Method and device for controlling cross-domain motion of electrically-driven hovercar

Abstract

The invention relates to a cross-domain motion control method and device for an electrically-driven hovercar, and the method comprises the steps: receiving sensor information when the hovercar is in a flying state and is switched to a transition mode, and extracting the ground clearance based on the obtained sensor information; judging whether the ground clearance is smaller than a first set threshold value or not, if yes, judging whether the ground clearance is smaller than a second set threshold value or not, if yes, generating transition strategy compensation input based on pose oscillation compensation, vertical impact compensation and transverse motion compensation, and otherwise, generating transition strategy compensation input based on transverse motion compensation; and according to the transition strategy compensation input correction system control input, power distribution output is obtained, and each rotor is controlled to work based on the obtained power distribution output. Compared with the prior art, the method has the advantages that stable cross-domain control of switching from the flight state to the land state can be achieved only through rotor wing control, and the like.

Description

Technical Field

[0001] The present invention relates to the field of cross-domain control of flying cars, and in particular to a cross-domain motion control method and device for an electrically driven flying car. Background Art

[0002] General aviation equipment such as flying cars can significantly reduce traffic congestion and improve travel and transportation efficiency due to their high mobility, strong terrain adaptability and rapid deployment capabilities such as switching between land and air. Due to their flexibility and rapid response capabilities, they can quickly reach the work area to provide services, and have extremely high application value in the fields of military, rescue, and transportation. Multi-rotor flying cars can achieve rapid switching of working modes without being restricted by terrain due to their vertical take-off and landing, simple control and high mobility, and are an important carrier of low-altitude economy and three-dimensional transportation.

[0003] The motion control of flying cars is divided into flight mode, land mode and transition mode. The motion stability is affected by many factors during the driving process, including the force conditions in each mode, structural layout, rotor parameters, drive motor performance, sensor characteristics, etc. The transition process design will introduce additional impact and posture control requirements, and it is also necessary to consider the safety and driving comfort requirements under manned conditions.

[0004] Existing land-to-air mode switching and transition motion control schemes usually require additional mechanical structures, which can easily lead to problems such as complicated control systems, slow switching processes, increased energy consumption, and increased ground control errors. Reducing take-off and landing shock and turbulence, and building safe and reliable cross-domain control schemes and manned safety control schemes are important issues and research directions for multi-rotor control. Summary of the invention

[0005] The purpose of the present invention is to provide a cross-domain motion control method and device for an electrically driven flying car.

[0006] The purpose of the present invention can be achieved by the following technical solutions:

[0007] A cross-domain motion control method for an electric-driven flying car, comprising:

[0008] When in flight and switched to transition mode, sensor information is received, and the distance from the ground is extracted based on the acquired sensor information;

[0009] Determine whether the distance from the ground is less than a first set threshold value, and if so, determine whether the distance from the ground is less than a second set threshold value, and if so, generate a transition strategy compensation input based on posture oscillation compensation, vertical impact compensation, and lateral motion compensation; otherwise, generate a transition strategy compensation input based on lateral motion compensation;

[0010] The system control input is corrected according to the transition strategy compensation input to obtain the power distribution output, and the operation of each rotor is controlled based on the obtained power distribution output.

[0011] The power distribution output is:

[0012] U d (t)=u(t)+ε(t)

[0013] Among them: U d (t) is the power distribution output, u(t) is the system control input, and ε(t) is the transition strategy compensation input.

[0014] The transition strategy compensation input is:

[0015] ε(t)=Mx s (t)+Nn(t)+Kk(t)

[0016] Where: M is the trajectory compensation matrix, x s (t) is the input of the posture sensor, N is the oscillation compensation matrix, n(t) is the high-frequency oscillation signal, K is the impact compensation matrix, and k(t) is the impact input.

[0017] The process of acquiring the high-frequency oscillation signal includes:

[0018] The original oscillation signal is obtained according to the angular velocity;

[0019] The original oscillation signal is high-pass filtered to obtain a high-frequency oscillation signal.

