中，所述电性能参数包括电池循环次数、所述电池中电芯的最低电压和所述电池中电芯的压差中的至少一种；
根据所述电性能参数确定状态标识，所述状态标识用于标识电池压差状态及与所述状态标识对应的所述飞行器的飞行控制策略；
基于所述状态标识所对应的电池压差状态进行压差状态提示，及基于所述状态标识所对应的飞行控制策略控制所述飞行器飞行。
可选的，所述根据所述电性能参数确定状态标识，包括：
根据所述电池中电芯的最低电压所处的电压范围，确定所述状态标识。
可选的，所述状态标识包括：第一类型状态标识和第二类型状态标识；
其中，所述第一类型状态标识用于表征电池压差过大，所述飞行器的飞行控制策略为进行飞行提示或调整飞行器的飞行功率；
所述第二类型状态标识用于表征电池压差过大，所述飞行器的飞行控制策略为调整所述飞行器的飞行状态参数；
其中，所述飞行状态参数用于控制所述飞行器进行返航或迫降。
可选的，所述根据所述电池中电芯的最低电压所处的电压范围，确定所述状态标识，包括：
当所述电池中电芯的最低电压大于第一预设电压阈值时，且检测到所述电池循环次数及所述电池的电芯压差满足预设条件，则确定所述状态标识为第一类型状态标识；
当所述电池中电芯的最低电压小于或等于第一预设电压阈值且大于第二预设电压阈值时，且检测到所述电池循环次数及所述电池的电芯压差满足预设条件，则确定所述状态标识为第二类型状态标识。
可选的，当所述状态标识确定为第一类型状态标识时，所述第一类型状态标识包括：第一状态标识和第二状态标识；
当所述状态标识确定为第二类型状态标识时，所述第二类型状态标识包括：第三状态标识和第四状态标识；
其中，所述第一状态标识所对应的飞行控制策略为进行谨慎飞行提示，所述第二状态标识所对应的飞行控制策略为调整飞行器的飞行功率，所述第三状态标识所对应的飞行控制策略为进行返航，所述第四状态标识所对应的飞行控制策略为进行迫降。
可选的，所述预设条件包括：第一预设条件、第二预设条件、第三预设条件、第四预设条件和第五预设条件；
所述第一预设条件为电池循环次数大于第一次数阈值且小于或等于第二次数阈值，并且，电池的电芯压差大于第一压差阈值；
所述第二预设条件为电池循环次数大于第二次数阈值且小于或等于第三次数阈值，并且，电池的电芯压差大于第二压差阈值；
所述第三预设条件为电池循环次数大于第三次数阈值且小于或等于第四次数阈值，并且，电池的电芯压差大于第三压差阈值；
所述第四预设条件为电池循环次数大于第四次数阈值且小于或等于第五次数阈值，并且，电池的电芯压差大于第四压差阈值；
所述第五预设条件为电池循环次数大于第五次数阈值，并且，电池的电芯压差大于第五压差阈值。
可选的，各个预设条件中的压差阈值与对应的次数阈值相关，其中，压差阈值越大所对应的次数阈值越大。
可选的，所述当所述电池中电芯的最低电压大于第一预设电压阈值时，且检测到所述电池循环次数及所述电池的电芯压差满足预设条件，则确定所述状态标识为第一类型状态标识，包括：
当所述电池中电芯的最低电压大于第一预设电压阈值，且所述电池循环次数及所述电池的电芯压差满足所述第一预设条件、第二预设条件或第三预设条件中的任意一个时，则确定所述状态标识为第一状态标识；
当所述电池中电芯的最低电压大于第一预设电压阈值，且所述电池循环次数及所述电池的电芯压差满足所述第四预设条件或第五预设条 件中的任意一个时，则确定所述状态标识为第二状态标识。
可选的，所述当所述电池中电芯的最低电压小于或等于第一预设电压阈值且大于第二预设电压阈值时，且检测到所述电池循环次数及所述电池的电芯压差满足预设条件，则确定所述状态标识为第二类型状态标识，包括：
当所述电池中电芯的最低电压小于或等于第一预设电压阈值且大于第二预设电压阈值，且所述电池循环次数及所述电池的电芯压差满足所述第一预设条件、第二预设条件或第三预设条件中的任意一个时，确定所述状态标识为第三状态标识；
当所述电池中电芯的最低电压小于或等于第一预设电压阈值且大于第二预设电压阈值，且所述电池循环次数及所述电池的电芯压差满足所述第四预设条件或第五预设条件中的任意一个时，确定所述状态标识为第四状态标识。
可选的，在根据所述电性能参数确定状态标识之前，所述方法还包括：
获取所述电池的放电状态参数；
检测所述电池的放电状态参数是否满足所述飞行器的飞行条件；
则，所述根据所述电性能参数确定状态标识，包括：
当检测到所述电池的放电状态参数满足所述飞行器的飞行条件时，根据所述电性能参数确定状态标识。
可选的，所述放电状态参数包括：电池中电芯的最低电压和电池的放电电流。
可选的，当检测到所述电池的放电状态参数满足所述飞行器的飞行条件时，根据所述电性能参数确定状态标识，包括：
当检测到所述电池中电芯的最低电压大于第二预设电压阈值且所述电池的放电电流大于预设电流阈值时，根据所述电性能参数确定状态标识。
可选的，所述基于所述状态标识所对应的电池压差状态进行提示，及基于所述状态标识所对应的飞行控制策略控制所述飞行器飞行，包括：
将所述状态标识输出至所述飞行器的飞行控制系统或遥控设备，以使所述飞行控制系统或所述遥控设备根据所述状态标识所对应的电池压差状态进行压差状态提示，及基于所述状态标识所对应的飞行控制策略控制所述飞行器飞行。
第二方面，本发明实施例还提供了一种飞行器电池监控装置，所述装置包括：
电性能参数获取模块，用于获取所述电池的电性能参数，其中，所述电性能参数包括电池循环次数、所述电池中电芯的最低电压和所述电池中电芯的压差中的至少一种；
状态标识确定模块，用于根据所述电性能参数确定状态标识，所述状态标识用于标识电池压差状态及与所述状态标识对应的所述飞行器的飞行控制策略；
控制模块，用于基于所述状态标识所对应的电池压差状态进行压差状态提示，及基于所述状态标识所对应的飞行控制策略控制所述飞行器飞行。
可选的，所述状态标识确定模块具体用于：
根据所述电池中电芯的最低电压所处的电压范围，确定所述状态标识。
可选的，所述状态标识包括：第一类型状态标识和第二类型状态标识；
其中，所述第一类型状态标识用于表征电池压差过大，所述飞行器的飞行控制策略为进行飞行提示或调整飞行器的飞行功率；
所述第二类型状态标识用于表征电池压差过大，所述飞行器的飞行控制策略为调整所述飞行器的飞行状态参数；
其中，所述飞行状态参数用于控制所述飞行器进行返航或迫降。
可选的，所述状态标识确定模块具体用于：
当所述电池中电芯的最低电压大于第一预设电压阈值时，且检测到所述电池循环次数及所述电池的电芯压差满足预设条件，则确定所述状态标识为第一类型状态标识；
当所述电池中电芯的最低电压小于或等于第一预设电压阈值且大于第二预设电压阈值时，且检测到所述电池循环次数及所述电池的电芯压差满足预设条件，则确定所述状态标识为第二类型状态标识。
可选的，当所述状态标识确定模块确定所述状态标识为第一类型状态标识时，所述第一类型状态标识包括：第一状态标识和第二状态标识；
当所述状态标识确定模块确定所述状态标识为第二类型状态标识时，所述第二类型状态标识包括：第三状态标识和第四状态标识；
其中，所述第一状态标识所对应的飞行控制策略为进行谨慎飞行提 示，所述第二状态标识所对应的飞行控制策略为调整飞行器的飞行功率，所述第三状态标识所对应的飞行控制策略为进行返航，所述第四状态标识所对应的飞行控制策略为进行迫降。
可选的，所述预设条件包括：第一预设条件、第二预设条件、第三预设条件、第四预设条件和第五预设条件；
所述第一预设条件为电池循环次数大于第一次数阈值且小于或等于第二次数阈值，并且，电池的电芯压差大于第一压差阈值；
所述第二预设条件为电池循环次数大于第二次数阈值且小于或等于第三次数阈值，并且，电池的电芯压差大于第二压差阈值；
所述第三预设条件为电池循环次数大于第三次数阈值且小于或等于第四次数阈值，并且，电池的电芯压差大于第三压差阈值；
所述第四预设条件为电池循环次数大于第四次数阈值且小于或等于第五次数阈值，并且，电池的电芯压差大于第四压差阈值；
所述第五预设条件为电池循环次数大于第五次数阈值，并且，电池的电芯压差大于第五压差阈值。
可选的，各个预设条件中的压差阈值与对应的次数阈值相关，其中，压差阈值越大所对应的次数阈值越大。
可选的，所述状态标识确定模块若检测到所述电池中电芯的最低电压大于第一预设电压阈值时，且检测到所述电池循环次数及所述电池的电芯压差满足预设条件，则确定所述状态标识为第一类型状态标识，包括：
当所述电池中电芯的最低电压大于第一预设电压阈值，且所述电池循环次数及所述电池的电芯压差满足所述第一预设条件、第二预设条件或第三预设条件中的任意一个时，则确定所述状态标识为第一状态标识；
当所述电池中电芯的最低电压大于第一预设电压阈值，且所述电池循环次数及所述电池的电芯压差满足所述第四预设条件或第五预设条件中的任意一个时，则确定所述状态标识为第二状态标识。
可选的，所述状态标识确定模块若所述电池中电芯的最低电压小于或等于第一预设电压阈值且大于第二预设电压阈值时，且检测到所述电池循环次数及所述电池的电芯压差满足预设条件，则确定所述状态标识为第二类型状态标识，包括：
当所述电池中电芯的最低电压小于或等于第一预设电压阈值且大于第二预设电压阈值，且所述电池循环次数及所述电池的电芯压差满足 所述第一预设条件、第二预设条件或第三预设条件中的任意一个时，确定所述状态标识为第三状态标识；
当所述电池中电芯的最低电压小于或等于第一预设电压阈值且大于第二预设电压阈值，且所述电池循环次数及所述电池的电芯压差满足所述第四预设条件或第五预设条件中的任意一个时，确定所述状态标识为第四状态标识。
可选的，所述装置还包括：
放电状态参数获取模块，用于获取所述电池的放电状态参数；
