Control method and device of flying car, electronic equipment and storage medium

Abstract

The application provides a control method and device of a flying car, an electronic device and a storage medium, and is applied to the flying car. The flying car comprises a land body and a flight body. The land body and the flight body are connected through a connection switch. Each load in the land body is connected with a high-voltage busbar of the land body through a first load switch. Each load in the flight body is connected with a high-voltage busbar of the flight body through a second load switch. The method comprises the following steps: obtaining an operation instruction; determining an operation scene of the flying car according to the operation instruction; controlling the connection switch to be opened or closed, controlling the first load switch to be opened or closed, and controlling the second load switch to be opened or closed according to the operation scene, so as to control the flying car to operate in the operation scene. The operation scene comprises a flight scene, a land scene or a charging scene. The application can meet the safety concern of the separation or combination of the flight body and the land body, and avoids the risk of the leakage of the car body shell of the flying car.

Description

Technical Field

[0001] This application relates to the field of flying car technology, and more specifically, to a control method, device, electronic equipment, and storage medium for a flying car. Background Technology

[0002] With the rapid development of science and technology, the advancement of urban three-dimensional transportation technology, and the improvement of low-altitude airspace traffic control, aircraft or flying cars with passenger and cargo carrying capabilities have emerged. Given the global attention to the importance of ecological protection, electricity will be the main energy supply for future flying cars.

[0003] Currently, high-voltage systems in flying cars utilize high-voltage filters to pass EMC regulatory tests. However, the safety-compliant Y-capacitors within these filters, connected between the high-voltage bus and the chassis ground, create a leakage current path between the high voltage and the vehicle frame, posing a risk of leakage to the vehicle's outer casing. Simultaneously, parasitic capacitances, primarily from the battery pack, couple to the flying car through the grounding point, forming a total coupling capacitance with the vehicle's Y-capacitors, further increasing the risk of leakage to the vehicle's outer casing. Therefore, mitigating the risk of leakage to the flying car's outer casing is a pressing issue that needs to be addressed. Summary of the Invention

[0004] In view of this, embodiments of this application propose a control method, apparatus, electronic device, and storage medium for a flying car to improve the above-mentioned problems.

[0005] According to one aspect of the embodiments of this application, a control method for a flying car is provided, applied to a flying car, the flying car including a land body and a flying body, the land body and the flying body being connected by a connection switch, each load in the land body being connected to the high-voltage busbar of the land body through a first load switch, and each load in the flying body being connected to the high-voltage busbar of the flying body through a second load switch, the method including: acquiring an operating command; determining an operating scenario of the flying car according to the operating command; controlling the connection switch to open or close, controlling the first load switch to open or close, and controlling the second load switch to open or close according to the operating scenario, so as to control the flying car to operate in the operating scenario, wherein the operating scenario includes a flight scenario, a land scenario, or a charging scenario.

[0006] According to one aspect of the embodiments of this application, a control device for a flying car is provided, applied to a flying car, the flying car including a land body and a flying body, the land body and the flying body being connected by a connection switch, each load in the land body being connected to the high-voltage busbar of the land body through a first load switch, and each load in the flying body being connected to the high-voltage busbar of the flying body through a second load switch, the device including: an acquisition module for acquiring operating instructions; an operating scenario determination module for determining the operating scenario of the flying car according to the operating instructions; and a control module for controlling the connection switch to open or close, controlling the first load switch to open or close, and controlling the second load switch to open or close according to the operating scenario, so as to control the flying car to operate in the operating scenario, wherein the operating scenario includes a flight scenario, a land scenario, or a charging scenario.

[0007] According to one aspect of the embodiments of this application, an electronic device is provided, including: a processor; and a memory storing computer-readable instructions, which, when executed by the processor, implement the control method for a flying car as described above.

[0008] According to one aspect of the embodiments of this application, a computer-readable storage medium is provided, on which computer-readable instructions are stored, which, when executed by a processor, implement the control method of the flying car as described above.

[0009] In the solution of this application, since the flying car's airborne body and land-based body are connected by a connection switch, and each load in the land-based body is connected to the high-voltage busbar in the land-based body through a first load switch, and each load in the airborne body is connected to the high-voltage busbar in the airborne body through a second load switch, the operating scenario of the flying car can be determined by the acquired operating commands. Then, the closing of the connection switch, the first load switch, and the second load switch can be controlled according to the operating scenario to control the safety capacitor connected in the flying car, thereby ensuring that the total load safety capacitor of the flying car can meet the requirements. This can meet the safety concerns when the airborne body and land-based body are separated or combined, and avoid the risk of leakage current from the outer shell of the flying car.

[0010] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit the invention. Attached Figure Description

[0011] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0012] Figure 1 This is a flowchart illustrating a control method for a flying car according to an embodiment of this application.

[0013] Figure 2 This is a schematic diagram of the structure of the flying body and the land-based body of a flying car according to an embodiment of this application.

[0014] Figure 3 This is a flowchart illustrating a control method for a flying car according to another embodiment of this application.

[0015] Figure 4 This is a flowchart illustrating the specific steps of step 230 according to an embodiment of this application.

[0016] Figure 5 This is a schematic diagram of the structure of a flying body and a land-based body in a flight scenario, according to an embodiment of this application.

[0017] Figure 6 This is a control flowchart illustrating a flight scenario according to an embodiment of this application.

[0018] Figure 7 This is a schematic diagram of the structure of a flying vehicle and a land vehicle in a land-based scenario, according to an embodiment of this application.

[0019] Figure 8 This is a flowchart illustrating the specific steps of step 240 according to yet another embodiment of this application.

[0020] Figure 9 This is a schematic diagram of the structure of a flying vehicle and a land vehicle in a land-based scenario, according to an embodiment of this application.

[0021] Figure 10 This is a control flowchart illustrating a charging scenario according to an embodiment of this application.

[0022] Figure 11 This is a flowchart illustrating a control method for a flying car according to another embodiment of the application.

[0023] Figure 12 This is a flowchart illustrating the specific steps of step 340 according to an embodiment of this application.

[0024] Figure 13This is a schematic diagram of the structure of the flying body and the land-based body corresponding to the combined charging mode in a charging scenario according to an embodiment of this application.

[0025] Figure 14 This is a flowchart illustrating the specific steps of step 340 according to another embodiment of this application.

