Control method and system of flying vehicle, flying vehicle and computer program product

Abstract

The invention discloses a control method and system of a flying vehicle, the flying vehicle and a computer program product. The flying vehicle is provided with a range extender, a crankshaft and an air cylinder, the crankshaft and the air cylinder are jointly used for providing a power source for the range extender, the method comprises the steps that in the starting process of the range extender, a crankshaft position signal and an air cylinder ignition signal of the flying vehicle are collected, the crankshaft position signal is used for representing the rotating position of the crankshaft, and the air cylinder ignition signal is used for igniting the crankshaft; the cylinder ignition signal is used for representing an ignition signal of a cylinder; determining an ignition angle of the range extender based on the crankshaft position signal and the cylinder ignition signal; based on the ignition angle, a first vibration signal for adjusting the range extender is triggered; based on the adjusted first vibration signal, a second vibration signal for adjusting a seat in the flying vehicle is triggered, the adjusted second vibration signal is smaller than the second vibration signal before adjustment, and the seat vibrates along with vibration of the range extender. The technical problem that the control efficiency of the flying vehicle is low is solved or partially solved.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a control method and system for a flying vehicle, a flying vehicle and a computer program product. Background Art

[0002] At present, as an emerging product in the low-altitude field, flying vehicles have attracted the attention of many companies and research institutions with their integrated design, intelligent functions, and energy-saving and environmental protection advantages. Flying vehicles are generally composed of engines, seats, frames, suspension systems, bodies, flight control systems, power systems, etc., among which the range extender of flying vehicles is one of its core components. The range extender can convert fuel into electrical energy through the internal combustion engine, provide power for the electric motor of the flying vehicle, and further drive the flying vehicle. However, the range extender will generate a lot of vibration when working, and its vibration will not only affect the ride comfort of the flying vehicle, but may also cause damage to the body of the vehicle.

[0003] In the related art, the vibration control of the range extender of a flying vehicle mainly relies on testing and adjusting the cylinder pressure. Specifically, by installing a high-precision cylinder pressure sensor, the cylinder pressure changes during the startup and operation of the range extender are monitored in real time, and combined with the calibration method of the range extender, the cylinder pressure can be reduced to achieve the purpose of vibration reduction. However, the cylinder pressure sensor needs to be customized according to the specific structure of the range extender, which not only increases the cost of the equipment, but also requires the removal and replacement of the original spark plug during the installation process, which makes the installation time of the sensor longer, generally calculated in hours, and is inefficient in the production and maintenance process of the flying vehicle. Therefore, there is still a technical problem of low control efficiency of the flying vehicle.

[0004] To address the above-mentioned problems, no effective solution has been proposed yet. Summary of the invention

[0005] Embodiments of the present invention provide a control method and system for a flying vehicle, a flying vehicle, and a computer program product to at least solve or partially solve the technical problem of low control efficiency of a flying vehicle.

[0006] According to one aspect of an embodiment of the present invention, a control method for a flying vehicle is provided. A range extender, a crankshaft and a cylinder are disposed on the flying vehicle, and the crankshaft and the cylinder are used together to provide a power source for the range extender. The method comprises: during the start-up of the range extender, collecting a crankshaft position signal and a cylinder ignition signal of the flying vehicle, wherein the crankshaft position signal is used to indicate the rotational position of the crankshaft, and the cylinder ignition signal is used to indicate the ignition signal of the cylinder; determining an ignition angle of the range extender based on the crankshaft position signal and the cylinder ignition signal; triggering adjustment of a first vibration signal of the range extender based on the ignition angle; triggering adjustment of a second vibration signal of a seat in the flying vehicle based on the adjusted first vibration signal, wherein the adjusted second vibration signal is smaller than the second vibration signal before adjustment, and the seat vibrates with the vibration of the range extender.

[0007] Optionally, based on the ignition angle, triggering adjustment of the first vibration signal of the range extender includes: comparing the second vibration signal of the seat at the ignition angle with a vibration signal threshold to obtain a comparison result; in response to the comparison result that the second vibration signal does not meet the vibration signal threshold, adjusting the ignition angle; and adjusting the first vibration signal of the range extender based on the adjusted ignition angle.

[0008] Optionally, the method also includes: determining the adjusted ignition angle as the ignition angle, and determining the adjusted second vibration signal as the second vibration signal, and returning to execute from the following steps: comparing the second vibration signal of the seat at the ignition angle with the vibration signal threshold to obtain a comparison result, until the comparison result is that the second vibration signal meets the vibration signal threshold, and outputting the second vibration signal at the ignition angle.

[0009] Optionally, in response to the comparison result that the second vibration signal does not meet the vibration signal threshold, adjusting the ignition angle includes: in response to the comparison result that the second vibration signal does not meet the vibration signal threshold, adjusting the ignition angle according to a target adjustment strategy, wherein the target adjustment strategy is used to represent a rule for advancing the ignition angle or delaying the ignition angle; based on the adjusted ignition angle, adjusting the first vibration signal of the range extender, including: based on the adjusted ignition angle, triggering a reduction in the first vibration signal of the range extender.

[0010] Optionally, based on the adjusted first vibration signal, triggering adjustment of the second vibration signal of the seat in the flying vehicle includes: based on the adjusted first vibration signal, triggering reduction of the second vibration signal of the seat; the method also includes: maintaining the target adjustment strategy, determining the adjusted ignition angle as the ignition angle, and determining the adjusted second vibration signal as the second vibration signal, returning to execute from the following steps: comparing the second vibration signal of the seat at the ignition angle with the vibration signal threshold to obtain a comparison result, until the comparison result is that the second vibration signal meets the vibration signal threshold, and outputting the second vibration signal at the ignition angle.

[0011] Optionally, a second vibration signal of the seat at the ignition angle is compared with a vibration signal threshold to obtain a comparison result, including: determining a first vibration level to which the second vibration signal belongs, and a second vibration level to which the vibration signal threshold belongs; and comparing the first vibration level with the second vibration level to obtain a comparison result.

[0012] According to another aspect of an embodiment of the present invention, a control system of a flying vehicle is provided. A range extender, a crankshaft and a cylinder are disposed on the flying vehicle, and the crankshaft and the cylinder are used together to provide a power source for the range extender. The system comprises: an insulated wire-breaking needle, used to collect a crankshaft position signal of the flying vehicle during the start-up of the range extender, wherein the crankshaft position signal is used to indicate the rotational position of the crankshaft; a current clamp, used to collect a cylinder ignition signal of the flying vehicle during the start-up of the range extender in the flying vehicle, wherein the cylinder ignition signal is used to indicate the ignition signal of the cylinder in the flying vehicle, and the cylinder and the crankshaft are used together to provide a power source for the range extender; a multi-channel data collector, used to determine an ignition angle of the range extender based on the crankshaft position signal and the cylinder ignition signal; based on the ignition angle, trigger adjustment of a first vibration signal of the range extender; based on the adjusted first vibration signal, trigger adjustment of a second vibration signal of a seat in the flying vehicle, wherein the adjusted second vibration signal is less than the second vibration signal before adjustment, and the seat vibrates with the vibration of the range extender.

[0013] Optionally, the system also includes: a crankshaft position signal sensor, used to detect the crankshaft and obtain a crankshaft position signal; a range extender ignition coil, used to detect the cylinder and obtain a cylinder ignition signal; and a seat vibration sensor, used to detect a second vibration signal of the seat.

[0014] Optionally, the multi-channel data collector is used to compare the second vibration signal of the seat at the ignition angle with the vibration signal threshold to obtain a comparison result; in response to the comparison result that the second vibration signal does not meet the vibration signal threshold, the ignition angle is adjusted; based on the adjusted ignition angle, the first vibration signal of the range extender is adjusted; the system also includes: a controller, used to determine the adjusted ignition angle as the ignition angle, and determine the adjusted second vibration signal as the second vibration signal, and return to execute from the following steps: compare the second vibration signal of the seat at the ignition angle with the vibration signal threshold to obtain a comparison result, until the comparison result is that the second vibration signal meets the vibration signal threshold, and output the second vibration signal at the ignition angle.

[0015] According to another aspect of an embodiment of the present invention, a control device for a flying vehicle is also provided, the device comprising: a collecting unit, for collecting a crankshaft position signal and a cylinder ignition signal of the flying vehicle during the start-up of the range extender, wherein the crankshaft position signal is used to indicate the rotational position of the crankshaft, and the cylinder ignition signal is used to indicate the ignition signal of the cylinder, and a range extender, a crankshaft and a cylinder are disposed on the flying vehicle, and the crankshaft and the cylinder are used together to provide a power source for the range extender; a determining unit, for determining the ignition angle of the range extender based on the crankshaft position signal and the cylinder ignition signal; a first adjusting unit, for triggering adjustment of a first vibration signal of the range extender based on the ignition angle; and a second adjusting unit, for triggering adjustment of a second vibration signal of a seat in the flying vehicle based on the adjusted first vibration signal, wherein the adjusted second vibration signal is smaller than the second vibration signal before adjustment, and the seat vibrates with the vibration of the range extender.

[0016] According to another aspect of an embodiment of the present invention, there is further provided an electronic device, comprising: a memory storing an executable program; and a processor for running the program, wherein the method in each embodiment of the present invention is executed when the program is running.

[0017] According to another aspect of an embodiment of the present invention, a computer-readable storage medium is provided. The computer-readable storage medium includes a stored executable program, wherein when the executable program is running, the device where the computer-readable storage medium is located is controlled to execute the methods in various embodiments of the present invention.

[0018] According to another aspect of an embodiment of the present invention, a computer program product is provided, including a computer program. When the computer program is executed by a processor, the method in each embodiment of the present invention is implemented.

[0019] According to another aspect of an embodiment of the present invention, a computer program product is provided, including a non-volatile computer-readable storage medium, wherein the non-volatile computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the method in each embodiment of the present invention is implemented.

[0020] According to another aspect of the embodiments of the present invention, a computer program is further provided. When the computer program is executed by a processor, the methods in the embodiments of the present invention are implemented.

[0021] According to another aspect of an embodiment of the present invention, there is also provided a flying vehicle, comprising a memory and a processor, wherein the memory stores an executable program, and the processor is used to run the program, wherein the method in each embodiment of the present invention is executed when the program is run.