飞行检测模块，用于检测所述电池的放电状态参数是否满足所述飞行器的飞行条件；
则，所述状态标识确定模块具体用于：
当所述飞行检测模块检测到所述电池的放电状态参数满足所述飞行器的飞行条件时，根据所述电性能参数确定状态标识。
可选的，所述放电状态参数包括：电池中电芯的最低电压和电池的放电电流。
可选的，所述状态标识确定模块具体用于：
当所述飞行检测模块检测到所述电池中电芯的最低电压大于第二预设电压阈值且所述电池的放电电流大于预设电流阈值时，根据所述电性能参数确定状态标识。
可选的，所述控制模块具体用于：
将所述状态标识输出至所述飞行器的飞行控制系统或遥控设备，以使所述飞行控制系统或所述遥控设备根据所述状态标识所对应的电池压差状态进行压差状态提示，及基于所述状态标识所对应的飞行控制策略控制所述飞行器飞行。
第三方面，本发明实施例还提供了一种电池，包括：
电芯组，包括至少两个串联和/或并联的电芯；
至少一个处理器，与所述电芯组连接；以及
与所述至少一个处理器通信连接的存储器；
其中，所述存储器存储有可被所述至少一个处理器执行的指令，所述指令被所述至少一个处理器执行，以使所述至少一个处理器能够执行如上所述的飞行器电池监控方法。
第四方面，本发明实施例还提供了一种计算机程序产品，所述计算机程序产品包括存储在非易失性计算机可读存储介质上的计算机程序， 所述计算机程序包括程序指令，当所述程序指令被计算机执行时，使所述计算机执行如上所述的飞行器电池监控方法。
第五方面，本发明实施例还提供了一种非易失性计算机可读存储介质，所述计算机可读存储介质存储有计算机可执行指令，所述计算机可执行指令用于使计算机执行如上所述的飞行器电池监控方法。
第六方面，本发明实施例还提供了一种飞行器，机身、飞行控制系统及电池，所述飞行控制系统和所述电池设置于所述机身，所述电池为如上所述的电池，所述电池与所述飞行控制系统连接，以将状态标识发送至所述飞行控制系统，所述飞行控制系统根据所述状态标识所对应的电池压差状态进行压差状态提示，及基于所述状态标识所对应的飞行控制策略控制所述飞行器飞行。
本发明实施例提供的飞行器电池监控方法、装置、电池及飞行器，可以在监控飞行器电池压差时实现提前预判以给出相应的电池压差状态及飞行控制策略的标识，以便基于该标识对飞行器进行飞行控制。通过该方式既可以降低对用户的飞行技巧及飞行经验的要求，又可以节约人工判断时间提高判断准确性，从而有效的降低了飞行器炸机的风险，提高飞行器的安全性。
附图说明
一个或多个实施例通过与之对应的附图中的图片进行示例性说明，这些示例性说明并不构成对实施例的限定，附图中具有相同参考数字标号的元件表示为类似的元件，除非有特别申明，附图中的图不构成比例限制。
图1是本发明实施例提供的一种飞行器电池监控方法的应用环境的示意图；
图2是本发明实施例提供的一种无人机的示意图；
图3是本发明实施例提供的一种电池的示意图；
图4是本发明实施例提供的一种飞行器电池监控方法的流程示意图；
图5是本发明实施例提供的飞行器电池监控方法的一种具体实现方式的示意图；
图6是本发明实施例提供的另一种飞行器电池监控方法的流程示意图；
图7是本发明实施例提供的一种飞行器电池监控装置的示意图；
图8是本发明实施例提供的电池的硬件结构示意图；
图9是本发明实施例提供的一种飞行器的示意图。
具体实施方式
为使本发明实施例的目的、技术方案和优点更加清楚，下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。
此外，下面所描述的本发明各个实施方式中所涉及到的技术特征只要彼此之间未构成冲突就可以相互组合。
飞行器作为一种飞行载具，主要用于通过飞行完成指定任务，如飞往指定地点的飞行任务，或者在飞行过程中进行拍摄的拍摄任务等。在飞行器飞行的过程中，飞行器的安全是保证飞行器可完成指定飞行任务或拍摄任务的前提。因此，对于飞行器而言，其安全性能是评价其整体性能的重要指标。
而飞行器的电池作为飞行器运行的必要部件及飞行器安全的核心，其正常运行是确保飞行器可安全飞行的首要前提。若飞行器的电池运行异常将很可能影响飞行器的飞行，甚至导致飞行器发生炸机事故，给用户造成很大财产损失。
对于飞行器的电池而言，由于通常飞行器的功率较大，因此，飞行器的电池一般采用多个电芯组合连接(如多个电芯串联)的结构以满足功率需要。而这种结构要求电池的各级电芯性能保持一致，否则只要有一节电芯性能下降就会影响整个电池的安全性能，是一个典型的木桶效应。
但是在电池的实际生产中，很难能保证电池的每级的电芯性能一样。并且，即使生产出来的电池的电芯一致性很高，但是电池在使用的过程中由于老化程度不均、受热不均、受到外力损伤等原因也会导致电池的电芯性能不一致。而电池的电芯性能不一致是导致电池运行或供电异常的一个常见的原因。其中，电池的电芯性能不一致主要体现为在电池为飞行器供电的过程中，电池的电芯压差过大。
若在电池的应用中，出现电池的电芯压差过大的情况，可以会造成整个电池的充放电不良，从而使电池的寿命缩短，影响整个飞行器的飞 行，给飞行器的飞行带来很大的安全隐患。
因此，为了确保飞行器的电池的正常供电，提高飞行器的安全性，通常会对飞行器的电池压差进行监控。
目前对于监控飞行器电池压差的方式通常是：
1、检测电池压差并给出一个提示，而给出该提示后一般都还是需要用户根据自己的飞行技巧及飞行经验进行相应的处理，以在飞行器电池的电芯性能不一致时防止飞行器炸机，提高飞行器的安全性。
2、检测电池压差并修改电量算法。
对于上述第一种方式，一方面对用户的飞行技巧及飞行经验要求较高，而对于新手而言，很难在出现电池压差过大时采取合适的方式进行处理，存在很高的飞行器炸机风险；另一方面，由于需要通过人工判断，这既耗时又存在很高的误判风险，如果不及时处理或判断有误就有可能导致炸机事故，尤其是针对低电量的电池，在电池压差过大时若不及时处理就有可能导使得飞行器炸机。
对于上述第二种方式，修改电量算法的方式操作起来比较复杂，还并且，也存在计算不准确的问题，修改有误的情况。尤其是电池电量突变的时候能调整电量的时间很少，如果不及时、正确处理就有可能导致飞行器发生炸机事故。
基于此，本发明实施例提供一种飞行器电池监控方法、装置、电池及飞行器，可以在监控飞行器电池压差时实现提前预判以给出相应的电池压差状态及飞行控制策略的标识，以便基于该标识对飞行器进行飞行控制。
通过该方式既可以降低对用户的飞行技巧及飞行经验的要求，又可以节约人工判断时间提高判断准确性，从而有效的降低了飞行器炸机的风险，提高飞行器的安全性。并且，操作简单，只需基于状态标识所对应的飞行控制策略控制所述飞行器的飞行即可，可避免修改电量算法的复杂操作。
下面结合附图，对本发明实施例作进一步阐述。
图1为本发明实施例提供的飞行器电池监控方法的其中一种应用环境的示意图。其中，该应用环境中包括：飞行器100和遥控设备200。该飞行器100与遥控设备200连接。其连接可以为通信连接，如飞行器100与遥控设备200通过Wifi模块或蓝牙模块等无线通信模块建立通信连接。
在一些实施例中，飞行器100与遥控设备200还可通过有线通信模块建立通信连接。
通过该通信连接以实现飞行器100与遥控设备200之间的数据或信息等的交互。例如，飞行器100将飞行器100的飞行信息发送给遥控设备200，如飞行器100的飞行速度、姿态信息等；或者遥控设备200将用于控制飞行器100的飞行的指令发送给飞行器100，以控制飞行器100等。
其中，飞行器100可以为任何类型的飞行设备。例如，无人机(Unmanned Aerial Vehicle，UAV)、无人船或其它可移动装置等等。以下对本发明的描述使用无人机作为飞行器的示例。对于本领域技术人员将会显而易见的是，可以不受限制地使用其他类型的飞行器。
其中，无人机是由遥控设备或自备程序控制装置操纵，带任务载荷的不载人航空器。该无人机可以为各种类型的无人机，例如，无人机可以是小型的无人机。
在某些实施例中，无人机可以是旋翼飞行器(rotorcraft)，例如，由多个推动装置通过空气推动的多旋翼飞行器，本发明的实施例并不限于此，无人机也可以是其它类型的无人机或可移动装置，如固定翼无人机、无人飞艇、伞翼无人机、扑翼无人机等等。
下面以无人机为例对飞行器进行具体描述。
请参阅图2，为本发明实施例提供的无人机的示意图。其中，该无人机100'包括：机身(图未示)、电池10、飞行控制系统20以及动力系统30。
其中，电池10、飞行控制系统20及动力系统30均设置于机身内。电池10与飞行控制系统20及动力系统30连接。该连接可以包括电连接及通信连接。其中，通过电池10与飞行控制系统20及动力系统30的电连接以便为飞行控制系统20及动力系统30提供电力，从而保证无人机100'完成指定的飞行任务。通过电池10与飞行控制系统20及动力系统30的通信连接以实现数据或信息的交互。
此外，飞行控制系统20还与遥控设备200通信连接，以便实现与遥控设备200的数据或信息的交互。
机身可以包括中心架以及与中心架连接的一个或多个机臂，一个或多个机臂呈辐射状从中心架延伸出。该机臂的数量可以为2个、4个、6个等等。也即，机臂的数量在此不受限制。其中，一个或多个机臂用于 承载动力系统30。
电池10为一种将化学能直接转化成电能的装置，电池10在充电时利用外部的电能使内部活性物质再生，把电能储存为化学能；在放电时，把化学能转换为电能输出，以为无人机100'的飞行控制系统20或动力系统30提供电力以保证无人机100'的飞行。