[0020] The vertical impact compensation determination process includes:

[0021] Step S1-1: Considering that the wheels land at different times when landing and the wheels and the shock absorbing system are compressed unevenly, the theoretical and actual vertical impacts caused by the ground on the wheels are:

[0022]

[0023] Where: N d is the theoretical vertical impact matrix, N s is the actual vertical impact matrix, f wzd1 to f wzd4 are the theoretical vertical impacts caused by each wheel hub on the ground, f wzs1 to f wzs4 are the actual vertical impacts caused by each wheel hub on the ground;

[0024] Step S1-2: Determine the torque of a single wheel hub vertically impacting the engine body:

[0025]

[0026] Where: T w is the torque synthesis matrix of the hub vertical force, F wz is the hub vertical force matrix, τ wzx is the x-axis component of the torque of the hub vertical impact on the center of mass, τ wzy is the y-axis component of the torque of the hub's vertical impact on the center of mass, D1 and D2 are the lateral and longitudinal distances from the hub to the center of mass of the body;

[0027] Step S1-3: Determine the torque of the multi-rotor lift on the center of mass:

[0028]

[0029] Where: τ x is the x-axis component of the rotor lift torque on the center of mass, τ y is the y-axis component of the rotor lift torque on the center of mass, T f is the torque synthesis matrix of rotor lift, F z is the rotor lift matrix, d1 and d2 are the lateral and longitudinal distances from the motor rotor to the center of mass of the fuselage, and f1 to f4 are the torques caused by each rotor on the fuselage;

[0030] Step S1-4: Inverse the transformation matrix:

[0031]

[0032] Step S1-5: Based on the impact of the machine body, vertical impact compensation is obtained:

[0033]

[0034] in: is the actual hub vertical force matrix, to are the vertical compensation forces required for each hub respectively.

[0035] The vertical compensation force required by each hub is:

[0036]

[0037] Where: K wp , K wi , K wd is the vertical force compensation coefficient.

[0038] The determination process of the posture oscillation compensation includes:

[0039] Step S2-1: Get the attitude control matrix:

[0040]

[0041] in: is the angular acceleration of the body along the x, y, and z axes, T att is the attitude control matrix, F z is the rotor lift matrix, J 3×3 is the moment of inertia matrix, T τ is the torque matrix, J xx , J yy , J zz is the moment of inertia of the body around the x, y, and z axes, C M is the torque coefficient, C L is the lift coefficient;

[0042] Step S2-2: Inverse the attitude control matrix:

[0043]

[0044] Step S2-3: Based on the vibration of the machine body, vertical impact compensation is obtained:

[0045]

[0046] in: They are the high-frequency components of the body's x, y, and z-axis angular accelerations respectively.

[0047] The high-frequency components of the angular acceleration of the body on the x, y, and z axes satisfy:

[0048]

[0049] Among them: F HP is a high pass filter.

[0050] The determination process of the lateral motion compensation includes:

[0051] Step S3-1: Determine the lateral displacement constraint of the flying car during the ground-to-air transition:

[0052]

[0053] in: is the lateral acceleration of the aircraft, T ylim is the lateral motion compensation matrix, H is the lateral displacement coefficient matrix, T m is the rotor lift lateral motion transformation matrix, m is the total mass of the flying car;

[0054] Step S3-2: Determine lateral motion compensation:

[0055]

[0056] A cross-domain motion control device for an electrically driven flying car comprises a memory, a processor, and a program stored in the memory, wherein the processor implements the above-mentioned method when executing the program.

[0057] Compared with the prior art, the present invention has the following beneficial effects: it can realize the smooth cross-domain movement of the flying car from the flying state to the ground state by almost relying on four rotors, reduce the high-frequency vibration of the body and the peak value of the vertical force on the single hub, increase the transition stability, reduce the hub wear, and increase the life of the suspension, so as to meet the stability requirements and body safety protection under manned conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0058] Figure 1 This is a schematic diagram of the electric drive system of the electric-driven flying car of the present invention;

[0059] Figure 2 This is a schematic diagram of the lateral displacement constraint and impact compensation scheme of the electric-driven flying car of the present invention;

[0060] Figure 3 The figure is a schematic flow chart of the main steps of the method of the present invention. DETAILED DESCRIPTION

[0061] The present invention is described in detail below in conjunction with the accompanying drawings and specific embodiments. This embodiment is implemented based on the technical solution of the present invention, and provides a detailed implementation method and specific operation process, but the protection scope of the present invention is not limited to the following embodiments.