[0022] In an embodiment of the present invention, during the start-up of the range extender in the flying vehicle, if it is necessary to adjust (control) the vibration signals of the range extender and the seat in the flying vehicle, the crankshaft rotation signal corresponding to the rotation position of the crankshaft of the flying vehicle (that is, the real-time rotation position of the crankshaft) can be collected, and the cylinder ignition signal of the cylinder in the flying vehicle can also be collected, and the cylinder ignition signal can reflect the ignition time. The ignition angle of the range extender can be determined based on the crankshaft position signal and the cylinder ignition signal. According to the ignition angle, the adjustment of the first vibration signal of the range extender can be triggered. Based on the adjusted first vibration signal, the adjustment of the second vibration signal of the seat can be triggered, so that the adjusted second vibration signal is less than the second vibration signal before the adjustment. In this embodiment, based on the ignition angle, the ignition time is adjusted by the control strategy, and the vibration of the range extender can be optimized. Since there is a specific correlation between the ignition angle and the vibration of the engine, appropriate ignition angle adjustment can reduce the unbalanced force during the combustion process, thereby reducing the vibration of the engine itself. Since the vibration of the range extender is transmitted to the seat through the vehicle body structure, reducing the vibration of the range extender can effectively reduce the vibration signal of the seat and improve riding comfort. Through the above-mentioned method of correlating the ignition angle and the second vibration signal of the seat, real-time control of the vibration of the range extender is achieved, the stability and comfort during flight are improved, and unnecessary stops or repairs caused by vibration are reduced. The difficulty and time of maintenance are reduced. In addition, the technical effect of improving the control efficiency of the flying vehicle is achieved, and the technical problem of low control efficiency of the flying vehicle is solved or partially solved. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of this application. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0024] Figure 1 is a flow chart of a method for controlling a flying vehicle according to an embodiment of the present invention;

[0025] Figure 2 is a schematic diagram of a range extender control system for reducing vibration of a flying car seat according to an embodiment of the present invention;

[0026] Figure 3 is a schematic diagram showing a connection method between a seat vibration sensor and a multi-channel data collector according to an embodiment of the present invention;

[0027] Figure 4 is a schematic diagram showing a range extender ignition angle adjustment to reduce seat vibration according to an embodiment of the present invention;

[0028] Figure 5is a flow chart of a range extender control method for reducing vibration of a flying car seat according to an embodiment of the present invention;

[0029] Figure 6 is a system block diagram of a control system of a flying vehicle according to an embodiment of the present invention;

[0030] Figure 7 is a structural block diagram of a control device for a flying vehicle according to an embodiment of the present invention;

[0031] Figure 8 1 is a structural block diagram of a flying vehicle according to an embodiment of the present invention. DETAILED DESCRIPTION

[0032] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0033] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0034] According to an embodiment of the present invention, an embodiment of a control method for a flying vehicle is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0035] The embodiment of the present application provides a control method for a flying vehicle. The method can be used to provide a vibration reduction function for a range extender and a seat in a flying vehicle in a preset application scenario. The preset application scenario may include the following scenarios in the vehicle field: commuting automatic driving scenario, artificial intelligence (AI) driving scenario for family cars, automatic parking assistance (APA) scenario (such as memory parking for self-owned parking spaces in garages, smart parking for designated parking spaces in parking lots, etc.), and intelligent navigation assistance (Navigation Guided Pilot, NGP) scenario in urban areas or high-speed areas. In addition, the preset application scenarios may also include but are not limited to: automatic driving scenarios of smart driving trucks or unmanned trucks in the field of logistics and transportation that require the use of augmented reality navigation functions, automatic driving scenarios of self-driving agricultural vehicles in the field of agricultural machinery that require the use of augmented reality navigation functions, automatic driving scenarios of drones that require the use of augmented reality navigation functions, and automatic driving scenarios of intelligent robots (such as cleaning robots, service robots, delivery robots, etc.) that require the use of augmented reality navigation functions.

[0036] When the above-mentioned preset application scenarios are scenarios in fields other than the vehicle field, those skilled in the art should be able to understand that the vehicle in the above-mentioned flying vehicle control method can be replaced with other objects (such as agricultural machinery, drones, robots, etc.), and accordingly, the use of augmented reality navigation function to guide the above-mentioned vehicle to travel is replaced by navigating other objects and guiding other objects to move, fly or travel. On this basis, in the embodiments of the present application, the specific implementation method of the above-mentioned flying vehicle control method is exemplified by taking the vehicle field as an example.

[0037] Figure 1 FIG. 1 is a flow chart of a method for controlling a flying vehicle according to an embodiment of the present invention. Figure 1 As shown, the method may include the following steps:

[0038] Step S102, during the process of starting the range extender, collecting the crankshaft position signal and cylinder ignition signal of the flying vehicle.

[0039] In the technical solution provided in the above step S102 of the present invention, a range extender, a crankshaft and a cylinder are deployed on the flying vehicle. Among them, the flying vehicle can be a flying car. The crankshaft and the cylinder in the flying vehicle can jointly provide a power source for the range extender. The range extender can be an auxiliary power device on the flying vehicle for extending the endurance of the flying vehicle, which can be started when the battery of the flying vehicle is low to provide additional electrical energy. The crankshaft can be one of the core components in the engine of the flying vehicle. The crankshaft can convert the linear motion of the piston in the engine cylinder into rotational motion to drive the flying vehicle to fly. The crankshaft position signal can be used to indicate the real-time rotational position and speed of the crankshaft inside the engine. The cylinder ignition signal can be used to indicate the ignition signal of the cylinder, that is, the cylinder ignition signal can be used to indicate the instruction when the cylinder inside the engine should be ignited.

[0040] In this embodiment, during the start-up process of the range extender in the flying vehicle, the crankshaft position signal of the crankshaft in the engine of the flying vehicle and the cylinder ignition signal of the cylinder may be collected.

[0041] Optionally, the above method aims to monitor and collect in real time the rotation position signal of the crankshaft inside the engine and the ignition signal of the cylinder during the start-up of the flying vehicle range extender, so as to provide an accurate data basis for subsequent vibration control and ignition angle optimization.

[0042] Optionally, the crankshaft is a core component of the engine, and its rotational position directly reflects the motion state of the piston and the operating cycle of the engine. If it is necessary to collect the crankshaft position signal, a crankshaft position sensor (crankshaft position signal sensor) can be deployed in advance near the corresponding crankshaft. During the start-up of the range extender, the crankshaft position sensor can be controlled to collect the crankshaft position signal corresponding to the crankshaft, that is, the crankshaft position sensor can monitor the rotation angle and speed of the crankshaft in real time to obtain the crankshaft position signal. In an embodiment of the present invention, by collecting the crankshaft position signal, the rotation state of the crankshaft during the start-up of the range extender can be accurately grasped, providing a basis for the subsequent judgment and adjustment of the ignition angle.

[0043] Optionally, the cylinder ignition signal is an electrical signal of the engine's ignition system igniting in the cylinder, which can be sent to the spark plug through the ignition coil to trigger the combustion of the fuel and air mixture. During the start-up process of the range extender of the flying vehicle, the cylinder ignition signal can reflect the normal operation of the ignition system, and can also be combined with the above-collected crankshaft position signal to jointly determine the ignition angle of each cylinder, that is, the relative relationship between the ignition timing and the crankshaft position.

[0044] In the embodiment of the present invention, by real-time acquisition of the crankshaft position signal and the cylinder ignition signal during the start-up process of the range extender of the flying vehicle, key data is provided for the subsequent vibration control and ignition angle optimization. The above process not only simplifies the test method and reduces the cost, but also improves the control accuracy and efficiency of the flying car. It is an important technical means to reduce the vibration of the range extender of the flying vehicle and improve the riding experience of the flying vehicle.

[0045] Step S104, determining the ignition angle of the range extender based on the crankshaft position signal and the cylinder ignition signal.

[0046] In the technical solution provided in the above step S104 of the present invention, the ignition angle of the range extender can be the relative relationship between the ignition time of the spark plug and the crankshaft position during the engine operation cycle. The setting of the ignition angle is very critical and can directly affect the efficiency of the combustion process, the performance of the engine, the vibration level and the emission characteristics. The ignition angle can be expressed by the angle of rotation of the crankshaft, which can also be called the cylinder ignition angle or ignition angle data.

[0047] In this embodiment, after the crankshaft position information and the cylinder ignition signal during the start-up of the range extender are collected, the ignition angle of the range extender can be determined based on the crankshaft position signal and the cylinder ignition signal.

[0048] Optionally, based on the real-time collected crankshaft position signal and cylinder ignition signal, the range extender ignition angle is accurately determined to further control and optimize the engine vibration. In the operating cycle of the internal combustion engine, the ignition angle refers to the relative relationship between the spark plug ignition time and the crankshaft position. The crankshaft position signal provides real-time angle information of the crankshaft rotation, which is directly related to the position of the piston in the cylinder; while the cylinder ignition signal indicates the triggering time of the ignition coil, thereby indicating the precise time of the spark plug ignition. By comparing the above two signals, the precise position of the crankshaft when the spark plug ignites, that is, the ignition angle, can be determined.

[0049] Optionally, during the start-up process of the range extender, the crankshaft position signal and the cylinder ignition signal may be received in real time, and the ignition angle may be calculated based on the time series and phase relationship of the crankshaft position signal and the cylinder ignition signal.

[0050] For example, the crankshaft position signal (i.e., the rotation angle of the crankshaft) can be recorded each time an ignition signal (cylinder ignition signal) is triggered, and compared with the crankshaft position at the top dead center (the highest position of the piston in the cylinder) to determine whether the ignition angle is advanced (i.e., ignited before the piston reaches the top dead center) or retarded (i.e., ignited after the piston reaches the top dead center), as well as the specific value of the ignition angle.

[0051] Optionally, the setting of the ignition angle has a direct impact on the engine's combustion efficiency, performance, vibration and emissions. If the ignition angle is too early, combustion may reach its peak pressure while the piston is still rising, resulting in energy waste and increased engine vibration. Conversely, if the ignition angle is too late, the combustion peak occurs during the piston's descent, which also reduces the engine's efficiency and may increase vibration. Therefore, accurately determining and adjusting the ignition angle is crucial to improving the efficiency of the range extender, reducing vibration and optimizing emissions.

[0052] In an embodiment of the present invention, the determination of the ignition angle is based on the synchronous analysis of the crankshaft position signal and the cylinder ignition signal. Once the current ignition angle is determined, the vibration level of the range extender at the ignition angle can be further evaluated. If it is found that the above vibration level exceeds the preset comfort standard, the ignition angle can be automatically adjusted to try to find a suitable ignition angle that can reduce the vibration level. Through the above-mentioned real-time vibration control based on the ignition angle, the operating state of the engine can be dynamically optimized to ensure that when the range extender is started, the driving experience of the flying vehicle is improved.