对于无人机100'而言，其主要是通过飞行以完成各种任务，例如完成航拍、巡线、勘测、计量、货物运送等等任务。在无人机100'进行飞行时，其功率通常是较大，因此，为了满足无人机100'的飞行的功率需要，无人机100'的电池10可以包括若干个电芯，其中，若干个电芯可以串联。
在一些其他实施例中，若干个电芯还可以并联的。
对于由若干个电芯组合而成的电池10而言，为了确保电池的正常供电，保证无人机100'的飞行安全，要求电池10的各级电芯性能保持一致。其中，电池的电芯性能不一致主要体现为在电池10为无人机100'供电的过程中，电池10的电芯压差过大。而若在电池10的应用中，出现电池10的电芯压差过大的情况，可以会造成整个电池10的充放电不良，从而使电池10的寿命缩短，影响无人机100'的飞行，给无人机100'的飞行带来很大的安全隐患。
基于此，本发明实施例中的电池10对电池压差状态进行监控，具体的，可以在监控无人机100'电池压差时实现提前预判以基于电池的电性能参数给出相应的电池压差状态及飞行控制策略的标识。并可将该标识发送给飞行控制系统20，以便飞行控制系统20基于该标识对无人机100'进行飞行控制。
通过该方式既可以降低对用户的飞行技巧及飞行经验的要求，又可以节约人工判断时间提高判断准确性，从而有效的降低了无人机100'炸机的风险，提高无人机100'的安全性。
在一些实现方式中，如图3所示，电池10包括：若干个电芯110、电量计120以及微处理器130。其中，若干个电芯110与电量计120以及微处理器130连接，并且，电量计120与微处理器130连接。
若干个电芯110中包含一个或者多个电芯，所述一个或者多个电芯以任何形式排列形成电芯组，如串联，用于为无人机100'的各系统如飞行控制系统20提供直流电源。若干个电芯110可以根据实际情况，具有相应的容量、体积大小或者封装形式。若干个电芯110可以在受控的 情况下放电或者充电，模拟正常的工作运行情况。
电量计120可以是任何类型或者品牌的电量计量系统或芯片，通过采集相应的数据来计算确定电池10的电性能参数，如电池循环次数、若干个电芯110中的电压最低的电芯的电压、若干个电芯110的压差等。电量计120可以运行有一种或者多种合适的软件程序，记录数据并基于这些数据进行运算。
电量计120与若干个电芯110之间建立有必要的电连接(该电连接，可以是通过相关电性能参数采集电路形成的间接连接，如电流采样电路，电压采样电路，温度采样电路等)，电量计120通过这些电连接采集、获取电池10的数据以确定电池10的电量、电流、电压、电池循环次数等电性能参数。
电量计120具有放电、充电、睡眠、深度睡眠等模式。其中，只要电池没有充电电流、没有放电电流，电量计120便会自动进入睡眠模式，这时电池的其他部分模块(比如微处理器130)还在正常供电状态，这种模式的恢复速度快。而电量计120进入深度睡眠模式则需要微处理器130向其发送指令。
微处理器130与电量计120之间通信连接，微处理器130可以根据电量计120所计算确定的相关电性能参数得到对应的状态标识。例如，当微处理器130根据电量计120传输的电性能参数确定电池压差过大时，便会输出电池压差过大的状态标识，以进行提示，以便用户基于该状态标识执行相应的操作。需要说明的是，该电池10可以为任何合适的电池，如锂电池、镍镉电池或其它蓄电池等等。
飞行控制系统20为无人机100'的飞行的主控系统，’其具备对无人机100'的飞行和任务进行监控和操纵的能力，包含对无人机100'的发射和回收控制的一组设备。飞行控制系统20用于实现对无人机100'的飞行的控制。
其中，飞行控制系统20可以包括飞行控制器和传感系统。其中，飞行控制器和传感系统通信连接，以便进行数据或信息的传输。
传感系统用于测量无人机100'及无人机100'的各个部件的位置和状态信息等等，如三维位置、三维角度、三维速度、三维加速度和三维角速度、飞行高度等等。例如，在无人机100'飞行时，可以通过传感系统实时获取无人机100'当前的飞行信息，以便实时确定无人机100'所处的飞行状态。
传感系统例如可以包括红外传感器、声波传感器、陀螺仪、电子罗盘、惯性测量单元(Inertial Measurement Unit，IMU)、视觉传感器、全球导航卫星系统和气压计等传感器中的至少一种。例如，全球导航卫星系统可以是全球定位系统(Global Positioning System，GPS)。通过IMU可以测量无人机100'的飞行过程中的姿态参数，通过红外传感器或声波传感器可以测量无人机100'的飞行高度等等。
飞行控制器用于控制无人机100'的飞行。并且，在无人机100'飞行的过程中，通过控制电池10为飞行控制器提供电力，以便保证飞行控制器的正常工作，如控制无人机100'的飞行以及控制电池10为动力系统30供电等等。
可以理解的是，飞行控制器可以按照预先编好的程序指令对无人机100'进行控制，也可以通过响应来自其它设备的一个或多个控制指令对无人机100'进行控制。
例如，当飞行控制器20接收到电池10发送的电池压差状态及飞行控制策略的标识后，读取该标识，并基于该标识采取相应的飞行控制策略控制无人机100'飞行；或者，飞行控制器20接收到电池10发送的电池压差状态及飞行控制策略的标识后，读取该标识，并将该标识发送给遥控设备200，以便用户基于该标志进行相应的操作，遥控设备200接收该用户操作后生成相应的控制指令，并将该控制指令发送给飞行控制器，以实现无人机100'的飞行控制。
动力系统30可以包括电子调速器(简称为电调)、一个或多个螺旋桨以及与一个或多个螺旋桨相对应的一个或多个第一电机。
其中，第一电机连接在电子调速器与螺旋桨之间，第一电机和螺旋桨设置在对应的机臂上。第一电机用于驱动螺旋桨旋转，从而为无人机100'的飞行提供动力，该动力使得无人机100'能够实现一个或多个自由度的运动，如前后运动、上下运动等等。在一些实施例中，无人机100'可以围绕一个或多个旋转轴旋转。例如，上述旋转轴可以包括横滚轴、平移轴和俯仰轴。
可以理解的是，第一电机可以是直流电机，也可以交流电机。另外，第一电机可以是无刷电机，也可以有刷电机。
电子调速器用于接收飞控模块产生的驱动信号，并根据驱动信号提供驱动电流给第一电机，以控制第一电机的转速，从而控制无人机100'的飞行。
为了完成航拍等拍摄任务，无人机100'还可以包括：拍摄组件40。该拍摄组件40安装于机身，例如，安装于机身的中心架。并且，该拍摄组件40与电池10及飞行控制系统20连接。
其中，拍摄组件40包括：云台410及图像采集装置420。
其中，云台410可以包括云台电调和第二电机。云台410用于搭载图像采集装置420。飞行控制器可以通过云台电调控制第二电机以控制云台410的运动。可选地，在一些其它实施例中，云台410还可以包括控制器，用于通过控制云台电调和第二电机来控制云台410的运动。
可以理解的是，云台410可以独立于无人机100'，也可以为无人机100'的一部分。可以理解的是，第二电机可以是直流电机，也可以交流电机。
另外，第二电机可以是无刷电机，也可以有刷电机。还可以理解的是，云台410可以位于机身的顶部，也可以位于机身的底部。
图像采集装置420可以是照相机或摄像机等用于采集图像的装置，图像采集装置420可以与飞行控制系统20通信，并在飞行控制系统20的控制下进行拍摄，以完成指定的拍摄任务。可以理解的是，上述对于无人机100'的各组成部分的命名仅是出于标识的目的，并不应理解为对本发明的实施例的限制。
遥控设备200与无人机100'的飞行控制器20连接，以控制无人机100'。遥控设备200为受地(舰)面或空中平台上的遥控单元，通过发送控制指令给飞行控制器20以控制无人机100'的飞行。
并且，遥控设备200还可以接收飞行控制器20发送的数据或信息，如接收飞行控制器20发送的用于标识电池压差状态及无人机100'的飞行控制策略的状态标识。此外，遥控设备200还可以将接收到的该状态标识进行显示，以提示用户，以便于用户根据该状态标识进行相应的操作来控制无人机100'的飞行。
例如，遥控设备200接收到的状态标识所指示的飞行控制策略为进行返航时，将该状态标识进行显示，以提示用户控制无人机100'返航，以便于用户进行返航的控制操作，遥控设备200接收到该操作后便可生成用于控制无人机100'返航的控制指令，并将该控制指令发送给飞行控制器20，从而实现无人机100'的返航。
需要说明的是该遥控设备200可以是任何合适的遥控装置。例如，该遥控设备200可以为遥控器、智能手机、平板、个人计算机(Personal  Computer，PC)、可穿戴设备等等。
在一些实现方式中，该遥控设备200包括：输入装置及输出装置。
该输入装置用于接收用户操作，并基于用户输入操作生成控制指令，其中，该用户输入操作用于控制无人机100'的飞行。例如，当用户进行点击输入装置上的返航按钮时，遥控设备200通过其输入装置接收用户操作，以生成用于控制无人机100'返航的控制指令，并将该控制指令发送给无人机100'，从而实现无人机100'的返航。
其中，该输入装置可以为任何合适的输入设备，如键盘、鼠标、扫描仪、光笔、触摸屏、按键等。
输出装置用于显示状态标识所对应的电池压差状态以及飞行控制策略。例如，通过该输出装置显示电池压差过大，提示用户谨慎飞行等。
其中，该输出装置是一种人机接口设备，其可以为任何合适的输出设备，如显示屏、显示面板等。
需要说明的是，本发明实施例提供的飞行器电池监控方法还可以进一步的拓展到其他合适的应用环境中，而不限于图1中所示的应用环境。例如，在实际应用的过程中，该应用环境中的飞行器100还可以为其他任何合适的飞行器，如无人船等。并且，在其他应用环境中，遥控设备200的数量可以更多或更少，例如，3个、4个等等，也即，遥控设备200的数量在此不予限定。