[0026] Figure 15 This is a schematic diagram of the structure of the flying body and the land-based body corresponding to the split charging mode in a charging scenario according to an embodiment of this application.

[0027] Figure 16 This is a block diagram of a control device for a flying car according to an embodiment of this application.

[0028] Figure 17 This is a hardware structure diagram of an electronic device according to an embodiment of this application.

[0029] The accompanying drawings have illustrated specific embodiments of the present invention, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the inventive concept in any way, but rather to illustrate the concept of the invention to those skilled in the art through specific embodiments. Detailed Implementation

[0030] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided to make this application more comprehensive and complete, and to fully convey the concept of the exemplary embodiments to those skilled in the art.

[0031] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0032] Furthermore, the described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. Numerous specific details are provided in the following description to give a thorough understanding of embodiments of this application. However, those skilled in the art will recognize that the technical solutions of this application can be practiced without one or more of the specific details, or other methods, apparatuses, steps, etc., can be employed. In other instances, well-known methods, apparatuses, implementations, or operations are not shown or described in detail to avoid obscuring various aspects of this application.

[0033] The block diagrams shown in the accompanying drawings are merely functional entities and do not necessarily correspond to physically independent entities. That is, these functional entities can be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor devices and / or microcontroller devices. The flowcharts shown in the accompanying drawings are merely illustrative and do not necessarily include all content and operations / steps, nor do they necessarily have to be performed in the described order. For example, some operations / steps can be decomposed, while others can be combined or partially combined; therefore, the actual execution order may change depending on the specific circumstances.

[0034] In electric vehicles, to meet the electromagnetic compatibility (EMC) requirements of components and the entire vehicle, and to successfully pass relevant EMC regulatory tests, ensuring the EMC compatibility of the entire vehicle / engine, all high-voltage components generally use high-voltage electromagnetic interference (EMI) filters. However, after summing the Y capacitance values ​​within the filters, the overall vehicle coupling capacitor energy does not meet the safety standards (GB18384). Therefore, most current electric vehicles provide electric shock protection through shields or shells. Similarly, flying cars powered by electricity also provide electric shock protection through shields or shells.

[0035] However, the current method of using high-voltage filters to pass EMC-related regulatory tests can lead to the risk of leakage in the vehicle body shell. Furthermore, since the number of high-voltage loads in flying cars is at least twice that of traditional electric vehicles, it is difficult to meet the corresponding Y-capacitor limit, especially the control of safety capacitors when flying cars are split or coupled.

[0036] Therefore, in order to overcome the above-mentioned defects, this application provides a control method for a flying car. By obtaining the operation command, the operation scenario of the flying car is determined, and then the closing of the connection switch, the first load switch, and the second load switch can be controlled according to the operation scenario to control the safety capacitor connected in the flying car. This ensures that the total load safety capacitor of the flying car can meet the requirements, thereby satisfying the safety concerns when the flying body and the land vehicle are separated or combined, and avoiding the risk of leakage current in the outer shell of the flying car.

[0037] Please see Figure 1 , Figure 1 This application illustrates a control method for a flying car according to an embodiment of the present application. In a specific embodiment, this control method for a flying car can be applied to, for example... Figure 16 The control unit 400 of the flying car shown and the electronic equipment 500 equipped with the control unit 400 of the flying car are shown. Figure 17 The specific process of this embodiment will be described below. This embodiment is applied to a flying car, which includes a land-based body and a flying body. The land-based body and the flying body are connected by a connection switch. Each load in the land-based body is connected to the high-voltage busbar of the land-based body through a first load switch, and each load in the flying body is connected to the high-voltage busbar of the flying body through a second load switch. The following will focus on... Figure 1 The process shown will be described in detail. The control method for the flying car may specifically include the following steps:

[0038] Step 110: Obtain the execution command.

[0039] In one approach, the operating command is a command given by the flying car's control unit to operate the flying car based on user input. Optionally, the operating command can be a command generated by the flying car's control unit based on user actions, such as when the user selects to activate the flying car's flight mode, the control unit generates an operating command to activate that mode. Alternatively, the user can select the desired operation via a client on a terminal device connected to the flying car, and the client then sends the operating command to the flying car.

[0040] Optionally, the operating commands can be received by the onboard gateway in the flying car. The onboard gateway is, for example, a T-BOX (Telematics BOX, onboard intelligent terminal). T-BOX refers to a human-vehicle interactive intelligent information onboard terminal. Users can communicate and interact with the flying car through mobile terminal devices, vehicle-to-everything (V2X) platforms, GPRS (General Packet Radio Service), mobile network communication (such as 4G, 5G, etc.), Bluetooth, WIFI, etc., to control the flying vehicle, monitor safety, diagnose faults, remotely control it, and share information.

[0041] Step 120: Determine the operating scenario of the flying car according to the operating instructions.

[0042] One approach is to include operational parameters in the operational instructions, which can be used to determine the flying car's operational scenario. Optionally, a mapping relationship between different operational scenarios and operational parameters can be pre-set. After determining the operational parameters in the operational instructions, the flying car's operational scenario is determined based on these parameters and the mapping relationship. For example, when the operational instructions include operational parameters such as flight speed, flight altitude, and flight angle, the flight scenario can be determined as a flight scenario based on the mapping relationship between these parameters and the operational scenario.

[0043] Step 130: Control the connection switch to open or close, control the first load switch to open or close, and control the second load switch to open or close according to the operating scenario, so as to control the flying car to operate in the operating scenario, wherein the operating scenario includes a flight scenario, a land driving scenario, or a charging scenario.