[0053] Compared with the cylinder pressure sensor test in the related art, the embodiment of the present invention determines the ignition angle by real-time acquisition and analysis of the crankshaft position signal and the cylinder ignition signal, which has significant cost and efficiency advantages. The equipment requirements are simple. For example, the crankshaft position signal can be acquired through an insulated wire needle, and the cylinder ignition signal can be acquired through a current clamp. The test time of the above two devices is short, and real-time feedback and control can be provided. It is more practical and economical for the research and development and production environment of flying vehicles under high cost and strict time constraints.

[0054] In summary, this embodiment accurately calculates the ignition angle of the range extender by real-time acquisition of the crankshaft position signal and the cylinder ignition signal, providing key data support for subsequent vibration control. The above process can not only simplify the method of determining the ignition angle, but also optimize the ignition angle in real time, effectively reduce the vibration of the engine, and improve the driving comfort and performance stability of the flying vehicle. Through the above technical solution, the flying vehicle can more accurately control the combustion process of the range extender, reduce vibration and emissions, and optimize the overall driving experience.

[0055] Step S106: triggering adjustment of a first vibration signal of the range extender based on the ignition angle.

[0056] In the technical solution provided in the above step S106 of the present invention, the first vibration signal may also be referred to as range extender vibration. The adjusted first vibration signal may be the vibration condition of the range extender after the change caused by the adjustment of the ignition angle.

[0057] In this embodiment, after the ignition angle of the range extender is determined based on the crankshaft position information and the cylinder ignition signal, the adjustment of the first vibration signal of the range extender may be triggered based on the ignition angle.

[0058] Optionally, the above method is a core step of range extender vibration control, which aims to improve the vibration generated during the start-up of the range extender by adjusting the ignition angle, that is, to improve the first vibration signal, thereby improving the vibration of the seat of the flying vehicle during the start-up of the range extender.

[0059] Optionally, the current ignition angle is determined in combination with the crankshaft position signal and the cylinder ignition signal. The vibration of the range extender under the above ignition angle can be evaluated to determine whether the preset vibration standard or comfort requirement is met. If the vibration standard or comfort requirement is not met, the adjustment of the vibration condition during the start-up process of the range extender can be triggered.

[0060] For example, if the monitored vibration of the range extender during startup exceeds a preset vibration standard or comfort requirement, a corresponding first vibration signal may be generated to adjust the current ignition angle to reduce the vibration of the range extender.

[0061] It should be noted that the above process and method for determining whether the vibration of the range extender needs to be adjusted is only an example and is not specifically limited here. As long as the ignition angle can be determined by the crankshaft position signal and the cylinder ignition signal, and the process and method for reducing the vibration of the range extender during the start-up of the range extender in order to ensure the comfort of the user during the driving of the flying vehicle, they are all within the protection scope of the embodiments of the present invention.

[0062] Optionally, after the first vibration signal is generated, the ignition angle can be adjusted according to the instruction or data corresponding to the first vibration signal, that is, the trigger time of the ignition coil in the flying vehicle can be adjusted to change the timing of generating the cylinder ignition signal, that is, adjust the ignition angle. The adjustment of the ignition angle can be to advance or delay the ignition time to achieve the effect of reducing the vibration of the range extender and thus reducing the vibration of the seat.

[0063] Optionally, the above method can be based on the principle of closed-loop control. Closed-loop control can continuously monitor the output (for example, the vibration of the range extender) and compare the output with the expected value (for example, a preset vibration standard). If a deviation is found (for example, the vibration of the range extender exceeds the preset vibration standard), a control signal (for example, a first vibration signal) can be automatically generated to adjust the input (ignition angle) in order to achieve the desired output state (reduced seat vibration). After that, the output can be monitored again, the effect of the adjustment can be evaluated, and if necessary, it can be adjusted again to form a control loop of continuous feedback and optimization.

[0064] In the embodiment of the present invention, by real-time monitoring and adjusting the ignition angle, the vibration of the range extender can be more accurately controlled, and the riding comfort of the flying vehicle can be improved. Compared with the related art, the above method does not require expensive cylinder pressure sensors (cylinder pressure sensors), reduces testing costs and man-hours, and is an effective means to improve the performance and user experience of flying vehicles and other aircraft using range extenders.

[0065] Step S108, triggering adjustment of a second vibration signal of a seat in the flying vehicle based on the adjusted first vibration signal.

[0066] In the technical solution provided in the above step S108 of the present invention, the adjusted second vibration signal is smaller than the second vibration signal before adjustment, and the seat vibrates with the vibration of the range extender. The adjusted second vibration signal can be the vibration of the seat after the change caused by the adjustment of the ignition angle. The second vibration signal can be the vibration of the seat, and can also be called the vibration data of the seat rail.

[0067] In this embodiment, after the first vibration signal of the range extender is adjusted based on the ignition angle, the adjustment of the second vibration signal of the seat in the flying vehicle can be triggered based on the adjusted first vibration signal.

[0068] Optionally, seat vibration control can be performed by the above method, with the goal of further optimizing the riding experience of the flying vehicle and ensuring that the vibration level of the seat can be effectively controlled even after the range extender is adjusted.

[0069] Optionally, the vibration of the seat may be adjusted based on the adjusted first vibration signal. During the start-up of the range extender, if the vibration of the seat is strong, a second vibration signal may be generated to alleviate the vibration of the seat.

[0070] Optionally, the second vibration signal can instruct the vibration control unit of the seat to adjust the vibration of the seat, for example, by changing the damping characteristics of the internal structure of the seat, or using the electromagnetic vibration damper inside the seat to generate reverse vibration to offset the impact of the range extender vibration on the seat. The above process can ensure that the vibration level of the seat is reduced to an acceptable comfort range.

[0071] It should be noted that the above-mentioned method and process for alleviating the vibration of the seat during the start-up of the range extender are only for illustration and are not specifically limited here. As long as the ignition angle can be determined according to the crankshaft position signal and the cylinder ignition signal, the process and method for effectively alleviating the vibration of the seat according to the ignition angle are within the protection scope of the embodiments of the present invention.

[0072] In an embodiment of the present invention, the above method can be implemented using a closed-loop control strategy. Specifically, the ignition angle of the range extender can be adjusted according to the real-time monitored seat vibration level, thereby triggering dynamic adjustment of the range extender vibration and the seat vibration until the seat vibration meets the preset comfort standard. Through the control mechanism of the seat in the above-mentioned flying vehicle, the flying vehicle can respond quickly and take measures when facing the vibration caused by the range extender, providing a smoother and more comfortable riding experience.

[0073] In the above steps S102 to S108 of the present invention, during the start-up of the range extender in the flying vehicle, if it is necessary to adjust (control) the vibration signals of the range extender and the seat in the flying vehicle, the corresponding crankshaft rotation signal of the crankshaft of the flying vehicle can be collected, and the cylinder ignition signal of the flying vehicle can also be collected. The ignition angle of the range extender can be determined based on the crankshaft position signal and the cylinder ignition signal. According to the ignition angle, the adjustment of the first vibration signal of the range extender can be triggered. The adjustment of the second vibration signal of the seat can be triggered based on the adjusted first vibration signal, so that the adjusted second vibration signal is less than the second vibration signal before the adjustment. In this embodiment, based on the ignition angle, the ignition timing is adjusted through the control strategy to optimize the vibration of the range extender. Since there is a specific correlation between the ignition angle and the vibration of the engine, the appropriate ignition angle adjustment can reduce the unbalanced force in the combustion process, thereby reducing the vibration of the engine itself. Since the vibration of the range extender is transmitted to the seat through the vehicle body structure, reducing the vibration of the range extender can effectively reduce the vibration signal of the seat and improve the ride comfort. Through the above method, unnecessary stops or repairs caused by vibration are reduced, thus reducing the difficulty and time of maintenance, thereby achieving the technical effect of improving the control efficiency of the flying vehicle and solving or partially solving the technical problem of low control efficiency of the flying vehicle.

[0074] In the following, the process of how to trigger the adjustment of the first vibration signal of the range extender based on the ignition angle in this embodiment is further described.

[0075] As an optional implementation, step S106, based on the ignition angle, triggers adjustment of the first vibration signal of the range extender, including: comparing the second vibration signal of the seat at the ignition angle with the vibration signal threshold to obtain a comparison result; in response to the comparison result that the second vibration signal does not meet the vibration signal threshold, adjusting the ignition angle; based on the adjusted ignition angle, adjusting the first vibration signal of the range extender.

[0076] In this embodiment, in the process of triggering the adjustment of the first vibration signal of the range extender based on the ignition angle, the second vibration signal under the ignition angle of the seat and the vibration signal threshold can be compared to obtain a comparison result. If the comparison result is that the second vibration signal does not meet the vibration signal threshold, the ignition angle can be adjusted, and the first vibration signal of the range extender can be adjusted according to the adjusted ignition angle to alleviate the vibration during the start-up of the range extender. Among them, the vibration signal threshold can also be called a set target or comfort requirement, which can be used to indicate the acceptable level of vibration of the seat, that is, the vibration level that the occupants of the flying vehicle feel comfortable with.

[0077] Optionally, the above steps are specific implementation methods for adjusting the range extender vibration based on the ignition angle, the core of which is to dynamically adjust the ignition angle through real-time monitoring and evaluation of seat vibration to optimize the riding comfort of the flying car.

[0078] Optionally, the vibration condition (second vibration signal) of the seat of the flying vehicle under the current ignition angle setting can be detected in real time. The second vibration signal contains the actual vibration state of the seat and is generated based on the reading of the seat vibration sensor. The second vibration signal is compared with a preset vibration signal threshold.

[0079] Optionally, if the vibration level of the second vibration signal does not reach the standard specified by the vibration signal threshold, that is, the second vibration signal does not meet the vibration signal threshold, it can be said that the seat vibration is too large, and measures can be taken to solve the vibration problem. At this time, in response to the above comparison result that the second vibration signal meets the vibration signal threshold, the next step can be entered, that is, adjusting the ignition angle to reduce the vibration of the range extender and indirectly reduce the vibration of the seat.

[0080] Optionally, after determining that the seat vibration does not meet the vibration signal threshold requirement, the ignition angle can be adjusted according to the relationship between the vibration magnitude and the ignition angle. The above adjustment involves delaying or advancing the ignition timing to find a more suitable ignition angle that can reduce the range extender vibration and thus reduce the seat vibration.