此外，在一些其他应用环境中，还可以不包含遥控设备200。当其应用环境中不包含遥控设备200时，飞行控制器20可以直接根据所述状态标识所对应的飞行控制策略控制所述飞行器飞行。
例如，当电池10检测到电池压差过大需控制无人机100'停止飞行，电池10将该用于标识电池压差过大及飞行控制策略为进行迫降的状态标识发送给飞行控制器20，飞行控制器20根据该状态标识控制无人机100'进行迫降。
下面对本发明实施例提供的飞行器电池监控方法、装置、电池、飞行器进行详细阐述。
实施例1：
图4为本发明实施例提供的一种飞行器电池监控方法的流程示意图。所述飞行器电池监控方法可应用于对各种类型的飞行器的电池的监控，如无人机、无人船或其它可移动装置等等。该飞行器电池监控方法可由 任何合适类型的电池执行，如图2中的电池10。
参照图4，所述飞行器电池监控方法包括：
401：获取所述电池的电性能参数。
该电池包括至少两个电芯，至少两个电芯中的电芯可以串联。在一些其他实施例中，至少两个电芯中的电芯也可以并联。
其中，所述电性能参数包括电池循环次数、所述电池中电芯的最低电压和所述电池中电芯的压差中的至少一种。
该电池循环次数是指电池一个完整的充放电周期。当电池就完成了一个充电周期后，电池循环次数就会加1。电池循环充电即一个完整的充放电周期，如使用(放电)的电量达到电池容量的100％。
例如，假如第一天电池使用了75％的电量，然后晚上将电池充满到100％的电量，第二天电池再使用25％的电量，那就为一次完整的放电过程(使100％的电量)，这样累计下来才算是完成一个充电周期，也就是一次电池充电循环。
换而言之，电池循环次数并不代表着充电次数，电池循环次数多的产品必定用了很多次，但电池循环次数少的产品不代表着使用次数少。比如说店铺的展示机，一天到晚都会插着电源，很难完成一次完整的充电循环，电池循环次数自然少。而使用次数越高，必然电池的老化程度越严重，也即，电池循环次数越高，体现电池老化程度严重。而电池老化程度是影响电芯性能不一致的重要因素，因此，在对飞行器电池监控以确定电池压差状态及所述飞行器的飞行控制策略时，电池循环次数是需考虑的因素，也即，电池的电性能参数包括有电池循环次数。
电池中电芯的最低电压是指至少两个电芯中电压最低的那节电芯的电压值。例如，假设电池包括电芯A、电芯B、和电芯C，其中，电芯A的电压值为3.5V，电芯B的电压值为3.2V，电芯C的电压值为4.0V，则电池中电芯的最低电压为电芯B的电压值，也即为3.2V。
由于在由至少两个电芯组成的电池中，只要有一节电芯性能下降就会影响整个电池的性能，因此，在对飞行器电池监控以确定电池压差状态及所述飞行器的飞行控制策略时，电池中电芯的最低电压也是需考虑的因素，也即，电池的电性能参数还可以包括有电池中电芯的最低电压。
电池的电芯压差是指至少两个电芯中电压最高的那节电芯的电压值与电压最低的那节电芯的电压值的差值。例如，如上述电芯A、电芯B、和电芯C为例，则电池的电芯压差为电芯C的电压值与电芯B的电 压值的差值，也即为0.8V。
电池的电芯压差是直接反应电池压差状态的参数，因此，在对飞行器电池监控以确定电池压差状态及所述飞行器的飞行控制策略时，电池的电芯压差也是需考虑的因素，也即，电池的电性能参数还可以包括有电池的电芯压差。
在一些实现方式中，电池可以通过其的电量计采集电池的电性能参数，如电池循环次数、电池中电芯的最低电压、电池的电芯压差等，以获取电池的电性能参数。
402：根据所述电性能参数确定状态标识，所述状态标识用于标识电池压差状态及与所述状态标识对应的所述飞行器的飞行控制策略。
在一些实现方式中，电池根据所述电性能参数确定状态标识可以包括：根据所述电池中电芯的最低电压所处的电压范围，确定所述状态标识。例如，电池中电芯的最低电压所处的电压范围不同，所得到的状态标识也不同。
其中，所述状态标识包括但不限于：第一类型状态标识和第二类型状态标识等。
所述第一类型状态标识用于表征电池压差过大，所述飞行器的飞行控制策略为进行飞行提示或调整飞行器的飞行功率。其中，所述飞行功率的调整不改变所述飞行器预设的飞行轨迹。在一些实现方式中，调整飞行器的飞行功率包括：降低电机的功率、降低飞行器的飞行功率。其中，可以通过降低飞行器的飞行速度、关闭飞行器中飞行相关的模块来实现飞行器的飞行功率的降低。通过降低飞行器的飞行功率以限制飞行器的工作功率，以保证电池压差过大时，飞行器的飞行安全。
并且，调整飞行器的飞行功率时，飞行器可以保持原来的飞行轨迹以完成预先设定好的飞行任务，也即调整飞行器的功率时，飞行器的飞行轨迹保持不变。
所述第二类型状态标识用于表征电池压差过大，所述飞行器的飞行控制策略为调整所述飞行器的飞行状态参数。其中，所述飞行状态参数用于控制所述飞行器进行返航或迫降。并且，所述飞行状态参数的调整会改变所述飞行器预设的飞行轨迹。
该飞行状态参数可以包括：用于控制飞行器返航的参数、用于控制飞行器迫降的参数。例如，当飞行状态参数为用于控制飞行器返航的参数，会使得飞行器返航。通过控制飞行器进行返航或迫降，以便在电池 压差过大时保证飞行器安全。
并且，调整所述飞行器的飞行状态参数会使得飞行器不再按照预先设定好的飞行轨迹进行飞行，例如，通过调整飞行状态参数使得飞行器迫降等从而改变预先设定的飞行轨迹，也即调整飞行器的飞行状态参数时，飞行器的飞行轨迹改变。
在一些实现方式中，电池根据所述电池中电芯的最低电压所处的电压范围，确定所述状态标识，包括：
当所述电池中电芯的最低电压大于第一预设电压阈值时，且检测到所述电池循环次数及所述电池的电芯压差满足预设条件，则确定所述状态标识为第一类型状态标识；
当所述电池中电芯的最低电压小于或等于第一预设电压阈值且大于第二预设电压阈值时，且检测到所述电池循环次数及所述电池的电芯压差满足预设条件，则确定所述状态标识为第二类型状态标识。
其中，第一预设电压阈值大于第二预设电压阈值。此外，该第一预设电压阈值、第二预设电压阈值的取值不受限制，该第一预设电压阈值、第二预设电压阈值可根据需要进行设置及调整，以适应各种电池的供电需求。例如，该第一预设电压阈值为3.7V，该第二设电压阈值为3.2V等。
该第一预设电压阈值、第二预设电压阈值可以预先配置于电池的数据库中，并且，对配置于电池的数据库中的第一预设电压阈值、第二预设电压阈值可以根据需要进行调整。
在一些实现方式中，当所述状态标识确定为第一类型状态标识时，所述第一类型状态标识包括但不限于：第一状态标识和第二状态标识。
在一些实现方式中，当所述状态标识确定为第二类型状态标识时，所述第二类型状态标识包括但不限于：第三状态标识和第四状态标识。
其中，所述第一状态标识所对应的飞行控制策略为进行谨慎飞行提示，所述第二状态标识所对应的飞行控制策略为调整飞行器的飞行功率，所述第三状态标识所对应的飞行控制策略为使得飞行器进行返航，所述第四状态标识所对应的飞行控制策略为使得飞行器进行迫降。
并且，上述第一状态标识、第二状态标识、第三状态标识、第四状态标识所对应的电池压差状态均为电池压差过大。
在一些实施例中，所述预设条件包括但不限于：第一预设条件、第二预设条件、第三预设条件、第四预设条件和第五预设条件。
所述第一预设条件为电池循环次数大于第一次数阈值且小于或等于第二次数阈值，并且，电池的电芯压差大于第一压差阈值；
所述第二预设条件为电池循环次数大于第二次数阈值且小于或等于第三次数阈值，并且，电池的电芯压差大于第二压差阈值；
所述第三预设条件为电池循环次数大于第三次数阈值且小于或等于第四次数阈值，并且，电池的电芯压差大于第三压差阈值；
所述第四预设条件为电池循环次数大于第四次数阈值且小于或等于第五次数阈值，并且，电池的电芯压差大于第四压差阈值；
所述第五预设条件为电池循环次数大于第五次数阈值，并且，电池的电芯压差大于第五压差阈值。
上述各次数阈值、压差阈值的取值不受限制，也即各次数阈值、压差阈值可根据需要进行设置及调整，以适应各种电池的供电需求。例如，该第一次数阈值为0、第二次数阈值为50、该第一压差阈值为70mV等。
上述各次数阈值、压差阈值可以预先配置于电池的数据库中，并且，对配置于电池的数据库中的上述各次数阈值、压差阈值可以根据需要进行调整。
其中，各个预设条件中的压差阈值与对应的次数阈值相关。具体的，压差阈值越大所对应的次数阈值越大，也即随着次数阈值增大压差阈值而增大，是由于电池在同样的放电功率下，电池循环次数越多的电池出现压差的值一般越高，因此，当次数阈值增大时，适应性的，压差阈值也增大。
例如，第一预设条件中的第一次数阈值为0，第二次数阈值为50，对应的第一压差阈值为70mV；第二预设条件中的第二次数阈值为50，第三次数阈值为100，对应的第一压差阈值为90mV。
在一些实现方式中，当所述电池中电芯的最低电压大于第一预设电压阈值时，且检测到所述电池循环次数及所述电池的电芯压差满足预设条件，则确定所述状态标识为第一类型状态标识，包括：
当所述电池中电芯的最低电压大于第一预设电压阈值，且所述电池循环次数及所述电池的电芯压差满足所述第一预设条件、第二预设条件或第三预设条件中的任意一个时，则确定所述状态标识为第一状态标识，以便后续基于该第一状态标识显示电池压差过大，以及进行谨慎飞行提示；
当所述电池中电芯的最低电压大于第一预设电压阈值，且所述电池 循环次数及所述电池的电芯压差满足所述第四预设条件或第五预设条件中的任意一个时，则确定所述状态标识为第二状态标识，以便后续基于该第二状态标识显示电池压差过大，以及调整飞行器的飞行功率。例如，将飞行器的最大功率调整为不超过悬停功率的1.5倍，其主要是因为悬停功率是飞行器能够实现飞行的最小功率；