[0044] In one embodiment, the flying car includes a flying body and a land-based body, which are connected via a connection switch. The separation and assembly of the flying body and land-based body can be controlled by opening and closing this connection switch. All loads within the land-based body are connected to a high-voltage busbar in the land-based body via a first load switch, and all loads within the flying body are connected to a high-voltage busbar in the flying body via a second load switch. Figure 2 As shown, the high-voltage busbars of the flying vehicle and the land vehicle are connected via a connecting switch. This allows the flying vehicle to connect the high-voltage busbars of the flying vehicle and the land vehicle when the connecting switch is closed, enabling the flying vehicle to perform different functions when combined. Figure 2In this system, the Type A intelligent switch is a connection switch, the Type B intelligent switch in the flight body is the first load switch, and the Type B intelligent switch in the land-based body is the second load switch. The land-based body includes a high-voltage busbar, a switch control circuit, the first load switch, and a land-based load. The land-based load includes a power drive unit, a voltage conversion unit, a thermal management unit, an energy storage unit, and a two-part coupling control device. The flight body includes a high-voltage busbar, a switch control circuit, the second load switch, and a flight load. The flight load includes a power drive unit, a flight control unit, a voltage conversion unit, a thermal management unit, and an energy storage unit. The Type A connection switch controls the connection between the flight body and the land-based body, thereby achieving rapid decoupling and isolation between them, and thus separating the Y capacitor. The first and second load switches control the connection between the high-voltage busbar and the load, thereby achieving rapid decoupling and isolation between the land-based body and the land-based load, or between the flight body and the flight load, and thus separating the Y capacitor. Optionally, the first load switch and the second load switch can be the same type of intelligent switch, while the connection switch can be a different type of intelligent connection switch than the Type A intelligent switch. Optionally, a more reliable and higher current-carrying intelligent switch can be selected as the connecting switch. The first or second load switch allows a maximum current of I (100-250 amps), and the connecting switch allows a maximum current of 2I, with fault isolation characteristics on the order of tens of microseconds. The switch control circuit is used to control the on / off state of the intelligent switch, thereby realizing the connection and disconnection between land-based and air-based loads or between loads and high-voltage busbars; land-based loads and air-based loads are connected to the high-voltage busbars through the first or second load switch to achieve specific performance characteristics.

[0045] Optionally, the Y-capacitor values ​​for the drive unit, thermal management unit, voltage conversion unit, and flight control unit in the flying car can be C1 = 20-60nF, C2 = 1-20nF, C3 = 10-50nF, and C4 = 20-60nF, respectively. The number of flight load units for the flying body are N1, N2, N3, and N4, respectively, and the number of land load units for the land-based body are M1, M2, and M3, respectively. The standard stipulates that the total energy stored in the coupling capacitor of the flying car should not exceed 0.2J. The maximum value of the total coupling capacitor is calculated based on the highest operating voltage U0 of the flying car.

[0046] As one approach, different on / off strategies are set for the connection switch, the first load switch, and the second load switch for different operating scenarios. A switch control circuit controls the connection switch, the first load switch, and the second load switch to connect or close. This enables the control of the safety capacitor connected to the flying car based on the closing or opening of the connection switch, the first load switch, and the second load switch, so that the safety capacitor of the flying car meets the requirements and avoids the safety leakage risk of the flying car.

[0047] Optionally, the flight scenario indicates that the flying car's flying body and land vehicle are separated to prevent the land vehicle from consuming the flying body's energy; the land vehicle scenario indicates that the flying body and land vehicle are connected, so that the land vehicle can charge the flying body, preventing the flying body from being unable to complete the corresponding operation due to insufficient power when switching from the operation scenario to the flight scenario; the charging scenario indicates that the flying car's flying body and land vehicle are in a combined or separated state, so that the flying body and land vehicle can be charged.

[0048] In the embodiments of this application, since the flying car's airborne body and land-based body are connected by a connection switch, and each load in the land-based body is connected to the high-voltage busbar in the land-based body through a first load switch, and each load in the airborne body is connected to the high-voltage busbar in the airborne body through a second load switch, the operating scenario of the flying car can be determined by the acquired operating instructions. Then, the closing of the connection switch, the first load switch, and the second load switch can be controlled according to the operating scenario to control the safety capacitor connected in the flying car, thereby ensuring that the total load safety capacitor of the flying car can meet the requirements. This can satisfy the safety concerns when the airborne body and land-based body are separated or combined, and avoid the risk of leakage current from the outer shell of the flying car.

[0049] Please see Figure 3 , Figure 3 This application illustrates a control method for a flying car according to an embodiment of the present application. In this embodiment, the flying car includes a land-based body and a flying body, which are connected via a connection switch. Each load in the land-based body is connected to the high-voltage busbar of the land-based body via a first load switch, and each load in the flying body is connected to the high-voltage busbar of the flying body via a second load switch. The following will focus on... Figure 3 The process shown will be described in detail. The control method for the flying car may specifically include the following steps:

[0050] Step 210: Obtain the execution command.

[0051] Step 220: Determine the operating scenario of the flying car according to the operating instructions.

[0052] The specific steps of steps 210-220 can be found in steps 110-120, and will not be repeated here.

[0053] Step 230: If the operating scenario is the flight scenario, then control the connection switch to disconnect, the first load switch to disconnect, and the second load switch to close according to the flight driving status of the flying car, so as to perform flight control on the flying car.

[0054] As one approach, when the operating scenario is determined to be a flight scenario, it can be determined that the flying vehicle and the land vehicle should be in a separate state. Therefore, the connection switch can be controlled to disconnect. At this time, the total safety capacitor in the flying car is composed of the Y capacitor connected to the flight load in the flying vehicle. Subsequently, the second load switch is controlled to close. To prevent the land load of the land vehicle from still consuming the energy of the flying car, the first load switch is controlled to open. Figure 4 As shown, disconnect the land vehicle from the land load.

[0055] Optionally, after the control connection switch is disconnected, the first load switch is disconnected, and the second load switch is closed, the safety capacitance value of the aircraft can be determined. The safety capacitance value of the aircraft can be determined as the total safety capacitance value of the flying car. At this time, it can be determined whether the total safety capacitance value is less than or equal to the capacitance threshold. When it is determined that the total safety capacitance value is less than or equal to the capacitance threshold, the flying car can be controlled to perform all functions in the flight scenario.

[0056] In some embodiments, such as Figure 4 As shown, step 230 includes:

[0057] Step 231: If the operating scenario is the flight scenario, then control the connection switch to disconnect.

[0058] In one approach, once the operating scenario is determined to be a flight scenario, the connection switch is disconnected to enable the flying car to execute flight commands, thereby disintegrating the flying vehicle from the land vehicle. Optionally, the connection switch can be disconnected via a disconnect command. After determining the operating scenario to be a flight scenario, a disconnect command is sent to the switch control circuit, causing the switch control circuit to disconnect the connection switch according to the disconnect command. Optionally, the disconnect command includes a connection switch identifier. After receiving the disconnect command, the switch control circuit parses the command to obtain the connection switch identifier and then controls the connection switch to disconnect based on this identifier.

[0059] Step 232: If it is determined that the connection switch is disconnected, control the first load switch to disconnect.