[0081] Optionally, based on the adjusted ignition angle, the first vibration signal can be adjusted, and the first vibration signal can be used as an instruction to adjust the ignition control of the range extender. It can be instructed to trigger the ignition coil with the new ignition angle parameters to generate ignition in order to reduce engine vibration. The adjusted first vibration signal actually represents the system's update of the range extender vibration control strategy to achieve the purpose of reducing seat vibration.

[0082] Optionally, through the above closed-loop control mechanism, the seat vibration can be continuously monitored and compared with a preset vibration threshold. If the comparison result indicates that the vibration level is too high, the ignition angle can be automatically adjusted (through the first vibration signal), and the seat vibration can be monitored again to evaluate the adjustment effect. The above process continues until the seat vibration level meets the preset threshold, achieving effective management of the range extender vibration and optimizing the riding experience of the flying car.

[0083] In the embodiment of the present invention, by real-time monitoring of seat vibration and dynamic adjustment of the ignition angle, the above implementation can more accurately control the impact of the range extender vibration on the seat, providing a more comfortable riding experience. In addition, the above method can also avoid the use of expensive cylinder pressure sensors, reduce testing costs and man-hours, and has significant economic advantages. At the same time, the vibration optimization solution based on the above closed-loop control can improve the overall performance and user experience of the flying vehicle.

[0084] In summary, the above implementation forms a closed-loop control mechanism through real-time monitoring of seat vibration and dynamic adjustment of ignition angle to optimize the riding comfort of the flying car. This mechanism can not only effectively manage the vibration caused by the range extender, but also effectively control costs and improve user experience.

[0085] In the following, how to determine the second vibration signal of the seat in the flying vehicle in this embodiment is further described.

[0086] As an optional implementation, the method also includes: determining the adjusted ignition angle as the ignition angle, and determining the adjusted second vibration signal as the second vibration signal, and returning to execute from the following steps: comparing the second vibration signal of the seat at the ignition angle with the vibration signal threshold to obtain a comparison result, until the comparison result is that the second vibration signal meets the vibration signal threshold, and outputting the second vibration signal at the ignition angle.

[0087] In this embodiment, the adjusted ignition angle can be determined as the ignition angle, and the adjusted second vibration signal can be determined as the second vibration signal, so as to return to perform a comparison between the second vibration signal and the vibration signal threshold to obtain a comparison result. Until the comparison result shows that the second vibration signal meets the vibration signal threshold, the second vibration signal under the ignition angle can be output.

[0088] Optionally, the above embodiment provides a feedback adjustment mechanism in a closed-loop control system, which aims to optimize seat vibration by continuously adjusting the ignition angle until a preset comfort standard is reached. The key to the above embodiment is its iterative nature. Through continuous testing and adjustment, the system can find a suitable ignition angle setting to effectively reduce seat vibration.

[0089] Optionally, based on the current ignition angle setting, the vibration level of the seat is monitored and recorded. At the same time, a vibration signal threshold can be preset as a standard for evaluating whether the vibration is in a comfort range. Subsequently, the second vibration signal can be compared with the preset vibration signal threshold to evaluate the vibration of the seat under the current ignition angle setting. If the vibration level represented by the second vibration signal is lower than (meets) the vibration signal threshold, it means that the current ignition angle setting has met the comfort requirements, and the second vibration signal under the above setting can be output, and further adjustments can be stopped. That is, the vehicle startup seat jitter optimization test of the flying vehicle is completed.

[0090] Optionally, if the vibration level of the second vibration signal does not reach (does not meet) the requirement of the vibration signal threshold, that is, the seat vibration is too large, the ignition angle can be automatically adjusted. The adjusted ignition angle will become the ignition angle for the next round of testing, and the vibration state of the seat after the adjustment will generate a new second vibration signal. The above process is actually an update of the ignition angle adjustment and seat vibration adjustment process, and the goal is to find a suitable ignition angle setting that can reduce vibration.

[0091] Optionally, the adjusted ignition angle and the second vibration signal will be used as new inputs to re-execute the initial test and comparative evaluation steps. The merchant cycle process can be continued, that is, adjust (ignition angle) → test (second vibration signal) → compare (with threshold) until the vibration level represented by the second vibration signal meets the vibration signal threshold requirement. The above iterative optimization process ensures that the ignition angle can be continuously adjusted until the most suitable ignition angle setting is found to achieve effective control of seat vibration.

[0092] Optionally, once it is confirmed that the second vibration signal meets the vibration signal threshold, that is, the seat vibration level reaches the preset comfort standard, the above-mentioned optimized ignition angle setting and its corresponding second vibration signal will be output. The output result can be directly used for the ignition control of the flying vehicle to dynamically optimize the operating state of the engine and improve the driving comfort and safety.

[0093] In the embodiment of the present invention, the closed-loop control mechanism is used to accurately manage and optimize the vibration signal during the start-up process of the range extender. The closed-loop control can be dynamically adjusted according to real-time feedback. Compared with the open-loop control, it can more accurately respond to the vibration changes of the flying vehicle under different operating conditions, ensuring that the riding experience is always within an acceptable comfort range. In addition, the closed-loop control mechanism can automatically adapt to a variety of driving scenarios, improving the flexibility and adaptability of the flying vehicle.

[0094] In summary, the above implementation method dynamically adjusts the ignition angle to optimize the seat vibration through iterative closed-loop control until the preset comfort standard is met. This mechanism can not only effectively manage and optimize the vibration caused by the range extender, but also improve the overall riding comfort and safety of the flying vehicle.

[0095] The following further explains how to adjust the ignition angle if the comparison result in this embodiment is that the second vibration signal does not meet the vibration signal threshold.

[0096] As an optional implementation, in response to the comparison result that the second vibration signal does not meet the vibration signal threshold, adjusting the ignition angle includes: in response to the comparison result that the second vibration signal does not meet the vibration signal threshold, adjusting the ignition angle according to a target adjustment strategy, wherein the target adjustment strategy is used to represent a rule for advancing or delaying the ignition angle; based on the adjusted ignition angle, adjusting the first vibration signal of the range extender, including: based on the adjusted ignition angle, triggering a reduction in the first vibration signal of the range extender.

[0097] In this embodiment, if the comparison result is that the second vibration signal does not meet the vibration signal threshold, the ignition angle can be adjusted according to the target strategy. Based on the adjusted ignition angle, the first vibration signal of the range extender can be triggered to be adjusted down. The target adjustment strategy can be used to represent the rules for advancing the ignition angle or delaying the ignition angle.

[0098] Optionally, the above implementation further illustrates how to dynamically adjust the ignition angle in closed-loop control according to real-time feedback of seat vibration to achieve the goal of reducing range extender vibration and improving ride comfort. The key to the above implementation lies in the formulation and application of the target adjustment strategy, and the precise control of range extender vibration based on the adjusted ignition angle.

[0099] Optionally, when the monitored second vibration signal (seat vibration level) does not meet the preset vibration signal threshold, that is, the seat vibration is too large, the ignition angle can be adjusted according to a preset target adjustment strategy. The above target adjustment strategy may include rules for advancing or delaying the ignition angle to guide the specific adjustment of the ignition angle. The formulation of the target adjustment strategy is based on a deep understanding of the engine vibration characteristics and empirical research on the relationship between the ignition angle and the vibration level.

[0100] Optionally, the ignition angle can be adjusted automatically according to the target adjustment strategy. If the target adjustment strategy indicates early ignition, the triggering time of the ignition coil will be advanced (i.e., early ignition timing / early ignition angle). If the target adjustment strategy indicates delayed ignition, the ignition timing will be delayed (i.e., delayed ignition coil triggering time / delayed ignition angle). The above adjustment process is a direct intervention in the vibration management of the range extender, aiming to find a suitable ignition angle that can reduce vibration.

[0101] Optionally, after adjusting the ignition angle, the first vibration signal may be recalculated or adjusted. Based on the adjusted ignition angle, a reduction adjustment of the range extender vibration may be triggered, which means that the new first vibration signal will contain updated ignition angle information, so that the engine can be ignited at the new ignition angle, thereby achieving the purpose of reducing vibration.

[0102] In the embodiment of the present invention, through real-time monitoring and dynamic adjustment, the ignition control of the range extender can be continuously optimized under different driving scenarios and operating conditions, reducing the impact of the vibration of the range extender on the seat. The above method avoids the need to use expensive equipment, reduces the cost of testing and adjustment, and provides a more sophisticated and effective vibration control method. For flying vehicles and other vehicles that use range extenders, this not only improves ride comfort, but also enhances driving safety and the overall user experience.

[0103] Optionally, the formulation and application of the target adjustment strategy makes the adjustment of the ignition angle more refined. Considering the requirements of engine performance and safety, the target adjustment strategy can also include restrictions on the adjustment range of the ignition angle to ensure that the range extender can maintain normal operation at any ignition angle setting to avoid performance degradation or potential safety risks.

[0104] In this embodiment, how to trigger the adjustment process of the second vibration signal of the seat in the flying vehicle based on the adjusted first vibration signal is further described below.

[0105] As an optional implementation, based on the adjusted first vibration signal, triggering adjustment of the second vibration signal of the seat in the flying vehicle includes: based on the adjusted first vibration signal, triggering reduction of the second vibration signal of the seat; the method also includes: maintaining the target adjustment strategy, determining the adjusted ignition angle as the ignition angle, and determining the adjusted second vibration signal as the second vibration signal, returning to execute from the following steps: comparing the second vibration signal of the seat at the ignition angle with the vibration signal threshold to obtain a comparison result, until the comparison result is that the second vibration signal meets the vibration signal threshold, and outputting the second vibration signal at the ignition angle.

[0106] In this embodiment, in the process of triggering the adjustment of the second vibration signal of the seat in the flying vehicle based on the adjusted first vibration signal, the adjustment of the second vibration signal of the seat can be triggered based on the adjusted first vibration signal. The target adjustment strategy can be maintained, and the adjusted ignition angle can be determined as the ignition angle, and the adjusted second vibration signal can be determined as the second vibration signal, and the comparison between the second vibration signal and the vibration signal threshold is returned to obtain the comparison result, until the comparison result is that the second vibration signal meets the vibration signal threshold, and the second vibration signal can be output.

[0107] Optionally, the above embodiment describes a seat vibration optimization method under closed-loop control, the core of which is to dynamically adjust the vibration of the seat (second vibration signal) based on the adjusted range extender vibration (first vibration signal), and through continuous comparison and adjustment, ultimately achieve a seat vibration level that meets the comfort standard.