类似的，当所述电池中电芯的最低电压小于或等于第一预设电压阈值且大于第二预设电压阈值时，且检测到所述电池循环次数及所述电池的电芯压差满足预设条件，则确定所述状态标识为第二类型状态标识，包括：
当所述电池中电芯的最低电压小于或等于第一预设电压阈值且大于第二预设电压阈值，且所述电池循环次数及所述电池的电芯压差满足所述第一预设条件、第二预设条件或第三预设条件中的任意一个时，确定所述状态标识为第三状态标识，以便后续基于该第三状态标识显示电池压差过大，以及使得飞行器进行返航；
当所述电池中电芯的最低电压小于或等于第一预设电压阈值且大于第二预设电压阈值，且所述电池循环次数及所述电池的电芯压差满足所述第四预设条件或第五预设条件中的任意一个时，确定所述状态标识为第四状态标识，以便后续基于该第三状态标识显示电池压差过大，以及使得飞行器进行迫降。
下面以图5为例，对通过本实施例所提供的飞行器电池监控方法进行具体说明。
其中，假设第一预设电压阈值为3.7V、第二设电压阈值为3.2V、第一次数阈值为0、第二次数阈值为50、第三次数阈值为100、第四次数阈值为150、第五次数阈值为200、第一压差阈值为70mV、第二压差阈值为90mV、第三压差阈值为110mV、第四压差阈值为140mV以及第五压差阈值为170mV。如图5所示，首先，电池通过电量计等获取电池的电性能参数，其中，包括：电池循环次数、所述电池中电芯的最低电压和所述电池中电芯的压差中的至少一种。然后，电池基于该电性能参数确定状态标识。具体包括如下情况：
1、当电池中电芯的最低电压大于第一预设电压阈值即大于3.7V时，若检测到电池循环次数大于第一次数阈值即大于0且小于或等于第二次数阈值即小于或等于50，并且，电池的电芯压差大于第一压差阈值即大于70mV；或者，电池循环次数大于第二次数阈值即大于50且小于或等 于第三次数阈值即小于或等于100，并且，电池的电芯压差大于第二压差阈值即大于90mV；或者，电池循环次数大于第三次数阈值即大于100且小于或等于第四次数阈值即小于或等于150，并且，电池的电芯压差大于第三压差阈值即大于110mV时，电池确定所述状态标识为第一状态标识，该第一状态标识用于标识电池压差过大，飞行控制策略为进行谨慎飞行提示。
2、当电池中电芯的最低电压大于第一预设电压阈值即大于3.7V时，若检测到电池循环次数大于第四次数阈值即大于150且小于或等于第五次数阈值即小于或等于200，并且，电池的电芯压差大于第四压差阈值即大于140mV；或者，电池循环次数大于第五次数阈值即大于200，并且，电池的电芯压差大于第五压差阈值即大于170mV时，电池确定所述状态标识为第二状态标识，该第二状态标识用于标识电池压差过大，飞行控制策略为调整飞行器的飞行功率，例如，限制飞行器的最大功率不超过悬停功率的N倍，如1.5倍。其中，悬停功率为飞行器能飞行的最小功率。
3、当电池中电芯的最低电压小于或等于第一预设电压阈值且大于第二预设电压阈值即小于或等于3.7V且大于3.2V时，若检测到电池循环次数大于第一次数阈值即大于0且小于或等于第二次数阈值即小于或等于50，并且，电池的电芯压差大于第一压差阈值即大于70mV；或者，电池循环次数大于第二次数阈值即大于50且小于或等于第三次数阈值即小于或等于100，并且，电池的电芯压差大于第二压差阈值即大于90mV；或者，电池循环次数大于第三次数阈值即大于100且小于或等于第四次数阈值即小于或等于150，并且，电池的电芯压差大于第三压差阈值即大于110mV时，电池确定所述状态标识为第三状态标识，该第一状态标识用于标识电池压差过大，飞行控制策略为使得飞行器进行返航。
4、当电池中电芯的最低电压小于或等于第一预设电压阈值且大于第二预设电压阈值即小于或等于3.7V且大于3.2V时，若检测到电池循环次数大于第四次数阈值即大于150且小于或等于第五次数阈值即小于或等于200，并且，电池的电芯压差大于第四压差阈值即大于140mV；或者，电池循环次数大于第五次数阈值即大于200，并且，电池的电芯压差大于第五压差阈值即大于170mV时，电池确定所述状态标识为第四状态标识，该第四状态标识用于标识电池压差过大，飞行控制策略为使得飞行器进行迫降。
403：基于所述状态标识所对应的电池压差状态进行压差状态提示，及基于所述状态标识所对应的飞行控制策略控制所述飞行器飞行。
其中，可以通过电池来控制飞行器的飞行，例如，电池基于该状态标识生成对应的控制指令，并将该控制指令发送给飞行控制系统以控制飞行器的飞行。
在一些其他实施例中，还可以通过除电池外的其他具有逻辑处理能力的设备控制飞行器的飞行。
因此，基于所述状态标识所对应的电池压差状态进行提示，及基于所述状态标识所对应的飞行控制策略控制所述飞行器飞行，可以包括：
将所述状态标识输出至所述飞行器的飞行控制系统或遥控设备，以使所述飞行控制系统或所述遥控设备根据所述状态标识所对应的电池压差状态进行压差状态提示，及基于所述状态标识所对应的飞行控制策略控制所述飞行器飞行。
例如，电池与飞行器的飞行控制系统进行通信，电池将用于标识电池压差过大以及飞行控制策略为进行迫降的状态标识发送给飞行控制系统，飞行控制系统接收到该状态标识后，基于该状态标识生成进行迫降的控制指令，基于该控制指令控制飞行器迫降，从而在电池压差过大时保证飞行器的安全。
或者，飞行控制系统在接收到电池发送的状态标识后，将该状态标识发送给遥控设备(如遥控器、智能终端等)，遥控设备显示该状态标识以提示用户压差过大，以便用户基于该状态标识进行使飞行器迫降的输入操作，遥控器接收到输入操作后生成进行迫降的控制指令，基于该控制指令控制飞行器迫降，从而在电池压差过大时保证飞行器的安全。
在本发明实施例中，可以在监控飞行器电池压差时实现提前预判以给出相应的电池压差状态及飞行控制策略的标识，以便基于该标识对飞行器进行飞行控制。通过该方式既可以降低对用户的飞行技巧及飞行经验的要求，又可以节约人工判断时间提高判断准确性，从而有效的降低了飞行器炸机的风险，提高飞行器的安全性。
实施例2：
图6为本发明实施例提供的另一种飞行器电池监控方法的流程示意图。所述飞行器电池监控方法可应用于对各种类型的飞行器的电池的监控，如无人机、无人船或其它可移动装置等等。该飞行器电池监控方法 可由任何合适类型的电池执行，如图2中的电池10。
参照图6，所述飞行器电池监控方法包括：
601：获取所述电池的电性能参数。
602：获取所述电池的放电状态参数。
其中，所述放电状态参数为电池放电过程中的参数，用于体现电池的供电情况。该放电状态参数包括但不限于：电池中电芯的最低电压和电池的放电电流。
由于电池包括多个电芯，电芯电压确定电池的放电电压，其中电池中电芯的最低电压能很好的反映电池的放电电压，因此，电池中电芯的最低电压及可以作为电池的电性能参数，同时也可以作为电池的放电状态参数。
类似的，电池可以通过电量计获取得到电池的放电状态参数。
603：检测所述电池的放电状态参数是否满足所述飞行器的飞行条件。
在一些实现方式中，飞行器的飞行条件为电池中电芯的最低电压大于第二预设电压阈值且电池的放电电流大于预设电流阈值。也即，当检测到电池中电芯的最低电压大于第二预设电压阈值且电池的放电电流大于预设电流阈值时，表明满足所述飞行器的飞行条件。
需要说明的是，该预设电流阈值可根据需要进行设置及调整，以适应各种电池的供电需求。例如，预设电流阈值为3A等。
604：当检测到所述电池的放电状态满足所述飞行器的飞行条件时，根据所述电性能参数确定状态标识，所述状态标识用于标识电池压差状态及与所述状态标识对应的所述飞行器的飞行控制策略。
在一些实现方式中，当检测到所述电池的放电状态参数满足所述飞行器的飞行条件时，根据所述电性能参数确定状态标识，可以包括：
当检测到所述电池中电芯的最低电压大于第二预设电压阈值且所述电池的放电电流大于预设电流阈值时，根据所述电性能参数确定状态标识。
需要说明的是，本发明实施例中根据所述电性能参数确定状态标识与上述实施例中的根据所述电性能参数确定状态标识相似，在本发明实施例中未详尽描述的技术细节，可参考上述实施例中的具体描述，因此，在此处便不再赘述。
605：基于所述状态标识所对应的电池压差状态进行压差状态提示， 及基于所述状态标识所对应的飞行控制策略控制所述飞行器飞行。
需要说明的是，本发明实施例中的步骤601、步骤605分别与上述实施例中的步骤401、步骤403相似，在本发明实施例中未详尽描述的技术细节，可参考上述实施例中步骤401、步骤403的具体描述，因此，在此处便不再赘述。
需要说明的是，本领域普通技术人员，根据本发明实施例的描述可以理解，在不同实施例中，在不矛盾的情况下，所述步骤601-605可以有不同的执行顺序，例如先执行步骤602，再执行步骤601；或步骤601和步骤602同时执行等。
在本发明实施例中，可以在监控飞行器电池压差时实现提前预判以给出相应的电池压差状态及飞行控制策略的标识，以便基于该标识对飞行器进行飞行控制。通过该方式既可以降低对用户的飞行技巧及飞行经验的要求，又可以节约人工判断时间提高判断准确性，从而有效的降低了飞行器炸机的风险，提高飞行器的安全性。
实施例3：
图7为本发明实施例提供的一种飞行器电池监控装置示意图。其中，所述飞行器电池监控装置70可应用于对各种类型的飞行器的电池的监控，如无人机、无人船或其它可移动装置等等。该飞行器电池监控装置70可配置于任何合适类型的电池中，如配置于图2中的电池10中。