[0060] As one method, to ensure that the flying car's airborne body is disconnected from the land vehicle after the control connection switch is turned off, the current at the connection switch can be detected to determine whether the connection switch is turned off.

[0061] Optionally, when the connection switch is determined to be open, the first load switch is controlled to open, thereby preventing the load in the landform of the flying car from consuming the energy of the flying car. Furthermore, after the first load switch is opened, the safety capacitor of the flying car is constituted by the flight load within the flying car. Therefore, as... Figure 5As shown, after the first load switch is turned off, the second load switch is turned on to ensure that the flying car can perform different flight functions in flight scenarios.

[0062] Step 233: If the first load switch is determined to be off, determine the total load safety capacitance value of the flying car.

[0063] In one approach, after the first load switch is turned off, the current of the first load switch can be detected to determine whether all the first load switches are turned off. If the current value at all the first load switches is 0, then it can be determined that all the first load switches are turned off.

[0064] Optionally, after confirming that all first load switches are disconnected, the safety capacitance value of the flight vehicle can be determined based on the Y capacitance values ​​of the drive unit, thermal management unit, voltage conversion unit, and flight control unit, respectively, and the number of load units in the flight vehicle. This determined safety capacitance value is then used as the total load safety capacitance value of the flying vehicle. The total load safety capacitance value of the flying vehicle can be determined using the formula Csum1 = N1*C1 + N2*C2 + N3*C3 + N4*C4, where Csum1 is the total load safety capacitance value, C1, C2, C3, and C4 are the Y capacitance values ​​of the drive unit, thermal management unit, voltage conversion unit, and flight control unit in the flight vehicle, respectively, and N1, N2, N3, and N4 are the number of flight load units in the flight vehicle.

[0065] Step 234: If the total load safety capacitor value is less than the safety capacitor threshold, then the flying car is subjected to flight control.

[0066] One approach is to compare the determined total load safety capacitance value with a safety capacitance threshold to determine if the total load safety capacitance value is less than the safety capacitance threshold. If it is determined to be less than the safety capacitance threshold, the flying car's safety capacitance is considered to meet the requirements, thus avoiding the risk of leakage current in the vehicle's outer shell. Optionally, the safety capacitance threshold can be calculated based on the flying car's maximum operating voltage or other preset values; no specific limitation is made here.

[0067] As another way, such as Figure 6As shown, upon receiving a flight command, the system determines whether the flying car's airborne and land-based components are in a separated state. If they are not separated, a separation request command is issued to control the separation of the airborne and land-based components. The system then determines whether the flying car's airborne and land-based components are in a separated state. If they are, a disconnection command for the Class A switch (i.e., the connection switch) is issued to control the Class A switch to disconnect. Furthermore, overvoltage and overcurrent detection are performed at the Class A switch during control to ensure... To ensure the safety of the flying car, while meeting overcurrent and overvoltage detection requirements, the operation of Class A switches is checked to determine whether they are open. If Class A switches are found to be open, a command to close Class B switches (i.e., the first load switch) is issued. This allows control of Class B switches to close based on the closing command. Furthermore, overvoltage and overcurrent detections are performed at Class B switches during control to ensure the flying car's safety. Simultaneously, while meeting overcurrent and overvoltage detection requirements, the operation of Class B switches is checked to determine whether they are open. Once Class B switches are found to be open, flight commands are executed to control the flying car's flight.

[0068] Please continue reading. Figure 3 Step 240: If the operating scenario is the land driving scenario, then control the second load switch to be disconnected, the connection switch to be closed and the first load switch to be closed according to the land driving state of the flying car, so as to perform land driving control on the flying car.

[0069] As one approach, when the operating scenario is determined to be a land-based scenario, it can be determined that the flying vehicle and the land-based vehicle should be in a combined state. In this case, the total safety capacitor in the flying car is composed of the Y-capacitor connected to the flying load in the land-based vehicle. Therefore, the second load switch is controlled to open. Simultaneously, to enable the functionality under the land-based scenario, the first load switch is controlled to close. Furthermore, to allow reverse charging from the land-based vehicle to the flying vehicle, the connection switch is controlled to close. For example... Figure 7 As shown, disconnect the flight load and close the connection switch and the first load switch.

[0070] Optionally, after controlling the second load switch to open, the first load switch to close, and the connection switch to close, the safety capacitance value of the flying vehicle can be determined, and the safety capacitance value of the land vehicle can be determined as the total safety capacitance value of the flying car. At this time, it can be determined whether the total safety capacitance value is less than or equal to the capacitance threshold. When it is determined that the total safety capacitance value is less than or equal to the capacitance threshold, the flying car can be controlled to perform all functions in the land scenario.

[0071] In some embodiments, such as Figure 8As shown, step 240 includes:

[0072] Step 241: If the operating scenario is the land travel scenario, then control the second load switch to disconnect.

[0073] In one approach, once the operating scenario is determined to be a land-based scenario, to enable the flying car to execute land-based commands, the second load switch is disconnected, and the first load switch is closed, thereby connecting the flight load within the flying vehicle. Optionally, the first load switch can be disconnected via a disconnect command. After determining the operating scenario to be a land-based scenario, a disconnect command is sent to the switch control circuit, causing the switch control circuit to disconnect the first load switch according to the disconnect command. Optionally, the disconnect command includes a first load switch identifier. After receiving the disconnect command, the switch control circuit parses the command to obtain the first load switch identifier, and then controls the first load switch to disconnect based on this identifier.

[0074] Step 242: If it is determined that the second load switch is open, control the connection switch to close.

[0075] In one approach, after the second load switch is turned off, the current of the second load switch can be detected to determine whether all the second load switches are turned off. If the current value at all the second load switches is 0, then it can be determined that all the second load switches are turned off.

[0076] Optionally, when the second load switch is determined to be open, the control connection switch and the second load switch are closed, so that the load in the flying car no longer consumes the energy in the flying car. After the second load switch is opened, the safety capacitor of the flying car is composed of the land load in the flying car. Therefore, after the control second load switch is opened, the control connection switch and the first load switch are closed, so as to ensure that the flying car can perform different land functions in the land scenario.

[0077] Step 243: If the connection switch is closed, determine the total load safety capacitance value of the flying car.

[0078] As one method, after the control connection switch is closed, to ensure the connection of the land vehicle's land load, the closure of the connection switch can be determined by detecting the current at the connection switch. If the current at the connection switch is not zero, it can be determined that the connection switch is closed.