[0062] This application analyzes Figure 1 The motion characteristics and dynamic characteristics of the electric drive system shown in the figure are used to establish the dynamic model of each mode of the electric drive flying car and the variable parameter linear model. Based on the above model, Figure 2 As shown in the figure, combined with the characteristics of each rotor and wheel hub motor, a real-time control distribution matrix between control force, control torque and actual control instructions is established to realize real-time and rapid control input distribution; a land-air mode controller and compensation scheme are designed to realize cross-domain motion coordination control of flying cars; based on the lateral limit of the road, safety requirements and driving comfort requirements, the switching process compensation scheme is determined. Based on the feedback of the wheel hub and safety requirements, a vertical impact compensation control model for active rotor control is established. Based on the driving comfort requirements, a compensation control model for the high-frequency oscillation components of the body is established. Based on the lateral limit of the road, the lateral motion constraint control of the body in the near-ground stage is established.

[0063] First, it is necessary to analyze the motion characteristics of the quadcopter flying car and establish the position dynamics model as follows:

[0064]

[0065] Among them, m is the total mass of the flying car, g is the acceleration of gravity, and f is the resultant force of the rotor lift and the wheel hub ground model.

[0066] Furthermore, the motion characteristics of the quadcopter flying car are analyzed and the attitude dynamics model is established as follows:

[0067]

[0068] Among them, J xx , J yy , J zz are the moments of inertia around the x, y, and z axes of the body coordinate system, are the angular accelerations of the drone in the x, y, and z axes, τ x , τ y , τ z is the torque acting on the body axis.

[0069] Furthermore, the attitude of the quadcopter flying car to the ground is analyzed, and the attitude coordinate transformation model is established as follows:

[0070]

[0071] in, θ, ψ are the roll angle, pitch angle and yaw angle of the UAV respectively.

[0072] Furthermore, in the ground mode, the lateral and longitudinal friction of the wheel hub is linked to the slip rate. The wheel hub has no lateral driving force, so there is no rolling motion and lateral displacement driven by the motor. The position dynamics model in the ground mode is:

[0073]

[0074] Among them, f xi 、f yi 、f zi , i=1,2,3,4 are the lateral, longitudinal and vertical components of the ground support force on each wheel hub.

[0075] The posture dynamics model is:

[0076]

[0077] The attitude coordinate transformation model is:

[0078]

[0079] Furthermore, based on the motor characteristics, the total thrust and total torque provided by the rotors in the quadrotor layout are considered.

[0080]

[0081] Among them, d1 and d2 are the horizontal and vertical distances from the motor rotor to the center of mass of the machine body, C L is the lift coefficient, C M is the torque coefficient, ω i , i=1,2,3,4 are the angular velocities of each motor.

[0082] Furthermore, considering the posture coupling under the premise of multi-rotor, the electric drive system layout of four rotors and four hubs is adopted, and the linearized variable parameter model of the electric drive flying car is

[0083]

[0084] w P i =[f xi f yi f zi ] T ; g e =[0 0 9.8 0 0 0] T

[0085] in, f P is the rotor lift output, is the rotor force synthesis matrix, w P i is the ground support force on each wheel hub, is the composite matrix of hub force, is the status output, is the coordinate transformation matrix between the body and the ground, and Θ is the attitude input.

[0086] Specifically, a cross-domain motion control method for an electric-driven flying car is provided. Figure 3 As shown, including:

[0087] When in flight and switched to transition mode, sensor information is received, and the distance from the ground is extracted based on the acquired sensor information;

[0088] Determine whether the distance from the ground is less than a first set threshold value, and if so, determine whether the distance from the ground is less than a second set threshold value, and if so, generate a transition strategy compensation input based on posture oscillation compensation, vertical impact compensation, and lateral motion compensation; otherwise, generate a transition strategy compensation input based on lateral motion compensation;

[0089] The system control input is corrected according to the transition strategy compensation input to obtain the power distribution output, and the operation of each rotor is controlled based on the obtained power distribution output.