[0108] Optionally, in closed-loop control, the vibration of the range extender can be optimized based on the adjusted ignition angle (i.e., the first vibration signal). After the vibration of the range extender is optimized to a certain extent, that is, the first vibration signal is adjusted to reduce the vibration of the range extender, the vibration state of the seat (the second vibration signal) can be further monitored. If the seat vibration still exceeds the preset vibration signal threshold, the adjustment to reduce the seat vibration will be triggered based on the adjusted first vibration signal, that is, the reduction of the second vibration signal. The above adjustment process may involve the seat's own active vibration control mechanism, such as adjusting the damper or electromagnetic vibration absorber inside the seat to further reduce the seat vibration.

[0109] Optionally, after the above adjustment, the target adjustment strategy can be maintained, that is, the preset ignition angle adjustment rules are continued to be followed, for example, the ignition angle is dynamically adjusted according to the engine speed, load or seat vibration. At the same time, the current optimized ignition angle is determined as the new ignition angle setting for subsequent engine operation and vibration control.

[0110] Optionally, the seat vibration state after a round of optimization is used as a new second vibration signal. This means that after each closed-loop iteration, the evaluation benchmark for the seat vibration state can be updated based on the latest vibration control result.

[0111] Optionally, the comparison between the second vibration signal and the vibration signal threshold is continuously performed, that is, checking whether the seat vibration meets the preset comfort standard. If the seat vibration still does not meet the threshold requirement, the ignition angle will be adjusted again to optimize the range extender vibration, and the seat vibration will be further adjusted to form a closed-loop feedback and optimization process. The above process will continue to iterate until the seat vibration level meets the preset vibration signal threshold.

[0112] Optionally, when the closed-loop control finally confirms that the seat vibration level meets the vibration signal threshold, that is, the seat vibration reaches or is lower than the preset comfort standard, the second vibration signal in this optimized state and the corresponding ignition angle setting will be output. The output result directly reflects the effectiveness of the system in optimizing the synchronous vibration of the range extender and the seat, and provides the flying car with optimized operating parameters to improve riding comfort and driving safety.

[0113] In an embodiment of the present invention, a closed-loop control mechanism is used to achieve synchronized and refined management of the range extender vibration and the seat vibration. The closed-loop control can be dynamically adjusted based on real-time feedback to ensure that the seat vibration is always maintained at a comfortable level under changing driving conditions. The above mechanism can improve the riding experience. In summary, the above steps achieve comprehensive optimization of the flying car range extender vibration and seat vibration through dynamic feedback and adjustment of closed-loop control, ensuring that the seat vibration level meets the preset comfort standards. The above series of operations highlight the key role in ensuring passenger comfort and safety.

[0114] The following further describes the process of how to compare the second vibration signal of the seat at the ignition angle with the vibration signal threshold in this embodiment.

[0115] As an optional implementation, a second vibration signal of the seat at the ignition angle is compared with the vibration signal threshold to obtain a comparison result, including: determining a first vibration level to which the second vibration signal belongs, and a second vibration level to which the vibration signal threshold belongs; and comparing the first vibration level with the second vibration level to obtain a comparison result.

[0116] In this embodiment, in the process of comparing the second vibration signal of the seat at the ignition angle with the vibration signal threshold, the first vibration magnitude to which the second vibration signal belongs and the second vibration magnitude to which the vibration signal threshold belongs can be determined. The first vibration magnitude and the second vibration magnitude can be compared to obtain a comparison result.

[0117] Optionally, the above embodiment provides a key link for seat vibration monitoring and evaluation in a closed-loop control system, aiming to achieve seat vibration optimization based on ignition angle adjustment by quantifying the vibration level. The above process ensures that the flight vehicle can keep the seat vibration within an acceptable comfort range when the range extender is started.

[0118] Optionally, the second vibration signal refers to the actual vibration signal collected by the seat vibration sensor, reflecting the vibration state of the seat under the current ignition angle setting. The second vibration signal can be converted into a magnitude that is easy to compare and evaluate, that is, the first vibration magnitude. The first vibration magnitude may be calculated based on characteristics such as the amplitude, frequency or energy of the vibration signal, and represents the intensity or level of seat vibration.

[0119] Optionally, the vibration signal threshold is a preset vibration level standard to distinguish whether the seat vibration is within a comfortable range. The vibration signal threshold is converted into a level with the same unit as the first vibration level, that is, the second vibration level, to facilitate subsequent comparative analysis. The setting of the second vibration level is usually based on user experience research, health and safety standards or industry specifications to ensure that the seat vibration does not cause discomfort or potential health risks to passengers when the flying vehicle is in operation.

[0120] Optionally, the first vibration magnitude is compared with the second vibration magnitude to obtain a comparison result. The above comparison process is a key decision point in the closed-loop control, which directly determines whether the ignition angle needs to be adjusted, as well as the direction and amplitude of the adjustment. If the first vibration magnitude is greater than the second vibration magnitude, it means that the seat vibration exceeds the comfort threshold, and the system will trigger the adjustment of the ignition angle to reduce the seat vibration; conversely, if the first vibration magnitude is less than or equal to the second vibration magnitude, the seat vibration is within an acceptable range, and further adjustment of the ignition angle may not be required.

[0121] Optionally, based on the comparison results, a decision will be made as to whether and how to adjust the ignition angle. If the seat vibration level exceeds a threshold, the system will decide whether to advance or delay the ignition angle according to a preset target adjustment strategy in order to reduce the vibration of the range extender and, in turn, the vibration of the seat.

[0122] In an embodiment of the present invention, the above-mentioned comparison and adjustment process can form a closed-loop control mechanism, which can continuously optimize the ignition angle through continuous iteration until the seat vibration level meets the preset comfort standard. After each adjustment, the seat vibration state can be re-evaluated to ensure the effectiveness and accuracy of the vibration control strategy. The above-mentioned mechanism provides a technical means for flying cars to actively manage vibration and improve ride comfort. By converting the seat vibration signal into a vibration level and comparing it with a preset threshold, the above-mentioned implementation method can achieve quantitative management of the impact of the range extender vibration on the seat, avoiding the subjectivity and inaccuracy that may be caused by qualitative evaluation in related technologies. The above-mentioned vibration optimization method based on quantification can not only improve the riding experience.

[0123] The technical solution of the embodiment of the present invention is illustrated below in conjunction with preferred implementation modes.

[0124] At present, for flying cars equipped with range extenders, the excitation generated when the range extender is started will cause the seat to shake. If the seat shakes greatly, it is easy to cause complaints from the driver and passengers. In the related technology, the cylinder pressure of the range extender is tested, and the cylinder pressure of the range extender is reduced through the calibration method of the range extender to reduce the vibration when the range extender is started. The disadvantages of the above technology are that the time required to install the cylinder pressure sensor is long and the equipment is expensive. The reason for this disadvantage is that, taking a four-cylinder range extender as an example, four cylinder pressure sensors are required to test the cylinder pressure of the range extender. The sensor needs to be customized according to the structure of the range extender, and the market price is 40,000 yuan each. And during installation, the spark plug of the range extender needs to be removed and replaced with a cylinder pressure sensor with an ignition function, which requires four working hours. Therefore, there is still a technical problem of low control efficiency of flying vehicles.

[0125] The embodiment of the present invention proposes a range extender control method for reducing the vibration of the flying car seat, which reduces the vibration when the range extender is started, thereby reducing the vibration of the flying car seat. The change of the cylinder ignition angle of the range extender will reduce the vibration of the range extender. By testing the crankshaft position signal, the range extender cylinder ignition signal, and the seat vibration signal, the ignition angle is determined by the crankshaft position signal and the cylinder ignition signal. By changing the ignition angle, the range extender vibration is reduced, thereby achieving the purpose of reducing the seat vibration. Thereby, the technical effect of improving the control efficiency of the flying vehicle is achieved, and the technical problem of low control efficiency of the flying vehicle is solved or partially solved.

[0126] The method of the embodiment of the present invention is further illustrated below.

[0127] Figure 2 is a schematic diagram of a range extender control system for reducing vibration of a flying car seat according to an embodiment of the present invention. Figure 2 As shown, the system may include a multi-channel data acquisition device 21 , an insulating wire-breaking needle 22 , a current clamp 23 , an ignition coil 24 for a range extender, a crankshaft position signal sensor 25 , a crankshaft 26 , a cylinder block 27 and a cylinder head 28 .

[0128] Figure 3 FIG. 1 is a schematic diagram showing a connection method between a seat vibration sensor and a multi-channel data collector according to an embodiment of the present invention. Figure 3 As shown, the seat vibration sensor 9 can be connected to the multi-channel data collector 21.

[0129] Figure 4 FIG. 1 is a schematic diagram showing a method of adjusting the ignition angle of a range extender to reduce seat vibration according to an embodiment of the present invention. Figure 4 As shown, the ignition angle is delayed by 12°, and the seat vibration is reduced during the range extender startup process. In engineering, the relationship between the ignition angle and seat vibration can be quantified based on this test method.

[0130] Optionally, there are indeed multiple methods and technical paths for collecting crankshaft position signals. The above methods are not limited to traditional sensor acquisition, but also cover the acquisition of position information using multiple signals and mechanisms inside or outside the flying car range extender.

[0131] Optionally, an encoder is a sensor that can convert mechanical displacement or rotation into a digital signal. In the range extender of a flying car, an external encoder can be installed on the crankshaft or a drive mechanism connected to the crankshaft, such as a flywheel. When the crankshaft rotates, the encoder outputs a pulse signal corresponding to the crankshaft rotation angle. By counting these pulses, the position and rotation angle of the crankshaft can be accurately measured.

[0132] Optionally, the flywheel itself has teeth or marks that rotate synchronously with the rotation of the crankshaft, so the position of the crankshaft can be indirectly obtained by detecting the marks or teeth on the flywheel. This is usually achieved by a sensor mounted near the flywheel, such as a Hall effect sensor or a magnetoelectric sensor. When the flywheel rotates, the sensor detects changes in the magnetic or electromagnetic field, thereby determining the position of the crankshaft.

[0133] Alternatively, if the engine or transmission system of the range extender includes a motor assembly, the current or voltage signal of the motor can also be used to indirectly estimate the position of the crankshaft. The operating state of the motor is closely related to the position of the crankshaft, and the current angle of the crankshaft can be calculated by analyzing the electrical signal of the motor. This method is particularly suitable for flying cars with electric range extenders or hybrid range extenders.

[0134] Alternatively, the camshaft signal can also be used to describe the position of the crankshaft mechanism, especially for four-stroke engines. The rotation of the camshaft is in a fixed proportional relationship with the rotation of the crankshaft. By monitoring the sensor signal at a specific position on the camshaft, the corresponding position of the crankshaft can be calculated. The camshaft signal is usually used for the calculation of the engine's valve control and ignition timing.