[0079] Optionally, after confirming the connection switch is closed, the safety capacitance value of the land vehicle can be determined based on the Y-capacitance values ​​of the drive unit, thermal management unit, voltage conversion unit, and flight control unit in the flying vehicle, and the number of load units in the land vehicle. This determined safety capacitance value is then used as the total load safety capacitance value of the flying vehicle. The total load safety capacitance value of the flying vehicle can be determined using the formula Csum2 = M1*C1 + M2*C2 + M3*C3, where Csum2 is the total load safety capacitance value, C1, C2, C3, and C4 are the Y-capacitance values ​​of the drive unit, thermal management unit, voltage conversion unit, and flight control unit in the flying vehicle, respectively, and M1, M2, and M3 are the number of land load units in the land vehicle.

[0080] Alternatively, when the operating scenario is determined to be a land-based scenario, the second load switch corresponding to the drive unit and control unit in the flying vehicle is disconnected. Then, after the second load switch corresponding to the drive unit and control unit in the flying vehicle is disconnected, the connection switch and the first load switch are closed. At this time, the total load safety capacitance value of the flying car is determined by the formula Csum2=N2*C2+N3*C3+M1*C1+M2*C2+M3*C3.

[0081] Step 244: If the total load safety capacitor value is less than the safety capacitor threshold, then land-based control is performed on the flying car.

[0082] One approach is to compare the determined total load safety capacitance value with a safety capacitance threshold to determine if the total load safety capacitance value is less than the safety capacitance threshold. If it is determined to be less than the safety capacitance threshold, the flying car's safety capacitance is considered to meet the requirements, thus avoiding the risk of leakage current in the vehicle's outer shell. Optionally, the safety capacitance threshold can be calculated based on the flying car's maximum operating voltage or other preset values; no specific limitation is made here.

[0083] As another way, such as Figure 9As shown, upon receiving a land-based command, the system determines whether the flying car's flight body and land-based body are in a separate state. If the flight body and land-based body are in a separate state, a combination request command is issued to control the flight body to combine with the land-based body. The system then determines whether the flying car's flight body and land-based body are in a combined state. If the flight body and land-based body are in a combined state, a command is issued to disconnect the Class B switches (i.e., the second load switches) corresponding to the flight body's drive unit and flight control unit. This allows for overvoltage and overcurrent detection at the Class B switches corresponding to the flight body's drive unit and flight control unit when disconnecting these switches. To ensure the safety of the flying car, while satisfying overcurrent and overvoltage detection requirements, the system performs motion detection on the Class B switches corresponding to the drive unit and flight control unit of the flying car to determine whether the Class B switches are open. When it is determined that the Class B switches corresponding to the drive unit and flight control unit are open, a command to close the Class A switch (i.e., connect the switch) is issued. This allows the system to control the Class A switch to close based on the closing command. Furthermore, overvoltage and overcurrent detection are performed at the Class A switch during control to ensure the safety of the flying car. While satisfying overcurrent and overvoltage detection requirements, the system also performs motion detection on the Class A switch to determine whether the Class A switch is closed. After determining that the Class A switch is closed, the system executes the flying car's land movement command to control the flying car's land movement.

[0084] Please continue reading. Figure 3 Step 250: If the operating scenario is the charging scenario, then control the connection switch to disconnect, or control the first load switch to disconnect, the second load switch to disconnect and the connection switch to close, so as to control the charging of the flying car.

[0085] As one approach, once the operating scenario is determined to be a charging scenario, charging control can be implemented by controlling the flying vehicle's airborne and land-based components in different states. Optionally, the different states of the airborne and land-based components include a combined state and a separated state. In the combined state, the connection switch needs to be closed to allow charging of both the airborne and land-based components. Furthermore, to prevent the flying vehicle from being unable to charge and store energy due to the energy consumption of the airborne or land-based loads during charging, the first and second load switches are disconnected. Optionally, if the flying vehicle is in a separated state for charging control, the connection switch can be disconnected, thereby enabling separate charging control for the airborne and land-based components.

[0086] In other embodiments, such as Figure 10As shown, upon receiving a parking charging command, the high-voltage charging port of the flying car is detected to determine if it is in combined charging mode. If combined charging mode is confirmed, a command is issued to disconnect the Class B smart switches of the flight and land vehicle drive units, as well as the Class B smart switch of the flight control unit. This disconnects the Class B smart switches of the flight and land vehicle drive units and the flight control unit, while simultaneously performing overvoltage and overcurrent detection on these switches to ensure the flying car's safety. While meeting overcurrent and overvoltage detection requirements, the Class B switches... Action detection is performed to determine whether the Class B smart switches of the drive units of the flying vehicle and the land vehicle, as well as the Class B smart switches of the flight control unit of the flying vehicle, are open. After determining that the Class B smart switches of the drive units of the flying vehicle and the land vehicle, as well as the Class B smart switches of the flight control unit of the flying vehicle, are open, a command to close the Class A switch (i.e., connect the switch) is issued. This allows the Class A switch to be closed according to the command to close the Class A switch. When controlling the Class A switch, overvoltage and overcurrent detections are performed at the Class A switch to ensure the safety of the flying car. While satisfying the overcurrent and overvoltage detections, action detection is performed on the Class A switch to determine whether the Class A switch is closed. After determining that the Class A switch is closed, a parking charging command is executed to control the parking charging of the flying car.

[0087] When the vehicle is in separate charging mode, a command to disconnect the Class A switch (i.e., the connection switch) is issued so that the Class A switch can be controlled to disconnect according to the command. When controlling the Class A switch, overvoltage and overcurrent detection are performed at the Class A switch to ensure the safety of the flying car. While satisfying the overcurrent and overvoltage detection, the action detection of the Class A switch is performed to determine whether the Class A switch is disconnected. When the Class A switch is determined to be disconnected, a parking charging command is executed to control the parking charging of the flying car.

[0088] In this embodiment, the disconnection and closing strategies of the connecting switch, the first load switch, and the second load switch of the flying car are determined according to different operating scenarios, so as to ensure that the safety capacitor connected to the flying car meets the requirements under different operating scenarios, thereby avoiding the risk of leakage current in the car body shell.