[0090] Design a controller to realize attitude-coupled flight mode control, and remember the sensor detection input as:

[0091] x s(t) = x(t) + w(t)

[0092] Among them, x(t) is the actual motion path, w(t) is the measurement noise, and a feedforward PID controller is established based on the sensor input, and the actual system control input u(t) is obtained as:

[0093] u(t)=K p x Δ (t)+K i ∫x Δ (t)dt+K d x Δ (t)

[0094] x Δ (t) = x s (t)-d r (t)

[0095] Furthermore, during the take-off and landing of the flying car, the vertical impact of the ground on the wheel hub and the slippage caused by the large speed difference will cause the body movement error and strong vibration. In order to meet the safety and driving comfort requirements under the condition of manned vehicles, it is necessary to control the actual impact of the body. The body shock absorption system alone is difficult to meet the requirements, and the electric drive system control strategy needs to be compensated to constrain the real-time impact during the movement within the required range. The power distribution output is:

[0096] U d (t)=u(t)+ε(t)

[0097] Among them: U d (t) is the power distribution output, u(t) is the system control input, and ε(t) is the transition strategy compensation input.

[0098] The transition strategy compensation input is:

[0099] ε(t)=Mx s (t)+Nn(t)+Kk(t)

[0100] Where: M is the trajectory compensation matrix, x s (t) is the input of the posture sensor, N is the oscillation compensation matrix, n(t) is the high-frequency oscillation signal, K is the impact compensation matrix, and k(t) is the impact input.

[0101] The process of acquiring the high-frequency oscillation signal includes:

[0102] The original oscillation signal is obtained according to the angular velocity;

[0103] The original oscillation signal is high-pass filtered to obtain a high-frequency oscillation signal.

[0104] The process of determining vertical impact compensation includes:

[0105] Step S1-1: Considering that the wheels land at different times when landing and the wheels and the shock absorbing system are compressed unevenly, the theoretical and actual vertical impacts caused by the ground on the wheels are:

[0106]

[0107] Where: N d is the theoretical vertical impact matrix, N s is the actual vertical impact matrix, f wzd1 to f wzd4 are the theoretical vertical impacts caused by each wheel hub on the ground, f wzs1 to f wzs4 are the actual vertical impacts caused by each wheel hub on the ground;

[0108] Step S1-2: Determine the torque of a single wheel hub vertically impacting the engine body:

[0109]

[0110] Where: T w is the torque synthesis matrix of the hub vertical force, F wz is the hub vertical force matrix, τ wzx is the x-axis component of the torque of the hub vertical impact on the center of mass, τ wzy is the y-axis component of the torque of the hub's vertical impact on the center of mass, D1 and D2 are the lateral and longitudinal distances from the hub to the center of mass of the body;

[0111] Step S1-3: Determine the torque of the multi-rotor lift on the center of mass:

[0112]

[0113] Where: τ x is the x-axis component of the rotor lift torque on the center of mass, τ y is the y-axis component of the rotor lift torque on the center of mass, T f is the torque synthesis matrix of rotor lift, F z is the rotor lift matrix, d1 and d2 are the lateral and longitudinal distances from the motor rotor to the center of mass of the fuselage, and f1 to f4 are the torques caused by each rotor on the fuselage;

[0114] Step S1-4: Inverse the transformation matrix:

[0115]

[0116] Step S1-5: Based on the impact of the machine body, vertical impact compensation is obtained:

[0117]

[0118] in: is the actual hub vertical force matrix, to are the vertical compensation forces required for each hub respectively.

[0119] The vertical compensation force required for each hub is:

[0120]

[0121] Where: K wp , K wi , K wd is the vertical force compensation coefficient.

[0122] The determination process of posture oscillation compensation includes:

[0123] Step S2-1: Get the attitude control matrix:

[0124]

[0125] in: is the angular acceleration of the body along the x, y, and z axes, T att is the attitude control matrix, F z is the rotor lift matrix, J 3×3 is the moment of inertia matrix, T τ is the torque matrix, J xx , J yy , J zz is the moment of inertia of the body around the x, y, and z axes, C M is the torque coefficient, C L is the lift coefficient;

[0126] Step S2-2: Inverse the attitude control matrix:

[0127]

[0128] Step S2-3: Based on the vibration of the machine body, vertical impact compensation is obtained:

[0129]

[0130] in: They are the high-frequency components of the body's x, y, and z-axis angular accelerations respectively.