[0135] Optionally, different signal sources may require different algorithms to process and parse the signals to calculate the relative position of the crankshaft. For example, if an external encoder is used, pulse counting and periodic calibration may be required; if a motor signal is used, the rate of change of current or voltage may be required to estimate the rotational speed and position of the crankshaft. In some cases, it may be necessary to use multiple signals simultaneously to calculate position information to improve the accuracy and robustness of the measurement. The signal fusion algorithm can comprehensively consider the data from different sensors and obtain a more accurate estimate of the crankshaft position through weighted averaging, Kalman filtering or other statistical methods. Due to the possible measurement errors of the sensor, error correction is required during the signal processing process. This usually includes zero point correction, temperature compensation, linearity correction, etc., to ensure that the acquisition and calculation results of the crankshaft position signal are as accurate as possible even in complex working environments.

[0136] It should be noted that the above acquisition method provides a variety of options, and the appropriate crankshaft position signal acquisition scheme can be selected according to the specific design and cost budget of the flying car. Different signal acquisition schemes can adapt to the diverse configurations of the flying car range extender. Whether it is a traditional fuel engine, electric motor or hybrid power system, a suitable method can be found to obtain the crankshaft position information. Accurate acquisition of crankshaft position signals is the basis for optimizing control strategies such as vibration control, fuel efficiency optimization and engine health monitoring of flying cars. Through the above signals, precise ignition angle adjustment, load management, etc. can be implemented, thereby improving the overall performance of the flying car and the riding experience of passengers.

[0137] In summary, the acquisition of crankshaft position signals is not limited to traditional sensor methods, but can also be achieved through a variety of technical means, including the use of encoders, flywheels, motor signals, and camshaft signals. The above methods combined with specific signal processing algorithms can provide accurate position information for the range extender of the flying car, providing important support for achieving vibration control, performance optimization, and safe driving.

[0138] Figure 5 is a flow chart of a range extender control method for reducing vibration of a flying car seat according to an embodiment of the present invention. Figure 5 As shown, the method may include the following steps:

[0139] Step S501, arranging sensors and connecting hardware.

[0140] In this embodiment, the above-mentioned multi-channel data acquisition device, insulation breaking needle, current clamp, range extender ignition coil, crankshaft position signal sensor, crankshaft, cylinder block and cylinder head can be deployed and completed according to Figure 2 connection method to complete the connection between each other.

[0141] Step S502, start and set the universal software of the multi-channel data acquisition device.

[0142] In this embodiment, after arranging the sensors and hardware connections, the general software equipped with the multi-channel data acquisition device can be started. This software is the core of the data acquisition system and is responsible for controlling the operation of the data acquisition device, as well as collecting, processing and storing data from various sensors. Starting the software usually includes loading the software interface, initializing the connection between the software and the hardware, and preparing the data acquisition environment.

[0143] Step S503, adjusting the cylinder ignition angle through calibration software.

[0144] In this embodiment, adjusting the cylinder ignition angle through calibration software is part of the core control link in the entire solution to reduce the vibration of the flying car seat. In the closed-loop control system, this step directly involves the active adjustment of the factors affecting the vibration of the range extender, that is, by changing the ignition angle of the cylinder, the operating state of the engine is optimized and its vibration impact on the seat is reduced.

[0145] Step S504, testing the ignition angle and seat rail vibration data of the range extender startup process of the flying car.

[0146] In this embodiment, testing the ignition angle and seat rail vibration data of the range extender startup process of the flying car is a key stage of experimental verification and data collection in the entire technical solution. The above steps involve obtaining the relationship data between the setting of the ignition angle when the range extender is started and the vibration response of the seat rail under actual conditions, which provides an empirical basis for subsequent analysis, ignition angle optimization, and the formulation of vibration control strategies.

[0147] Step S505, analyzing the seat rail vibration data and the cylinder ignition angle.

[0148] In this embodiment, the seat rail vibration data and the cylinder ignition angle are analyzed in an in-depth analysis and evaluation phase after the data collection is completed, which aims to understand the influence of the ignition angle on the seat rail vibration and optimize the engine ignition strategy.

[0149] Step S506, determining whether the seat rail vibration meets the set target.

[0150] In this embodiment, it can be determined whether the vibration of the seat rail meets the set target. If so, step S507 can be further executed. Otherwise, the process returns to step S503.

[0151] Optionally, before the test begins, a target value or target range for seat track vibration can be set, which is usually based on passenger comfort standards, industry specifications or specific usage scenario requirements. The target may include specific indicators such as vibration amplitude, frequency or duration. After the seat track vibration data is collected and the ignition angle is analyzed, the system will compare the current vibration data with the preset vibration target. This may be done automatically by software or manually evaluated by an engineer. The purpose of the comparative analysis is to determine whether the vibration level under the current ignition angle setting meets or exceeds the target requirement.

[0152] Optionally, if the seat rail vibration data meets the set target, it indicates that the current ignition angle setting has achieved the effect of vibration control, and the system can continue to step S507. On the contrary, if the vibration data exceeds the target range, the system needs to feedback to step S503, readjust the ignition angle, and then collect and analyze the vibration data to form a closed-loop test and optimization process.

[0153] Step S507, completing the vehicle start-up seat vibration optimization test.

[0154] In this embodiment, after the seat rail vibration data continuously meets the set target, the test can be considered to have been successfully completed. This means that by adjusting the ignition angle, a method has been found to effectively reduce the seat vibration when the flying car starts.

[0155] Optionally, in the above steps, multiple rounds of verification tests can be performed to ensure that the optimization effect of the ignition angle is stable under different operating conditions and loads. This helps to verify the reliability and robustness of the optimization strategy.

[0156] Optionally, after the test is completed, the test process, ignition angle settings, vibration data, and optimization results can be recorded in detail. These documents and reports will serve as proof of the technical solution and a reference for future development, production, and maintenance. The success of the test results provides specific technical parameters and strategies for the optimization of seat vibrations in flying cars. These results can be used in the production of flying cars to ensure that each flying car can minimize seat vibration when the range extender is started. At the same time, the optimization strategy can be further developed and refined to adapt to a wider range of usage scenarios and vehicle configurations.

[0157] In the embodiment of the present invention, the correlation between the ignition angle and the seat vibration is tested and this test method, this method and logic may be applied to the future flying car using the range extender, and the optimization of the riding comfort of the driver and passengers when the range extender is started may also use this method and logic to dynamically adjust the ignition angle of the range extender through the controller to achieve the purpose of improving the riding comfort. The technical effect of improving the control efficiency of the flying vehicle is achieved, and the technical problem of low control efficiency of the flying vehicle is solved or partially solved.

[0158] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, stored data, displayed data, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with the relevant laws, regulations and standards of the relevant countries and regions, and provide corresponding operation entrances for users to choose to authorize or refuse.

[0159] According to another aspect of the embodiment of the present invention, corresponding to the embodiment of the control method of the flying vehicle, the present specification also provides a control system of the flying vehicle, Figure 6 is a system block diagram of a control system of a flying vehicle according to an embodiment of the present invention. Figure 6 As shown, the control system 600 of the flying vehicle may include: an insulated wire-breaking needle 602 , a current clamp 604 and a multi-channel data acquisition device 606 .

[0160] The insulated wire-breaking needle 602 is used to collect the crankshaft position signal of the flying vehicle during the start-up of the range extender, wherein the crankshaft position signal is used to indicate the rotational position of the crankshaft.

[0161] In this embodiment, the insulated wire-breaking needle 602 is designed to obtain a critical crankshaft position signal from the range extender of the flying car without damaging the original circuit.

[0162] Optionally, the insulated wire-breaking needle can accurately capture the crankshaft position signal of the flying car range extender during startup. The crankshaft position signal reflects the real-time rotation angle and position of the crankshaft, which is essential for determining the mechanical position and motion state inside the engine. In the test of vibration optimization of the flying car, it is very important to synchronously collect the crankshaft position signal and the ignition signal. The insulated wire-breaking needle 602 can obtain the above-mentioned crankshaft position signal, ensuring the synchronization and accuracy of the data, which is essential for subsequent signal processing and analysis.

[0163] Optionally, the insulated wire-breaking needle 602 can be precisely installed on the signal line of the flying car range extender. For the crankshaft position signal, it is installed near the signal line of the crankshaft sensor. When the flying car range extender is started, the insulated wire-breaking needle 602 can collect the crankshaft position signal in real time and transmit the above signal to the multi-channel data collector 606 or the control unit. The accuracy and real-time performance of signal acquisition are directly related to the accuracy and effectiveness of subsequent analysis.

[0164] Optionally, the acquired signal is further processed and correlated with the crankshaft position signal to calculate the ignition angle, i.e. the relationship between the ignition timing and the crankshaft position. This information is essential for analyzing engine vibrations, optimizing the ignition angle strategy, and minimizing seat vibrations.

[0165] In the embodiment of the present invention, compared with installing an expensive cylinder pressure sensor, the method of using the insulated wire-breaking needle 602 is more cost-effective because it avoids a large investment in the sensor and a complicated installation process, while providing the same critical information. The use of the insulated wire-breaking needle is relatively simple, and does not require professional equipment disassembly or line modification, which reduces test preparation time and labor costs and improves test efficiency. Due to its non-destructive characteristics, the insulated wire-breaking needle 602 will not cause damage to the flying car's circuits or sensors during use, ensuring the safety of the test and the reliability of the system.

[0166] The current clamp 604 is used to collect the cylinder ignition signal of the flying vehicle during the start-up of the range extender in the flying vehicle, wherein the cylinder ignition signal is used to represent the ignition signal of the cylinder in the flying vehicle, and the cylinder and the crankshaft are used together to provide a power source for the range extender.

[0167] In this embodiment, the current clamp 604 is a special measurement tool, which is mainly used to collect cylinder ignition signals in a non-invasive manner during the start-up process of the range extender of the flying car.

[0168] Alternatively, a current clamp (also called an ammeter clamp or current probe) is designed to measure current without direct contact with the circuit. It usually consists of a closed loop of magnetic material (the jaws) and a current sensor. When the current clamp is wrapped around the line through which the current flows, it is able to sense the magnetic field generated by the current and convert it into a readable current value.

[0169] Optionally, in the range extender of the flying car, the cylinder ignition signal is generated by the ignition system to trigger the combustion of the fuel in the cylinder, thereby generating power. The current clamp 604 can be placed on the power supply line of the ignition system to indirectly obtain the cylinder ignition signal by measuring the instantaneous current change during ignition. This non-contact signal acquisition method avoids damage to the original circuit and reduces the complexity of the test operation.