[0089] Please see Figure 11 , Figure 11This application illustrates a control method for a flying car according to an embodiment of the present application. The flying car includes a land-based body and a flying body, which are connected via a connection switch. Each load in the land-based body is connected to the high-voltage busbar of the land-based body via a first load switch, and each load in the flying body is connected to the high-voltage busbar of the flying body via a second load switch. The following will focus on... Figure 11 The process shown will be described in detail. The control method for the flying car may specifically include the following steps:

[0090] Step 310: Obtain the execution command.

[0091] Step 320: Determine the operating scenario of the flying car according to the operating instructions.

[0092] The specific steps of steps 310-320 can be found in steps 110-120, and will not be repeated here.

[0093] Step 330: If the operating scenario is the charging scenario, then determine the charging mode of the flying car.

[0094] One approach is to first obtain a charging command after determining that the operating scenario is a charging scenario. Then, the charging command is analyzed to identify the charging identifier within it. This identifier indicates the charging mode of the flying car, thus allowing the determination of the flying car's charging mode. Optionally, the charging mode includes a separate charging mode and a combined charging mode.

[0095] Step 340: Control the connection switch to disconnect according to the charging mode, or control the first load switch to disconnect, the second load switch to disconnect and the connection switch to close, so as to control the charging of the flying car.

[0096] One approach is to pre-set different switch control strategies for different charging modes. After determining the charging mode of the flying car, the switch on the flying car can be opened or closed based on the corresponding switch control strategy, thereby controlling the charging of the flying car. Optionally, the charging mode may include a separate charging mode and a combined charging mode, and the corresponding switch control strategies include separate switch control strategies and combined switch control strategies. The separate switch control strategy can be a strategy that controls the connection switch to open, while the combined switch strategy can be a strategy that controls the connection switch to close, the first load switch to open, and the second load switch to open.

[0097] In some embodiments, such as Figure 12 As shown, step 340 includes:

[0098] Step 341: If the charging mode is a combined charging mode, then control the first load switch to be disconnected and the second load switch to be disconnected, wherein the combined charging mode indicates the mode in which the land vehicle and the flying vehicle are connected and charged.

[0099] As one approach, after determining that the charging mode is the combined charging mode, the first load switch and the second load switch can be disconnected first to prevent the flying car from failing to start due to the consumption of remaining power by the flight load and the land load.

[0100] Step 342: If it is determined that both the first load switch and the second load switch are open, control the connection switch to close.

[0101] In one approach, after the first and second load switches are disconnected, in order to ensure the accuracy of charging the flying car and avoid the situation of charging while consuming power, the current at the first and second load switches can be used to determine whether both the first and second load switches are disconnected. Then, when it is determined that both the first and second load switches are disconnected, the connection switch can be closed, thereby completing the charging control of the flying car in the combined charging mode.

[0102] Step 343: If the connection switch is confirmed to be closed, charge the flying car.

[0103] As one approach, after the control connection switch is closed, to ensure that the flying car can be charged in the combined charging mode, the success of the connection switch closure can be determined by checking the current at the connection switch. Optionally, after confirming that the connection switch is closed, the total load safety capacitor value of the flying car can be determined, and it can be determined whether the total load safety capacitor value is less than the safety capacitor threshold. This allows charging control of the flying car to be performed when the total load safety capacitor value is less than the safety capacitor threshold.

[0104] As another approach, when the charging mode is determined to be the combined charging mode, firstly, the first and second load switches corresponding to the drive units of the flying vehicle and the land vehicle are disconnected, and then the first load switch corresponding to the control unit of the flying vehicle is disconnected. Finally, the connection switch is closed. Figure 13 As shown. After the connection switch is closed, the total load safety capacitance of the flying car is determined. This can be determined using the formula Csum3=N2*C2+N3*C3+M2*C2+M3*C3, where N2 is the number of load units corresponding to the thermal management unit and voltage conversion unit of the flying vehicle, M2 and M3 are the number of load units corresponding to the thermal management unit and voltage conversion unit of the land vehicle, C2 is the capacitance value corresponding to the thermal management unit, and C3 is the capacitance value corresponding to the voltage conversion unit.

[0105] In other embodiments, such as Figure 14 As shown, step 340 further includes:

[0106] Step 344: If the charging mode is a split charging mode, then control the connection switch to disconnect, wherein the split charging mode indicates that the land vehicle and the flying vehicle are disconnected from each other for charging.

[0107] As one approach, after determining the charging mode to be a separate charging mode, it is necessary to disconnect the connection between the flying car's airborne body and its land-based body, such as... Figure 15 As shown, this allows for the separate charging of both the flying and land-based vehicles, thereby enabling charging control of the flying car.

[0108] Step 345: If the connection switch is determined to be disconnected, charge the flying car.

[0109] As one approach, to ensure that the flying vehicle's airborne and land-based components can be charged separately in split-charge mode after the control connection switch is disconnected, the success of the disconnection can be determined by checking the current at the connection switch. Optionally, after confirming the connection switch is disconnected, the total load safety capacitor value of the flying vehicle can be determined, and it can be determined whether the total load safety capacitor value is less than the safety capacitor threshold. This allows for charging control of the flying vehicle when the total load safety capacitor value is less than the safety capacitor threshold.

[0110] In some embodiments, step 345 includes: when it is determined that the connection switch is disconnected, determining the first safety capacitor value of the flying vehicle and the second safety capacitor value of the land vehicle respectively; if both the first safety capacitor value and the second safety capacitor value are less than the safety capacitor threshold, then performing separate charging control on the flying car.

[0111] As one approach, to avoid the risk of leakage during charging of the flying car, the first safety capacitor value of the flying body and the second safety capacitor value of the land-based body can be determined separately. Then, the first and second safety capacitor values ​​are compared with safety capacitor thresholds. If both the first and second safety capacitor values ​​are less than the safety capacitor threshold, separate charging control is implemented for the flying car. Optionally, the first safety capacitor value can be determined using the formula Csum4 = N2*C2 + N3*C3, and the second safety capacitor value can be determined using the formula Csum5 = M2*C2 + M3*C3.

[0112] In this embodiment, the charging mode of the flying car is first determined in the charging scenario. This allows for control of the closing of the connection switch, the first load switch, and the second load switch under different charging modes. This achieves a switch control strategy under different charging modes, ensuring that the load safety capacitor meets the requirements in the charging scenario and avoiding the risk of leakage current from the flying car's body shell.