参照图7，所述飞行器电池监控装置70包括：电性能参数获取模块701、放电状态参数获取模块702、飞行检测模块703、状态标识确定模块704以及控制模块705。
其中，电性能参数获取模块701用于获取所述电池的电性能参数。
其中，所述电性能参数包括电池循环次数、所述电池中电芯的最低电压和所述电池中电芯的压差中的至少一种。
在一些实现方式中，电性能参数获取模块701与电量计连接，以接收电量计所采集电池的电性能参数。
放电状态参数获取模块702用于获取所述电池的放电状态参数。
其中，该放电状态参数包括但不限于：电池中电芯的最低电压和电池的放电电流。
类似的，放电状态参数获取模块702可以通过电量计获取得到电池的放电状态参数。
飞行检测模块703用于检测所述电池的放电状态参数是否满足所述飞行器的飞行条件。
其中，飞行器的飞行条件为电池中电芯的最低电压大于第二预设电压阈值且电池的放电电流大于预设电流阈值。也即，当飞行检测模块703检测到电池中电芯的最低电压大于第二预设电压阈值且电池的放电电流大于预设电流阈值时，表明满足所述飞行器的飞行条件。
状态标识确定模块704用于当飞行检测模块703检测到所述电池的放电状态满足所述飞行器的飞行条件时，根据所述电性能参数确定状态标识，所述状态标识用于标识电池压差状态及所述飞行器的飞行控制策略。
在一些实现方式中，状态标识确定模块704具体用于：当检测到所述电池中电芯的最低电压大于第二预设电压阈值且所述电池的放电电流大于预设电流阈值时，根据所述电性能参数确定状态标识。
在一些实现方式中，状态标识确定模块704根据所述电性能参数确定状态标识可以包括：根据所述电池中电芯的最低电压所处的电压范围，确定所述状态标识。例如，电池中电芯的最低电压所处的电压范围不同，所得到的状态标识也不同。
其中，所述状态标识包括但不限于：第一类型状态标识和第二类型状态标识等。
其中，所述第一类型状态标识用于表征电池压差过大，所述飞行器的飞行控制策略为进行飞行提示或调整飞行器的飞行功率；
所述第二类型状态标识用于表征电池压差过大，所述飞行器的飞行控制策略为调整所述飞行器的飞行状态参数；其中，所述飞行状态参数用于控制所述飞行器进行返航或迫降。在一些实现方式中，状态标识确定模块704根据所述电池中电芯的最低电压所处的电压范围，确定所述状态标识：
当所述电池中电芯的最低电压大于第一预设电压阈值时，且检测到所述电池循环次数及所述电池的电芯压差满足预设条件，则确定所述状态标识为第一类型状态标识；
当所述电池中电芯的最低电压小于或等于第一预设电压阈值且大于第二预设电压阈值时，且检测到所述电池循环次数及所述电池的电芯压差满足预设条件，则确定所述状态标识为第二类型状态标识。
在一些实现方式中，所述第一类型状态标识包括但不限于：第一状 态标识和第二状态标识；所述第二类型状态标识包括但不限于：第三状态标识和第四状态标识。
其中，所述第一状态标识所对应的飞行控制策略为进行谨慎飞行提示，所述第二状态标识所对应的飞行控制策略为调整飞行器的飞行功率，所述第三状态标识所对应的飞行控制策略为进行返航，所述第四状态标识所对应的飞行控制策略为进行迫降。
并且，上述第一状态标识、第二状态标识、第三状态标识和第四状态标识所对应的电池压差状态均为电池压差过大。
在一些实施例中，所述预设条件包括但不限于：第一预设条件、第二预设条件、第三预设条件、第四预设条件和第五预设条件。
所述第一预设条件为电池循环次数大于第一次数阈值且小于或等于第二次数阈值，并且，电池的电芯压差大于第一压差阈值；
所述第二预设条件为电池循环次数大于第二次数阈值且小于或等于第三次数阈值，并且，电池的电芯压差大于第二压差阈值；
所述第三预设条件为电池循环次数大于第三次数阈值且小于或等于第四次数阈值，并且，电池的电芯压差大于第三压差阈值；
所述第四预设条件为电池循环次数大于第四次数阈值且小于或等于第五次数阈值，并且，电池的电芯压差大于第四压差阈值；
所述第五预设条件为电池循环次数大于第五次数阈值，并且，电池的电芯压差大于第五压差阈值。
其中，各个预设条件中的压差阈值与对应的次数阈值相关。具体的，压差阈值越大所对应的次数阈值越大，也即随着次数阈值增大压差阈值而增大，是由于电池在同样的放电功率下，电池循环次数越多的电池出现压差的值一般越高，因此，当次数阈值增大时，适应性的，压差阈值也增大。
在一些实现方式中，状态标识确定模块704若检测到所述电池中电芯的最低电压大于第一预设电压阈值时，且检测到所述电池循环次数及所述电池的电芯压差满足预设条件，则确定所述状态标识为第一类型状态标识，包括：
当所述电池中电芯的最低电压大于第一预设电压阈值，且所述电池循环次数及所述电池的电芯压差满足所述第一预设条件、第二预设条件或第三预设条件中的任意一个时，则确定所述状态标识为第一状态标识，以便后续基于该第一状态标识显示电池压差过大，以及进行谨慎飞行提 示；
当所述电池中电芯的最低电压大于第一预设电压阈值，且所述电池循环次数及所述电池的电芯压差满足所述第四预设条件或第五预设条件中的任意一个时，则确定所述状态标识为第二状态标识，以便后续基于该第二状态标识显示电池压差过大，以及调整飞行器的飞行功率。例如，将飞行器的最大功率调整为不超过悬停功率的1.5倍，其主要是因为悬停功率是飞行器能够实现飞行的最小功率。
类似的，状态标识确定模块704若检测到所述电池中电芯的最低电压小于或等于第一预设电压阈值且大于第二预设电压阈值时，且检测到所述电池循环次数及所述电池的电芯压差满足预设条件，则确定所述状态标识为第二类型状态标识，包括：
当所述电池中电芯的最低电压小于或等于第一预设电压阈值且大于第二预设电压阈值，且所述电池循环次数及所述电池的电芯压差满足所述第一预设条件、第二预设条件或第三预设条件中的任意一个时，确定所述状态标识为第三状态标识，以便后续基于该第三状态标识显示电池压差过大，以及使得飞行器进行返航；
当所述电池中电芯的最低电压小于或等于第一预设电压阈值且大于第二预设电压阈值，且所述电池循环次数及所述电池的电芯压差满足所述第四预设条件或第五预设条件中的任意一个时，确定所述状态标识为第四状态标识，以便后续基于该第三状态标识显示电池压差过大，以及使得飞行器进行迫降。
控制模块705用于基于所述状态标识所对应的电池压差状态进行压差状态提示，及基于所述状态标识所对应的飞行控制策略控制所述飞行器的飞行。
其中，控制模块705可以通过电池来控制飞行器的飞行，例如，控制模块705基于该状态标识生成对应的控制指令，并将该控制指令发送给飞行控制系统以控制飞行器的飞行。
在一些其他实施例中，控制模块705还可以其他具有逻辑处理能力的设备控制飞行器的飞行。
因此，控制模块705具体用于：
将所述状态标识输出至所述飞行器的飞行控制系统或遥控设备，以使所述飞行控制系统或所述遥控设备根据所述状态标识所对应的电池压差状态进行压差状态提示，及基于所述状态标识所对应的飞行控制策 略控制所述飞行器飞行。
需要说明的是，在一些其它实施例中，放电状态参数获取模块702和/或飞行检测模块703并非飞行器电池监控装置70的必要模块，也即在一些其它实施例中，放电状态参数获取模块702和/或飞行检测模块703可以省略。例如，在一些实施例中，飞行器电池监控装置70可以不包括放电状态参数获取模块702和/或飞行检测模块703。
还需要说明的是，在本发明实施例中，所述飞行器电池监控装置70可执行本发明实施例所提供的飞行器电池监控方法，具备执行方法相应的功能模块和有益效果。未在飞行器电池监控装置70的实施例中详尽描述的技术细节，可参见本发明实施例所提供的飞行器电池监控方法。
实施例4：
图8是本发明实施例提供的电池的硬件结构示意图，其中，所述电池可为各种类型的电池，如锂电池、镍镉电池或其它蓄电池等等。如图8所示，所述电池80包括：
电芯组801，包括至少两个串联和/或并联的电芯；一个或多个处理器802，与所述电芯组801连接；以及存储器803，图8中以一个处理器802为例。
处理器802和存储器803可以通过总线或者其他方式连接，图8中以通过总线连接为例。
存储器803作为一种非易失性计算机可读存储介质，可用于存储非易失性软件程序、非易失性计算机可执行程序以及模块，如本发明实施例中的飞行器电池监控方法对应的程序指令/模块(例如，附图7所示的电性能参数获取模块701、放电状态参数获取模块702、飞行检测模块703、状态标识确定模块704以及控制模块705)。处理器802通过运行存储在存储器803中的非易失性软件程序、指令以及模块，从而执行电池80的各种功能应用以及数据处理，即实现所述方法实施例的飞行器电池监控方法。
存储器803可以包括存储程序区和存储数据区，其中，存储程序区可存储操作系统、至少一个功能所需要的应用程序；存储数据区可存储根据电池80使用所创建的数据等。
此外，存储器803可以包括高速随机存取存储器，还可以包括非易失性存储器，例如，至少一个磁盘存储器件、闪存器件、或其他非易失 性固态存储器件。在一些实施例中，存储器803可选包括相对于处理器802远程设置的存储器，这些远程存储器可以通过网络连接至飞行控制系统。所述网络的实施例包括但不限于互联网、企业内部网、局域网、移动通信网及其组合。
所述一个或者多个模块存储在所述存储器803中，当被所述一个或者多个处理器802执行时，执行所述任意方法实施例中的飞行器电池监控方法，例如，执行以上描述的图4中的方法步骤401至步骤403，实现图7中的模块701-705的功能。
所述电池80可执行方法实施例所提供的飞行器电池监控方法，具备执行方法相应的功能模块和有益效果。未在电池实施例中详尽描述的技术细节，可参见方法发明实施例所提供的飞行器电池监控方法。