[0170] Optionally, when the current clamp 604 collects the cylinder ignition signal, the cylinder ignition signal can be compared with the crankshaft position signal collected at the same time. By analyzing the relationship between the time when the ignition signal appears and the crankshaft position, the ignition angle, that is, the actual angle of the engine cylinder ignition relative to the crankshaft position, can be accurately calculated. The above information is crucial for a deep understanding of the combustion process inside the engine, optimizing the ignition timing, and ultimately reducing seat vibration.

[0171] In an embodiment of the present invention, the cylinder and crankshaft of the range extender together constitute the power source of the flying car. The precise detection of the cylinder ignition signal, combined with the crankshaft position information, makes the control of the power system more refined. By adjusting the ignition angle, the combustion efficiency of the engine can be optimized, the vibration can be reduced, and the overall power performance and ride comfort can be improved. During the engine start-up and operation process, an inappropriate ignition angle setting will aggravate the vibration. The cylinder ignition signal collected by the current clamp 604, combined with the data of the seat vibration sensor, can reveal the relationship between the engine vibration and the ignition angle, and provide key information for the formulation of the vibration reduction strategy. The signal collected by the current clamp 604 is an important input data in the closed-loop control system. Through real-time monitoring of the ignition signal, the system can dynamically adjust the ignition angle to achieve the engine running state and the lowest seat vibration level. This real-time monitoring and adjustment mechanism is of great significance for improving the ride comfort and safety of the flying car.

[0172] The multi-channel data collector 606 is used to determine the ignition angle of the range extender based on the crankshaft position signal and the cylinder ignition signal; based on the ignition angle, trigger the adjustment of the first vibration signal of the range extender; based on the adjusted first vibration signal, trigger the adjustment of the second vibration signal of the seat in the flying vehicle, wherein the adjusted second vibration signal is smaller than the second vibration signal before adjustment, and the seat vibrates with the vibration of the range extender.

[0173] In this embodiment, the multi-channel data collector 606 is one of the core components in the vibration control technology of the flying car range extender, and undertakes the key tasks of signal collection, processing and triggering the vibration adjustment mechanism.

[0174] Optionally, the multi-channel data collector 606 can simultaneously receive and collect signals from multiple sensors, such as the crankshaft position signal collected by the insulated wire breakout needle and the cylinder ignition signal collected by the current clamp. The above multi-channel design enables real-time detection and analysis of multiple related parameters, improving the efficiency of data collection and the comprehensiveness of the test.

[0175] In an embodiment of the present invention, the multi-channel data collector 606 can collect and process key signals in real time, ensuring that the adjustment of the ignition angle and the monitoring of the seat vibration are immediate, thereby improving the accuracy and response speed of vibration control. By using a multi-channel data collector, it is possible to avoid installing additional expensive sensors in the flying car, such as cylinder pressure sensors, thereby reducing the cost of the entire vibration optimization system. Reducing seat vibration directly improves the riding comfort of the flying car, allowing the driver and passengers to experience less bumps and discomfort during the startup and operation of the flying car, thereby increasing the market appeal and user experience of the flying car. The design of the multi-channel data collector is flexible and can adapt to different configurations and working environments of the flying car range extender. In addition, a platform for data collection and analysis is provided to facilitate subsequent iterative optimization of the vibration control strategy.

[0176] In summary, the multi-channel data collector 606 plays a core role in the vibration control of the flying car range extender. By accurately collecting and analyzing key signals and dynamically adjusting the ignition angle, the seat vibration is effectively controlled, thereby optimizing the riding experience and power smoothness of the flying car.

[0177] In the control system of the flying vehicle of this embodiment, during the start-up of the range extender in the flying vehicle, if the vibration signals of the range extender and the seat in the flying vehicle need to be adjusted (controlled), the corresponding crankshaft rotation signal of the crankshaft of the flying vehicle can be collected, and the cylinder ignition signal of the flying vehicle can also be collected. The ignition angle of the range extender can be determined based on the crankshaft position signal and the cylinder ignition signal. According to the ignition angle, the adjustment of the first vibration signal of the range extender can be triggered. The adjustment of the second vibration signal of the seat can be triggered based on the adjusted first vibration signal, so that the adjusted second vibration signal is less than the second vibration signal before the adjustment. In this embodiment, based on the ignition angle, the ignition timing is adjusted through the control strategy to optimize the vibration of the range extender. Since there is a specific correlation between the ignition angle and the vibration of the engine, appropriate ignition angle adjustment can reduce the unbalanced force in the combustion process, thereby reducing the vibration of the engine itself. Since the vibration of the range extender will be transmitted to the seat through the body structure, reducing the vibration of the range extender can effectively reduce the vibration signal of the seat and improve the ride comfort. Through the above method, unnecessary stops or repairs caused by vibration are reduced, and the difficulty and time of maintenance are reduced. Thereby achieving the technical effect of improving the control efficiency of the flying vehicle, and solving or partially solving the technical problem of low control efficiency of the flying vehicle.

[0178] The crankshaft position signal sensor, the range extender ignition coil and the seat vibration sensor included in the control system of the flying vehicle in this embodiment are further explained below.

[0179] As an optional implementation, the system also includes: a crankshaft position signal sensor, used to detect the crankshaft and obtain a crankshaft position signal; a range extender ignition coil, used to detect the cylinder and obtain a cylinder ignition signal; a seat vibration sensor, used to detect a second vibration signal of the seat.

[0180] In this embodiment, in the range extender vibration control scheme of the flying car, the crankshaft position signal sensor, the range extender ignition coil and the seat vibration sensor are three key components. The above three components are respectively responsible for collecting signals closely related to the engine vibration control and providing necessary input data for the control system.

[0181] Optionally, the main function of the crankshaft position signal sensor is to detect the rotation position and speed of the engine crankshaft. In the flying car range extender, the crankshaft is an important component connecting the engine cylinder and the transmission system, and the rotation of the crankshaft directly reflects the working state of the engine. By real-time monitoring of the crankshaft position, the real-time angle information of the crankshaft can be obtained, which is the basis for calculating the ignition angle and optimizing the engine combustion process.

[0182] Optionally, the crankshaft position signal sensor usually works based on the technical principles of Hall effect, magneto-electric induction or photoelectric induction. When the signal wheel or magnetic mark on the crankshaft passes the sensor, the sensing element inside the sensor detects the change in magnetic field or light, thereby generating an electrical signal corresponding to the crankshaft position. This signal can be a pulse signal, a square wave signal or an analog signal, depending on the design and output type of the sensor.

[0183] Optionally, the crankshaft position signal is transmitted to a multi-channel data acquisition device, where it is compared with the cylinder ignition signal in time, and the ignition angle is calculated by an algorithm. In a closed-loop control system, these data are used to adjust the engine ignition timing in real time, thereby optimizing the engine's operating state and reducing vibration.

[0184] Optionally, although the range extender ignition coil is mainly responsible for generating high voltage electricity for igniting the compressed fuel and air mixture in the cylinder, in this system, it also plays the role of obtaining the cylinder ignition signal. The ignition signal is the trigger point of the engine combustion process. By monitoring the working state of the ignition coil, the real time of cylinder ignition can be determined.

[0185] Optionally, when the ignition system is activated, the ignition coil will generate a transient high-voltage current inside, and this current change can be detected by external tools such as current clamps. By monitoring the current signal of the ignition coil, the ignition timing information of the cylinder can be indirectly obtained. This current signal usually has a high transient change, so special acquisition equipment, such as current clamps, is required for accurate measurement.

[0186] Optionally, the cylinder ignition signal is combined with the crankshaft position signal to determine the ignition angle. In the vibration control strategy, the adjustment of the ignition angle is a key means to reduce the vibration during the start-up and operation of the flying car range extender. By comparing and analyzing the data of the seat vibration sensor, the ignition angle setting can be optimized to minimize the vibration.

[0187] Optionally, the seat vibration sensor is used to monitor the vibration of the flying car seat in real time. The seat vibration is usually directly related to the vibration of the range extender, especially during the startup phase. Inappropriate engine vibration can cause the seat to bump and affect the comfort of passengers. The data from the seat vibration sensor is a direct basis for evaluating the effect of vibration control and is used to verify the effectiveness of the ignition angle adjustment strategy.

[0188] Optionally, the vibration sensor may be implemented based on technologies such as piezoelectric effect, acceleration measurement or magneto-electric induction. When the seat vibrates, the sensor detects the frequency, amplitude and direction of the vibration, converting these mechanical vibrations into measurable electrical signals.

[0189] Optionally, the seat vibration signal is transmitted to a multi-channel data acquisition device for synchronous analysis with the crankshaft position signal and the cylinder ignition signal. By comparing the vibration signals of the seat before and after adjustment, the effect of ignition angle optimization on reducing seat vibration can be intuitively evaluated, and then fed back to the control system for dynamic adjustment of the ignition angle of individual cylinders to achieve appropriate vibration control performance.

[0190] In an embodiment of the present invention, the three components work together to form a closed-loop control system, in which the information collected by the crankshaft position signal sensor and the range extender ignition coil is used to calculate the ignition angle, and the seat vibration sensor is used to monitor the actual vibration effect. Based on the above data, the closed-loop control system continuously adjusts the ignition angle until the seat vibration reaches the preset target value. Through the above real-time monitoring and feedback mechanism, the vibration control of the range extender of the flying car becomes accurate and effective, significantly improving the riding experience and safety performance. Through the above settings, the combustion process of the engine can be controlled more finely, reducing the uncomfortable vibrations that may be generated during startup and operation, thereby improving the overall performance and passenger comfort of the flying car without sacrificing power efficiency.

[0191] The following further explains the steps that can be executed by the multi-channel data collector in this embodiment.

[0192] As an optional implementation, a multi-channel data collector is used to compare the second vibration signal of the seat at the ignition angle with the vibration signal threshold to obtain a comparison result; in response to the comparison result that the second vibration signal does not meet the vibration signal threshold, the ignition angle is adjusted; based on the adjusted ignition angle, the first vibration signal of the range extender is adjusted; the system also includes: a controller, used to determine the adjusted ignition angle as the ignition angle, and determine the adjusted second vibration signal as the second vibration signal, and return to execute from the following steps: compare the second vibration signal of the seat at the ignition angle with the vibration signal threshold to obtain a comparison result, until the comparison result is that the second vibration signal meets the vibration signal threshold, and output the second vibration signal at the ignition angle.