[0113] Figure 16 This is a block diagram of a control device for a flying car according to an embodiment of this application, applied to a flying car. The flying car includes a land body and a flying body, which are connected by a connection switch. Each load in the land body is connected to the high-voltage busbar of the land body through a first load switch, and each load in the flying body is connected to the high-voltage busbar of the flying body through a second load switch. Figure 16 As shown, the training device 400 for the behavior prediction model includes: an acquisition module 410, a running scene determination module 420, and a control module 430.

[0114] The acquisition module 410 is used to acquire operating instructions; the operating scenario determination module 420 is used to determine the operating scenario of the flying car according to the operating instructions; the control module 430 is used to control the connection switch to open or close, control the first load switch to open or close, and control the second load switch to open or close according to the operating scenario, so as to control the flying car to operate in the operating scenario, wherein the operating scenario includes a flight scenario, a land driving scenario, or a charging scenario.

[0115] In some embodiments, the control module 430 includes: a flight control submodule, configured to, if the operating scenario is the flight scenario, control the connection switch to disconnect, the first load switch to close, and the second load switch to close according to the flight driving state of the flying vehicle, so as to perform flight control on the flying vehicle; or a land driving control submodule, configured to, if the operating scenario is the land driving scenario, control the second load switch to disconnect, the connection switch to close, and the first load switch to close according to the land driving state of the flying vehicle, so as to perform land driving control on the flying vehicle; or a charging control submodule, configured to, if the operating scenario is the charging scenario, control the connection switch to disconnect, or control the first load switch to disconnect, the second load switch to disconnect, and the connection switch to close, so as to perform charging control on the flying vehicle.

[0116] In some embodiments, the flight control submodule includes: a first control unit, configured to control the connection switch to disconnect if the operating scenario is the flight scenario; a second control unit, configured to control the first load switch to close if the connection switch is determined to be disconnected; a first capacitance determination unit, configured to determine the total load safety capacitance value of the flying vehicle if the first load switch is determined to be closed; and a flight control unit, configured to perform flight control on the flying vehicle if the total load safety capacitance value is less than the safety capacitance threshold.

[0117] In some embodiments, the land-based control submodule includes: a third control unit, configured to control the second load switch to disconnect if the operating scenario is the land-based scenario; a fourth control unit, configured to control the connection switch to close if the second load switch is determined to be disconnected; a second capacitance determination unit, configured to determine the total load safety capacitance value of the flying car if the connection switch is determined to be closed; and a land-based control unit, configured to perform land-based control on the flying car if the total load safety capacitance value is less than the safety capacitance threshold.

[0118] In some embodiments, the charging control submodule includes: a charging mode determination unit, configured to determine the charging mode of the flying car if the operating scenario is the charging scenario; and a charging control unit, configured to control the connection switch to disconnect according to the charging mode, or to control the first load switch to disconnect, the second load switch to disconnect and the connection switch to close, so as to perform charging control on the flying car.

[0119] In some embodiments, the charging control unit includes: a first control subunit, configured to control the first load switch and the second load switch to disconnect if the charging mode is a combined charging mode, wherein the combined charging mode indicates a mode in which the land vehicle and the flying vehicle are connected for charging; a second control subunit, configured to control the connection switch to close when it is determined that both the first load switch and the second load switch are disconnected; and a first charging control subunit, configured to perform charging control on the flying vehicle when it is determined that the connection switch is closed.

[0120] In other embodiments, the charging control unit further includes: a third control subunit, which controls the connection switch to disconnect if the charging mode is a split charging mode, wherein the split charging mode indicates a mode in which the land vehicle and the flying vehicle are disconnected from each other for charging; and a second charging control subunit, which is used to control the charging of the flying vehicle when it is determined that the connection switch is disconnected.

[0121] In some embodiments, the second charging control subunit is used to: determine the first safety capacitor value of the flying vehicle and the second safety capacitor value of the land vehicle when the connection switch is determined to be disconnected; if both the first safety capacitor value and the second safety capacitor value are less than the safety capacitor threshold, then perform separate charging control on the flying car.

[0122] According to one aspect of the embodiments of this application, an electronic device is also provided, such as... Figure 17 As shown, the vehicle 500 includes a processor 510 and one or more memories 520. The one or more memories 520 are used to store program instructions executed by the processor 510. When the processor 510 executes the program instructions, it implements the above-described control method for flying cars.

[0123] Furthermore, the processor 510 may include one or more processing cores. The processor 510 runs or executes instructions, programs, code sets, or instruction sets stored in the memory 520, and retrieves data stored in the memory 520. Optionally, the processor 510 may be implemented using at least one hardware form selected from Digital Signal Processing (DSP), Field-Programmable Gate Array (FPGA), and Programmable Logic Array (PLA). The processor 510 may integrate one or a combination of several of the following: Central Processing Unit (CPU), Graphics Processing Unit (GPU), and modem. The CPU primarily handles the operating system, user interface, and applications; the GPU is responsible for rendering and drawing the displayed content; and the modem handles wireless communication. It is understood that the modem may also not be integrated into the processor and may be implemented using a separate communication chip.

[0124] According to one aspect of this application, a computer-readable storage medium is also provided, which may be included in the electronic device described in the above embodiments; or it may exist independently and not assembled into the electronic device. The computer-readable storage medium carries computer-readable instructions that, when executed by a processor, implement the methods in any of the above embodiments.

[0125] It should be noted that the computer-readable medium shown in the embodiments of this application can be a computer-readable signal medium or a computer-readable storage medium, or any combination of the two. A computer-readable storage medium can be, for example,—but not limited to—an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of a computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), flash memory, optical fiber, portable compact disc read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this application, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device. In this application, a computer-readable signal medium can include a data signal propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such transmitted data signals can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. The computer-readable signal medium can also be any computer-readable medium other than a computer-readable storage medium, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to wireless, wired, etc., or any suitable combination thereof.

[0126] The units described in the embodiments of this application can be implemented in software or hardware, and the described units can also be located in a processor. The names of these units do not necessarily limit the specific unit itself.

[0127] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. Each block in a flowchart or block diagram may represent a module, segment, or portion of code, which contains one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram or flowchart, and combinations of blocks in a block diagram or flowchart, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0128] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the embodiments disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein.