本发明实施例提供了一种计算机程序产品，所述计算机程序产品包括存储在非易失性计算机可读存储介质上的计算机程序，所述计算机程序包括程序指令，当所述程序指令被计算机执行时，使所述计算机执行如上所述的飞行器电池监控方法。例如，执行以上描述的图4中的方法步骤401至步骤403，实现图7中的模块701-705的功能。
本发明实施例提供了一种非易失性计算机可读存储介质，所述计算机可读存储介质存储有计算机可执行指令，所述计算机可执行指令用于使计算机执行如上所述的飞行器电池监控方法。例如，执行以上描述的图4中的方法步骤401至步骤403，实现图7中的模块701-705的功能。
实施例5：
图9是本发明实施例提供的飞行器示意图，所述飞行器90包括：机身(图未示)、电池91、飞行控制系统92。其中，所述飞行控制系统92和所述电池91设置于所述机身，电池91和飞行控制系统92连接。该电池91可以为上述电池80。
电池91和飞行控制系统92之间建立通信连接，以便电池91将状态标识发送至所述飞行控制系统92，所述飞行控制系统92基于所述状态标识所对应的电池压差状态进行压差状态提示，及基于所述状态标识所对应的飞行控制策略控制所述飞行器90飞行。
其中，飞行器90包括但不限于：无人机或无人船等。另外，飞行器90的具体结构可参考上述无人机100'的结构。
在本发明实施例中，通过电池91可以在监控飞行器电池压差时实 现提前预判以给出相应的电池压差状态及飞行控制策略的标识，以便基于该标识对飞行器进行飞行控制。通过该方式既可以降低对用户的飞行技巧及飞行经验的要求，又可以节约人工判断时间提高判断准确性，从而有效的降低了飞行器炸机的风险，提高飞行器的安全性。
需要说明的是，以上所描述的装置实施例仅仅是示意性的，其中所述作为分离部件说明的模块可以是或者也可以不是物理上分开的，作为模块显示的部件可以是或者也可以不是物理模块，即可以位于一个地方，或者也可以分布到多个网络模块上。可以根据实际的需要选择其中的部分或者全部模块来实现本实施例方案的目的。
通过以上的实施例的描述，本领域普通技术人员可以清楚地了解到各实施例可借助软件加通用硬件平台的方式来实现，当然也可以通过硬件。本领域普通技术人员可以理解实现所述实施例方法中的全部或部分流程是可以通过计算机程序指令相关的硬件来完成，所述的程序可存储于计算机可读取存储介质中，该程序在执行时，可包括如所述各方法的实施例的流程。其中，所述的存储介质可为只读存储记忆体(Read-Only Memory,ROM)或随机存储记忆体(Random Access Memory,RAM)等。
最后应说明的是：以上实施例仅用以说明本发明的技术方案，而非对其限制；在本发明的思路下，以上实施例或者不同实施例中的技术特征之间也可以进行组合，步骤可以以任意顺序实现，并存在如上所述的本发明的不同方面的许多其它变化，为了简明，它们没有在细节中提供；尽管参照前述实施例对本发明进行了详细的说明，本领域的普通技术人员应当理解：其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分技术特征进行等同替换；而这些修改或者替换，并不使相应技术方案的本质脱离本发明各实施例技术方案的范围。

Claims (28)

  1. 一种飞行器电池监控方法，其特征在于，所述方法包括：
    获取所述电池的电性能参数，其中，所述电性能参数包括电池循环次数、所述电池中电芯的最低电压和所述电池中电芯的压差中的至少一种；
    根据所述电性能参数确定状态标识，所述状态标识用于标识电池压差状态及与所述状态标识对应的所述飞行器的飞行控制策略；
    基于所述状态标识所对应的电池压差状态进行压差状态提示，及基于所述状态标识所对应的飞行控制策略控制所述飞行器飞行。
  2. 根据权利要求1所述方法，其特征在于，所述根据所述电性能参数确定状态标识，包括：
    根据所述电池中电芯的最低电压所处的电压范围，确定所述状态标识。
  3. 根据权利要求1或2所述方法，其特征在于，所述状态标识包括：第一类型状态标识和第二类型状态标识；
    其中，所述第一类型状态标识用于表征电池压差过大，所述飞行器的飞行控制策略为进行飞行提示或调整飞行器的飞行功率；
    所述第二类型状态标识用于表征电池压差过大，所述飞行器的飞行控制策略为调整所述飞行器的飞行状态参数；
    其中，所述飞行状态参数用于控制所述飞行器进行返航或迫降。
  4. 根据权利要求3所述方法，其特征在于，所述根据所述电池中电芯的最低电压所处的电压范围，确定所述状态标识，包括：
    当所述电池中电芯的最低电压大于第一预设电压阈值时，且检测到所述电池循环次数及所述电池的电芯压差满足预设条件，则确定所述状态标识为第一类型状态标识；或
    当所述电池中电芯的最低电压小于或等于第一预设电压阈值且大于第二预设电压阈值时，且检测到所述电池循环次数及所述电池的电芯压差满足预设条件，则确定所述状态标识为第二类型状态标识。
  5. 根据权利要求4所述方法，其特征在于，当所述状态标识确定为第一类型状态标识时，所述第一类型状态标识包括：第一状态标识和第二状态标识；
    当所述状态标识确定为第二类型状态标识时，所述第二类型状态标识包括：第三状态标识和第四状态标识；
    其中，所述第一状态标识所对应的飞行控制策略为进行谨慎飞行提示，所述第二状态标识所对应的飞行控制策略为调整飞行器的飞行功率，所述第三状态标识所对应的飞行控制策略为进行返航，所述第四状态标识所对应的飞行控制策略为进行迫降。
  6. 根据权利要求4或5所述方法，其特征在于，所述预设条件包括：第一预设条件、第二预设条件、第三预设条件、第四预设条件和第五预设条件；
    所述第一预设条件为电池循环次数大于第一次数阈值且小于或等于第二次数阈值，并且，电池的电芯压差大于第一压差阈值；
    所述第二预设条件为电池循环次数大于第二次数阈值且小于或等于第三次数阈值，并且，电池的电芯压差大于第二压差阈值；
    所述第三预设条件为电池循环次数大于第三次数阈值且小于或等于第四次数阈值，并且，电池的电芯压差大于第三压差阈值；
    所述第四预设条件为电池循环次数大于第四次数阈值且小于或等于第五次数阈值，并且，电池的电芯压差大于第四压差阈值；
    所述第五预设条件为电池循环次数大于第五次数阈值，并且，电池的电芯压差大于第五压差阈值。
  7. 根据权利要求6所述方法，其特征在于，各个预设条件中的压差阈值与对应的次数阈值相关，其中，压差阈值越大所对应的次数阈值越大。
  8. 根据权利要求6或7所述方法，其特征在于，所述当所述电池中电芯的最低电压大于第一预设电压阈值时，且检测到所述电池循环次数及所述电池的电芯压差满足预设条件，则确定所述状态标识为第一类型状态标识，包括：
    当所述电池中电芯的最低电压大于第一预设电压阈值，且所述电池循环次数及所述电池的电芯压差满足所述第一预设条件、第二预设条件或第三预设条件中的任意一个时，则确定所述状态标识为第一状态标识；
    当所述电池中电芯的最低电压大于第一预设电压阈值，且所述电池循环次数及所述电池的电芯压差满足所述第四预设条件或第五预设条件中的任意一个时，则确定所述状态标识为第二状态标识。
  9. 根据权利要求6-8中任一项所述方法，其特征在于，所述当所述电池中电芯的最低电压小于或等于第一预设电压阈值且大于第二预设电压阈值时，且检测到所述电池循环次数及所述电池的电芯压差满足预设条件，则确定所述状态标识为第二类型状态标识，包括：
    当所述电池中电芯的最低电压小于或等于第一预设电压阈值且大于第二预设电压阈值，且所述电池循环次数及所述电池的电芯压差满足所述第一预设条件、第二预设条件或第三预设条件中的任意一个时，确定所述状态标识为第三状态标识；
    当所述电池中电芯的最低电压小于或等于第一预设电压阈值且大于第二预设电压阈值，且所述电池循环次数及所述电池的电芯压差满足所述第四预设条件或第五预设条件中的任意一个时，确定所述状态标识为第四状态标识。
  10. 根据权利要求1-9中任一项所述方法，其特征在于，在根据所述电性能参数确定状态标识之前，所述方法还包括：
    获取所述电池的放电状态参数；
    检测所述电池的放电状态参数是否满足所述飞行器的飞行条件；
    则，所述根据所述电性能参数确定状态标识，包括：
    当检测到所述电池的放电状态参数满足所述飞行器的飞行条件时，根据所述电性能参数确定状态标识。
  11. 根据权利要求10所述方法，其特征在于，所述放电状态参数包括：电池中电芯的最低电压和电池的放电电流。
  12. 根据权利要求11所述方法，其特征在于，所述当检测到所述电池的放电状态参数满足所述飞行器的飞行条件时，则根据所述电性能 参数确定状态标识，包括：
    当检测到所述电池中电芯的最低电压大于第二预设电压阈值且所述电池的放电电流大于预设电流阈值时，根据所述电性能参数确定状态标识。
  13. 根据权利要求1-12中任一项所述方法，其特征在于，所述基于所述状态标识所对应的电池压差状态进行提示，及基于所述状态标识所对应的飞行控制策略控制所述飞行器飞行，包括：
    将所述状态标识输出至所述飞行器的飞行控制系统或遥控设备，以使所述飞行控制系统或所述遥控设备根据所述状态标识所对应的电池压差状态进行压差状态提示，及基于所述状态标识所对应的飞行控制策略控制所述飞行器飞行。
  14. 一种飞行器电池监控装置，其特征在于，所述装置包括：
    电性能参数获取模块，用于获取所述电池的电性能参数，其中，所述电性能参数包括电池循环次数、所述电池中电芯的最低电压和所述电池中电芯的压差中的至少一种；