[0131] The high-frequency components of the body's x, y, and z-axis angular acceleration satisfy:

[0132]

[0133] Among them: F HP is a high pass filter.

[0134] The process of determining lateral motion compensation includes:

[0135] Step S3-1: Determine the lateral displacement constraint of the flying car during the ground-to-air transition:

[0136]

[0137] in: is the lateral acceleration of the aircraft, T ylim is the lateral motion compensation matrix, H is the lateral displacement coefficient matrix, T m is the rotor lift lateral motion transformation matrix, m is the total mass of the flying car;

[0138] Step S3-2: Determine lateral motion compensation:

[0139]

[0140] In addition, when the robot is in ground mode, the flight mode rotor mechanism stops running and the tilt angle is fixed to 0. The z-axis and attitude angle are constrained by the ground and meet the following conditions:

[0141] z c +R zi p i =z s >z wheel +x min ≥z wkeel ≥z ground +r w >z ground

[0142] Among them, z s is the height of each suspension mounting point, z wheel is the hub shaft height, x min is the minimum compressed length of the suspension or the physical limit position, z ground is the ground position, r w is the natural radius of the hub, p i , i=1,2,3,4 is the position vector of the wheel relative to the center of mass, R zi , i=1,2,3,4 are the rotation matrices of each hub height.

[0143] During the air-to-land transition process, the transition operation is divided into: first, maintain a constant speed in flight mode, and constrain the attitude angle to meet the safety threshold; the driver switches gears to enter the transition mode and enters the expected coordinates of the road mode; the system plans the land-to-air path and transition plan based on the target; the system enters the transition mode, and the aircraft slowly lowers the flight altitude to the ground altitude threshold; the land mode electric drive system is turned on, the hub motor is enabled, and the flight mode electric drive system continues to be enabled, matching the hub motor speed, and constraining the tire bottom speed to the theoretical slip rate of the ground; the aircraft moves close to the ground in the direction of road traffic, and at the same time, the rotor slowly lowers the flight altitude of the aircraft and constrains the lateral movement deviation to allow the vehicle to enter the traffic or land on the runway; when the predetermined touchdown altitude is reached, the rotor impact compensation is turned on to constrain the turbulence and impact size of the aircraft; the aircraft is slowly lowered to the ground mode balance altitude of the aircraft, the rotor is slowly stopped, and the tilt angle is adjusted to 0; after the overall stability of the aircraft, the rotor electric drive system is turned off to enter the land mode.

[0144] Finally, based on the basic safety requirements, the hub vertical impact safety threshold f is designed. lim , Anti-rollover angle safety threshold Safety threshold of body oscillation angular velocity ω lim and the angular acceleration safety threshold α lim When the safety threshold is exceeded, it may cause damage to the body and driving safety problems. Taking 80% of the safety threshold as the benchmark, according to the sensor signal, a comparison plan for wheel impact, path deviation and body vibration is designed, and compared with the system safety index. If it is within the safety index, the flying car control effect is good; on the contrary, if the evaluation function value exceeds the threshold, it is determined that the system's land-to-air transition is not smooth or there may be safety hazards. Then, the impact curve and over-threshold situation of each channel are analyzed, the compensation plan and compensation coefficient are modified, and the control plan is continuously optimized.

[0145] If the above functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium, including several instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk, etc., which can store program code.

Claims

1. A cross-domain motion control method for an electric-driven flying car, characterized in that: include: When in flight and switched to transition mode, sensor information is received, and the distance from the ground is extracted based on the acquired sensor information; Determine whether the distance from the ground is less than a first set threshold value, and if so, determine whether the distance from the ground is less than a second set threshold value, and if so, generate a transition strategy compensation input based on posture oscillation compensation, vertical impact compensation, and lateral motion compensation; otherwise, generate a transition strategy compensation input based on lateral motion compensation; The system control input is corrected according to the transition strategy compensation input to obtain the power distribution output, and the operation of each rotor is controlled based on the obtained power distribution output.

2. The cross-domain motion control method of an electrically driven flying car according to claim 1, characterized in that: The power distribution output is: U d (t)=u(t)+ε(t) Among them: U d (t) is the power distribution output, u(t) is the system control input, and ε(t) is the transition strategy compensation input.