[0129] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A control method for a flying car, characterized in that, This invention relates to a flying car, comprising a land-based body and a flying body, which are connected via a connection switch. Each load in the land-based body is connected to the high-voltage busbar of the land-based body via a first load switch, and each load in the flying body is connected to the high-voltage busbar of the flying body via a second load switch. When the connection switch is disconnected, the land-based body and the flying body are decoupled and isolated; when the first load switch is disconnected, the high-voltage busbar of the land-based body is decoupled and isolated from each load of the land-based body. When the second load switch is disconnected, the high-voltage busbar of the aircraft is decoupled and isolated from each load of the aircraft; the method includes: Obtain the execution command; The operating scenario of the flying car is determined according to the operating instructions; According to the operating scenario, the connection switch is opened or closed, the first load switch is opened or closed, and the second load switch is opened or closed to control the flying car to operate in the operating scenario, wherein the operating scenario includes a flight scenario, a land driving scenario, or a charging scenario; The step of controlling the connection switch to open or close, the first load switch to open or close, and the second load switch to open or close according to the operating scenario to control the operation of the flying car in the operating scenario includes: if the operating scenario is the flight scenario, then controlling the connection switch to open, the first load switch to open, and the second load switch to close according to the flight driving state of the flying car to perform flight control of the flying car.

2. The method according to claim 1, characterized in that, The method of controlling the connection switch to open or close, controlling the first load switch to open or close, and controlling the second load switch to open or close according to the operating scenario, so as to control the flying car to operate in the operating scenario, further includes: If the operating scenario is the land-based scenario, then the second load switch is disconnected, the connection switch is closed, and the first load switch is closed according to the land-based driving state of the flying car, so as to perform land-based control of the flying car; or If the operating scenario is the charging scenario, then the connection switch is controlled to be disconnected, or the first load switch is controlled to be disconnected, the second load switch is controlled to be disconnected and the connection switch is closed, so as to control the charging of the flying car.

3. The method according to claim 2, characterized in that, If the operating scenario is a flight scenario, then the connection switch is disconnected, the first load switch is disconnected, and the second load switch is closed according to the flight driving state of the flying car, so as to perform flight control on the flying car, including: If the operating scenario is the flight scenario, then the connection switch is disconnected. If it is determined that the connection switch is open, control the first load switch to open and the second load switch to close. If the first load switch is determined to be off, the total load safety capacitance value of the flying car is determined. If the total load safety capacitance value is less than the safety capacitance threshold, then flight control is applied to the flying car.

4. The method according to claim 2, characterized in that, If the operating scenario is the land-based scenario, then according to the land-based driving state of the flying car, the second load switch is disconnected, the connection switch is closed, and the first load switch is closed to control the flying car's land-based operation, including: If the operating scenario is the land-based scenario, then the second load switch is disconnected. If it is determined that the second load switch is open, control the connection switch to close and the first load switch to close; Determine the total load safety capacitance value of the flying car if the connection switch is confirmed to be closed. If the total load safety capacitor value is less than the safety capacitor threshold, then the flying car will be subject to land-based control.

5. The method according to claim 2, characterized in that, If the operating scenario is the charging scenario, then the connection switch is disconnected, or the first load switch, the second load switch, and the connection switch are disconnected, to control the charging of the flying car, including: If the operating scenario is the charging scenario, then the charging mode of the flying car is determined; The charging control can be implemented by either disconnecting the connection switch according to the charging mode, or by disconnecting the first load switch, disconnecting the second load switch, and closing the connection switch.

6. The method according to claim 5, characterized in that, The step of controlling the connection switch to disconnect according to the charging mode, or controlling the first load switch to disconnect, the second load switch to disconnect, and the connection switch to close, to control the charging of the flying car, includes: If the charging mode is a combined charging mode, then the first load switch and the second load switch are disconnected, wherein the combined charging mode indicates a mode in which the land vehicle and the flying vehicle are connected and charged; If it is determined that both the first load switch and the second load switch are open, control the connection switch to close; When the connection switch is confirmed to be closed, the flying car is charged.

7. The method according to claim 5, characterized in that, The step of controlling the connection switch to disconnect according to the charging mode, or controlling the first load switch to disconnect, the second load switch to disconnect, and the connection switch to close, to control the charging of the flying car, includes: If the charging mode is a split charging mode, then the connection switch is disconnected, wherein the split charging mode indicates that the land vehicle and the flying vehicle are disconnected from each other for charging; If the connection switch is determined to be disconnected, charging control is performed on the flying car.

8. The method according to claim 7, characterized in that, The step of controlling the charging of the flying car when the connection switch is determined to be disconnected includes: If the connection switch is determined to be disconnected, the first safety capacitance value of the flying body and the second safety capacitance value of the land-based body are determined respectively. If both the first safety capacitor value and the second safety capacitor value are less than the safety capacitor threshold, then the flying car will be subject to separate charging control.

9. A control device for a flying car, characterized in that, This invention relates to a flying car, comprising a land-based body and a flying body, which are connected via a connection switch. Each load in the land-based body is connected to the high-voltage busbar of the land-based body via a first load switch, and each load in the flying body is connected to the high-voltage busbar of the flying body via a second load switch. When the connection switch is disconnected, the land-based body and the flying body are decoupled and isolated; when the first load switch is disconnected, the high-voltage busbar of the land-based body is decoupled and isolated from each load of the land-based body. When the second load switch is disconnected, the high-voltage busbar of the aircraft is decoupled and isolated from each load of the aircraft; the device includes: The acquisition module is used to acquire execution instructions; The operating scenario determination module is used to determine the operating scenario of the flying car based on the operating instructions; The control module is used to control the connection switch to open or close, the first load switch to open or close, and the second load switch to open or close according to the operating scenario, so as to control the flying car to operate in the operating scenario, wherein the operating scenario includes a flight scenario, a land driving scenario, or a charging scenario; The step of controlling the connection switch to open or close, the first load switch to open or close, and the second load switch to open or close according to the operating scenario to control the operation of the flying car in the operating scenario includes: if the operating scenario is the flight scenario, then controlling the connection switch to open, the first load switch to open, and the second load switch to close according to the flight driving state of the flying car to perform flight control of the flying car.

10. An electronic device, characterized in that, The electronic device includes: processor; A memory storing computer-readable instructions that, when executed by the processor, implement the method as described in any one of claims 1 to 8.

11. A computer-readable storage medium, characterized in that, The computer-readable storage medium contains program code that can be invoked by a processor to execute the method as described in any one of claims 1 to 8.

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