    状态标识确定模块，用于根据所述电性能参数确定状态标识，所述状态标识用于标识电池压差状态及与所述状态标识对应的所述飞行器的飞行控制策略；
    控制模块，用于基于所述状态标识所对应的电池压差状态进行压差状态提示，及基于所述状态标识所对应的飞行控制策略控制所述飞行器飞行。
  15. 根据权利要求14所述装置，其特征在于，所述状态标识确定模块具体用于：
    根据所述电池中电芯的最低电压所处的电压范围，确定所述状态标识。
  16. 根据权利要求14或15所述装置，其特征在于，所述状态标识包括：第一类型状态标识和第二类型状态标识；
    其中，所述第一类型状态标识用于表征电池压差过大，所述飞行器的飞行控制策略为进行飞行提示或调整飞行器的飞行功率；
    所述第二类型状态标识用于表征电池压差过大，所述飞行器的飞行控制策略为调整所述飞行器的飞行状态参数；
    其中，所述飞行状态参数用于控制所述飞行器进行返航或迫降。
  17. 根据权利要求16所述装置，其特征在于，所述状态标识确定模块具体用于：
    当所述电池中电芯的最低电压大于第一预设电压阈值时，且检测到所述电池循环次数及所述电池的电芯压差满足预设条件，则确定所述状态标识为第一类型状态标识；
    当所述电池中电芯的最低电压小于或等于第一预设电压阈值且大于第二预设电压阈值时，且检测到所述电池循环次数及所述电池的电芯压差满足预设条件，则确定所述状态标识为第二类型状态标识。
  18. 根据权利要求17所述装置，其特征在于，当所述状态标识确定模块确定所述状态标识为第一类型状态标识时，所述第一类型状态标识包括：第一状态标识和第二状态标识；
    当所述状态标识确定模块确定所述状态标识为第二类型状态标识时，所述第二类型状态标识包括：第三状态标识和第四状态标识；
    其中，所述第一状态标识所对应的飞行控制策略为进行谨慎飞行提示，所述第二状态标识所对应的飞行控制策略为调整飞行器的飞行功率，所述第三状态标识所对应的飞行控制策略为进行返航，所述第四状态标识所对应的飞行控制策略为进行迫降。
  19. 根据权利要求17或18所述装置，其特征在于，所述预设条件包括：第一预设条件、第二预设条件、第三预设条件、第四预设条件和第五预设条件；
    所述第一预设条件为电池循环次数大于第一次数阈值且小于或等于第二次数阈值，并且，电池的电芯压差大于第一压差阈值；
    所述第二预设条件为电池循环次数大于第二次数阈值且小于或等于第三次数阈值，并且，电池的电芯压差大于第二压差阈值；
    所述第三预设条件为电池循环次数大于第三次数阈值且小于或等于第四次数阈值，并且，电池的电芯压差大于第三压差阈值；
    所述第四预设条件为电池循环次数大于第四次数阈值且小于或等 于第五次数阈值，并且，电池的电芯压差大于第四压差阈值；
    所述第五预设条件为电池循环次数大于第五次数阈值，并且，电池的电芯压差大于第五压差阈值。
  20. 根据权利要求19所述装置，其特征在于，各个预设条件中的压差阈值与对应的次数阈值相关，其中，压差阈值越大所对应的次数阈值越大。
  21. 根据权利要求19或20所述装置，其特征在于，所述状态标识确定模块若检测到所述电池中电芯的最低电压大于第一预设电压阈值时，且检测到所述电池循环次数及所述电池的电芯压差满足预设条件，则确定所述状态标识为第一类型状态标识，包括：
    当所述电池中电芯的最低电压大于第一预设电压阈值，且所述电池循环次数及所述电池的电芯压差满足所述第一预设条件、第二预设条件或第三预设条件中的任意一个时，则确定所述状态标识为第一状态标识；
    当所述电池中电芯的最低电压大于第一预设电压阈值，且所述电池循环次数及所述电池的电芯压差满足所述第四预设条件或第五预设条件中的任意一个时，则确定所述状态标识为第二状态标识。
  22. 根据权利要求19-21中任一项所述装置，其特征在于，所述状态标识确定模块若所述电池中电芯的最低电压小于或等于第一预设电压阈值且大于第二预设电压阈值时，且检测到所述电池循环次数及所述电池的电芯压差满足预设条件，则确定所述状态标识为第二类型状态标识，包括：
    当所述电池中电芯的最低电压小于或等于第一预设电压阈值且大于第二预设电压阈值，且所述电池循环次数及所述电池的电芯压差满足所述第一预设条件、第二预设条件或第三预设条件中的任意一个时，确定所述状态标识为第三状态标识；
    当所述电池中电芯的最低电压小于或等于第一预设电压阈值且大于第二预设电压阈值，且所述电池循环次数及所述电池的电芯压差满足所述第四预设条件或第五预设条件中的任意一个时，确定所述状态标识为第四状态标识。
  23. 根据权利要求14-22中任一项所述装置，其特征在于，所述装置还包括：
    放电状态参数获取模块，用于获取所述电池的放电状态参数；
    飞行检测模块，用于检测所述电池的放电状态参数是否满足所述飞行器的飞行条件；
    则，所述状态标识确定模块具体用于：
    当所述飞行检测模块检测到所述电池的放电状态参数满足所述飞行器的飞行条件时，根据所述电性能参数确定状态标识。
  24. 根据权利要求23所述装置，其特征在于，所述放电状态参数包括：电池中电芯的最低电压和电池的放电电流。
  25. 根据权利要求24所述装置，其特征在于，所述状态标识确定模块具体用于：
    当所述飞行检测模块检测到所述电池中电芯的最低电压大于第二预设电压阈值且所述电池的放电电流大于预设电流阈值时，根据所述电性能参数确定状态标识。
  26. 根据权利要求14-25中任一项所述装置，其特征在于，所述控制模块具体用于：
    将所述状态标识输出至所述飞行器的飞行控制系统或遥控设备，以使所述飞行控制系统或所述遥控设备根据所述状态标识所对应的电池压差状态进行压差状态提示，及基于所述状态标识所对应的飞行控制策略控制所述飞行器飞行。
  27. 一种电池，其特征在于，包括：
    电芯组，包括至少两个串联和/或并联的电芯；
    至少一个处理器，与所述电芯组连接；以及
    与所述至少一个处理器通信连接的存储器；
    其中，所述存储器存储有可被所述至少一个处理器执行的指令，所述指令被所述至少一个处理器执行，以使所述至少一个处理器能够执行权利要求1-13中任一项所述的方法。
  28. 一种飞行器，包括：机身、飞行控制系统及电池，所述飞行控制系统和所述电池设置于所述机身，其特征在于，所述电池为权利要求27所述的电池，所述电池与所述飞行控制系统连接，以将状态标识发送至所述飞行控制系统，所述飞行控制系统根据所述状态标识所对应的电池压差状态进行压差状态提示，及基于所述状态标识所对应的飞行控制策略控制所述飞行器飞行。
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CN115020832A (zh) * 2022-06-08 2022-09-06 东莞新能安科技有限公司 电芯排布方法、装置、设备及计算机存储介质
CN115020832B (zh) * 2022-06-08 2024-05-28 东莞新能安科技有限公司 电芯排布方法、装置、设备及计算机存储介质
EP4371883A1 (fr) 2022-11-21 2024-05-22 Airbus Helicopters Procede d'autorisation de vol d'un aeronef ayant une installation motrice hybride munie d'au moins un moteur electrique et d'au moins un moteur thermique
FR3142277A1 (fr) 2022-11-21 2024-05-24 Airbus Helicopters Procédé d’autorisation de vol d’un aéronef ayant une installation motrice hybride munie d’au moins un moteur électrique et d’au moins un moteur thermique
FR3145553A1 (fr) 2023-02-08 2024-08-09 Airbus Helicopters Procédé de test d’une installation motrice hybride équipant un aéronef, programme d’ordinateur et aéronef associés
EP4414269A1 (fr) 2023-02-08 2024-08-14 Airbus Helicopters Procede de test d'une installation motrice hybride equipant un aeronef, programme d'ordinateur et aeronef associes
CN117148200A (zh) * 2023-10-26 2023-12-01 中能建储能科技(武汉)有限公司 基于分段聚合近似和聚类的pack不一致性监测方法及装置
CN117148200B (zh) * 2023-10-26 2024-03-15 中能建储能科技(武汉)有限公司 基于分段聚合近似和聚类的pack不一致性监测方法及装置

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