3. The cross-domain motion control method of an electrically driven flying car according to claim 2, characterized in that: The transition strategy compensation input is: ε(t)=Mx s (t)+Nn(t)+Kk(t) Where: M is the trajectory compensation matrix, x s (t) is the input of the posture sensor, N is the oscillation compensation matrix, n(t) is the high-frequency oscillation signal, K is the impact compensation matrix, and k(t) is the impact input.

4. The cross-domain motion control method of an electrically driven flying car according to claim 3, characterized in that: The process of acquiring the high-frequency oscillation signal includes: The original oscillation signal is obtained according to the angular velocity; The original oscillation signal is high-pass filtered to obtain a high-frequency oscillation signal.

5. The cross-domain motion control method of an electrically driven flying car according to claim 3, characterized in that: The vertical impact compensation determination process includes: Step S1-1: Considering that the wheels land at different times when landing and the wheels and the shock absorbing system are compressed unevenly, the theoretical and actual vertical impacts caused by the ground on the wheels are: Where: N d is the theoretical vertical impact matrix, N s is the actual vertical impact matrix, f wzd1 to f wzd4 are the theoretical vertical impacts caused by each wheel hub on the ground, f wzs1 to f wzs4 are the actual vertical impacts caused by each wheel hub on the ground; Step S1-2: Determine the torque of a single wheel hub vertically impacting the engine body: Where: T w is the torque synthesis matrix of the hub vertical force, F wz is the hub vertical force matrix, τ wzx is the x-axis component of the torque of the hub vertical impact on the center of mass, τ wzy is the y-axis component of the torque of the hub's vertical impact on the center of mass, D1 and D2 are the lateral and longitudinal distances from the hub to the center of mass of the body; Step S1-3: Determine the torque of the multi-rotor lift on the center of mass: Where: τ x is the x-axis component of the rotor lift torque on the center of mass, τ y is the y-axis component of the rotor lift torque on the center of mass, T f is the torque synthesis matrix of rotor lift, F z is the rotor lift matrix, d1 and d2 are the lateral and longitudinal distances from the motor rotor to the center of mass of the fuselage, and f1 to f4 are the torques caused by each rotor on the fuselage; Step S1-4: Inverse the transformation matrix: Step S1-5: Based on the impact of the machine body, vertical impact compensation is obtained: in: is the actual hub vertical force matrix, to are the vertical compensation forces required for each hub respectively.

6. The cross-domain motion control method of an electrically driven flying car according to claim 5, characterized in that: The vertical compensation force required by each hub is: Where: K wp , K w) , K wd is the vertical force compensation coefficient.

7. The cross-domain motion control method of an electrically driven flying car according to claim 5, characterized in that: The determination process of the posture oscillation compensation includes: Step S2-1: Get the attitude control matrix: in: is the angular acceleration of the body along the x, y, and z axes, T att is the attitude control matrix, F z is the rotor lift matrix, J 3×3 is the moment of inertia matrix, T τ is the torque matrix, J xx , J yy , J zz is the moment of inertia of the body around the x, y, and z axes, C M is the torque coefficient, C L is the lift coefficient; Step S2-2: Inverse the attitude control matrix: Step S2-3: Based on the vibration of the machine body, vertical impact compensation is obtained: in: They are the high-frequency components of the body's x, y, and z-axis angular accelerations respectively.

8. The cross-domain motion control method of an electrically driven flying car according to claim 7, characterized in that: The high-frequency components of the angular acceleration of the body on the x, y, and z axes satisfy: Among them: F HP is a high pass filter.

9. The cross-domain motion control method of an electrically driven flying car according to claim 7, characterized in that: The determination process of the lateral motion compensation includes: Step S3-1: Determine the lateral displacement constraint of the flying car during the ground-to-air transition: in: is the lateral acceleration of the aircraft, T ylim is the lateral motion compensation matrix, H is the lateral displacement coefficient matrix, T m is the rotor lift lateral motion transformation matrix, m is the total mass of the flying car; Step S3-2: Determine lateral motion compensation:

10. A cross-domain motion control device for an electrically driven flying car, comprising a memory, a processor, and a program stored in the memory, characterized in that: When the processor executes the program, the method according to any one of claims 1 to 9 is implemented.

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