[0193] In this embodiment, the above embodiment provides a closed-loop control system for optimizing the ignition angle during the start-up process of the flying car range extender to reduce seat vibration and improve passenger comfort. This process includes data collection, analysis and comparison, ignition angle adjustment, effect verification and feedback loop.

[0194] Optionally, the multi-channel data collector continuously monitors and collects the second vibration signal of the seat vibration sensor, which reflects the actual vibration of the seat under the current ignition angle setting. At the same time, the collector also collects the crankshaft position signal and the cylinder ignition signal for calculating the ignition angle.

[0195] Optionally, the data collector compares the second vibration signal of the seat with a preset vibration signal threshold to determine whether the current ignition angle setting causes the seat vibration to be within an acceptable range. The vibration signal threshold is formulated based on engineering experience and human comfort standards, and represents the upper limit of seat vibration.

[0196] Optionally, if the comparison result shows that the second vibration signal (i.e., the actual vibration level) of the seat exceeds the vibration signal threshold, it means that the current ignition angle setting is not sufficient to suppress the vibration when the range extender is started. At this time, the system will automatically adjust the ignition angle and try to find a more optimal ignition angle setting to achieve the purpose of reducing seat vibration.

[0197] Optionally, based on the adjusted ignition angle, the system further adjusts the first vibration signal of the range extender (ie, the engine vibration signal). This adjustment process may involve changing the ignition timing inside the engine to reduce the generation of vibration.

[0198] Optionally, the controller is the heart of the closed-loop control system, which receives the ignition angle and vibration signal data transmitted by the data collector, and decides whether the ignition angle needs to be adjusted based on the analysis results. If adjustment is required, the controller will perform the above steps until the vibration level of the seat meets the preset vibration signal threshold.

[0199] Optionally, the controller uses the adjusted ignition angle as a new input ignition angle and the adjusted second vibration signal as a new vibration signal for comparison and analysis. The system continues to cycle this process, re-evaluating the seat vibration each time the ignition angle is adjusted, until the vibration level reaches or falls below the vibration signal threshold.

[0200] Optionally, once the second vibration signal of the seat at a certain ignition angle meets the vibration signal threshold, that is, the vibration control goal is achieved, the controller will output the optimized ignition angle setting and the corresponding second vibration signal. This means that the ignition angle setting of the flying car range extender has been optimized to a suitable state, which can ensure that the vibration of the seat is within an acceptable comfort range during startup and operation.

[0201] In the embodiment of the present invention, the advantage of the above closed-loop control strategy is that it can dynamically adjust and optimize the ignition angle of the engine, respond to changes in seat vibration in real time, and thus maintain riding comfort in a complex flight environment. In addition, through a continuous feedback loop, it is possible to continuously learn and improve, and ultimately find an ignition angle setting that can effectively reduce seat vibration under various operating conditions.

[0202] According to another aspect of the embodiments of the present invention, corresponding to the embodiments of the control method of the flying vehicle, the present specification also provides a control device for the flying vehicle, Figure 7 FIG. 1 is a structural block diagram of a control device for a flying vehicle according to an embodiment of the present invention. Figure 7 As shown, the control device 700 of the flying vehicle may include: a collecting unit 702 , a determining unit 704 , a first adjusting unit 706 and a second adjusting unit 708 .

[0203] The collection unit 702 is used to collect the crankshaft position signal and cylinder ignition signal of the flying vehicle during the start-up of the range extender, wherein the crankshaft position signal is used to indicate the rotational position of the crankshaft, and the cylinder ignition signal is used to indicate the ignition signal of the cylinder. The flying vehicle is equipped with a range extender, a crankshaft and a cylinder, and the crankshaft and the cylinder are used together to provide a power source for the range extender.

[0204] The determination unit 704 is used to determine the ignition angle of the range extender based on the crankshaft position signal and the cylinder ignition signal.

[0205] The first adjustment unit 706 is configured to trigger and adjust a first vibration signal of the range extender based on the ignition angle.

[0206] The second adjustment unit 708 is used to trigger the adjustment of the second vibration signal of the seat in the flying vehicle based on the adjusted first vibration signal, wherein the adjusted second vibration signal is smaller than the second vibration signal before the adjustment, and the seat vibrates with the vibration of the range extender.

[0207] In this embodiment, the acquisition unit 702 acquires the crankshaft position signal and cylinder ignition signal of the flying vehicle during the start-up of the range extender; the determination unit 704 determines the ignition angle of the range extender based on the crankshaft position signal and the cylinder ignition signal; the first adjustment unit 706 triggers the adjustment of the first vibration signal of the range extender based on the ignition angle; the second adjustment unit 708 triggers the adjustment of the second vibration signal of the seat in the flying vehicle based on the adjusted first vibration signal, wherein the adjusted second vibration signal is less than the second vibration signal before adjustment, and the seat vibrates with the vibration of the range extender. Thus, the technical effect of improving the control efficiency of the flying vehicle is achieved, and the technical problem of low control efficiency of the flying vehicle is solved or partially solved.

[0208] An embodiment of the present application further provides a flying vehicle, comprising: a memory storing an executable program; and a processor for running the program, wherein the method in each embodiment of the present invention is executed when the program is running.

[0209] Figure 8 is a structural block diagram of a flying vehicle according to an embodiment of the present invention. Figure 8 As shown, the components of the autonomous driving vehicle 800 include but are not limited to a memory 810 and a processor 820. The processor 820 and the memory 810 are connected via a bus 830, and a database 860 is used to store data.

[0210] The autonomous vehicle 800 may also include an access device 840 that enables the autonomous vehicle 800 to communicate via one or more networks 850. Examples of these networks include a public switched telephone network (PSTN), a local area network (LAN), a wide area network (WAN), a personal area network (PAN), or a combination of communication networks such as the Internet. The access device 840 may include one or more of any type of wired or wireless network interface (e.g., a network interface card (NIC)), such as an IEEE 802.11 wireless local area network (WLAN) wireless interface, a Worldwide Interoperability for Microwave Access (Wi-MAX) interface, an Ethernet interface, a Universal Serial Bus (USB) interface, a cellular network interface, a Bluetooth interface, a Near Field Communication (NFC) interface, and the like.

[0211] In one embodiment of the present disclosure, the above components of the autonomous driving vehicle 800 and Figure 8 Other components not shown in the figure may also be connected to each other, for example, via a bus. It should be understood that Figure 8 The structure block diagram of the autonomous driving vehicle shown is for illustrative purposes only and is not intended to limit the scope of the present disclosure. Those skilled in the art may add or replace other components as needed.

[0212] An embodiment of the present application further provides a computer-readable storage medium, which includes a stored executable program, wherein when the executable program is running, the device where the computer-readable storage medium is located is controlled to execute the methods in various embodiments of the present invention.

[0213] An embodiment of the present application further provides a computer program product, including a computer program, which implements the methods in various embodiments of the present invention when executed by a processor.

[0214] An embodiment of the present application further provides a computer program product, including a non-volatile computer-readable storage medium, wherein the non-volatile computer-readable storage medium is used to store a computer program, and when the computer program is executed by a processor, the method in each embodiment of the present invention is implemented.

[0215] The embodiments of the present application further provide a computer program, which implements the methods in the above-mentioned embodiments of the present invention when executed by a processor.

[0216] In the above embodiments of the present invention, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0217] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. Among them, the device embodiments described above are only schematic. For example, the division of the units can be a logical function division. There may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of units or modules, which can be electrical or other forms.

[0218] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple units. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0219] In addition, each functional unit in each embodiment of the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0220] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a number of 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, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), mobile hard disk, magnetic disk or optical disk and other media that can store program codes.

[0221] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principle of the present invention. These improvements and modifications should also be regarded as the scope of protection of the present invention.

Claims

1. A method for controlling a flying vehicle, characterized in that: The flying vehicle is equipped with a range extender, a crankshaft and a cylinder. The crankshaft and the cylinder are used together to provide a power source for the range extender, and the method includes: During the start-up of the range extender, a crankshaft position signal and a cylinder ignition signal of the flying vehicle are collected, wherein the crankshaft position signal is used to indicate the rotational position of the crankshaft, and the cylinder ignition signal is used to indicate the ignition signal of the cylinder; determining an ignition angle of the range extender based on the crankshaft position signal and the cylinder ignition signal; Based on the ignition angle, triggering adjustment of a first vibration signal of the range extender; Based on the adjusted first vibration signal, a second vibration signal of a seat in the flying vehicle is triggered to be adjusted, wherein the adjusted second vibration signal is smaller than the second vibration signal before adjustment, and the seat vibrates along with the vibration of the range extender.

2. The method according to claim 1, characterized in that Based on the ignition angle, triggering adjustment of a first vibration signal of the range extender includes: Comparing the second vibration signal of the seat at the ignition angle with a vibration signal threshold to obtain a comparison result; In response to the comparison result being that the second vibration signal does not meet the vibration signal threshold, adjusting the ignition angle; Based on the adjusted ignition angle, the first vibration signal of the range extender is adjusted.

3. The method according to claim 2, characterized in that The method further comprises: The adjusted ignition angle is determined as the ignition angle, and the adjusted second vibration signal is determined as the second vibration signal, and the steps of: The second vibration signal of the seat at the ignition angle is compared with the vibration signal threshold to obtain the comparison result. Until the comparison result is that the second vibration signal meets the vibration signal threshold, the second vibration signal at the ignition angle is output.

4. The method according to claim 2, characterized in that: In response to the comparison result being that the second vibration signal does not meet the vibration signal threshold, adjusting the ignition angle includes: In response to the comparison result being that the second vibration signal does not meet the vibration signal threshold, adjusting the ignition angle according to a target adjustment strategy, wherein the target adjustment strategy is used to represent a rule for advancing the ignition angle or delaying the ignition angle; Adjusting the first vibration signal of the range extender based on the adjusted ignition angle includes: triggering a reduction in the first vibration signal of the range extender based on the adjusted ignition angle.

5. The method according to claim 4, characterized in that Triggering adjustment of a second vibration signal of a seat in the flying vehicle based on the adjusted first vibration signal includes: triggering a reduction in the second vibration signal of the seat based on the adjusted first vibration signal; The method further includes: maintaining the target adjustment strategy, determining the adjusted ignition angle as the ignition angle, and determining the adjusted second vibration signal as the second vibration signal, and returning to the following steps to execute: The second vibration signal of the seat at the ignition angle is compared with the vibration signal threshold to obtain the comparison result. Until the comparison result is that the second vibration signal meets the vibration signal threshold, the second vibration signal at the ignition angle is output.

6. The method according to claim 2, characterized in that The second vibration signal of the seat at the ignition angle is compared with a vibration signal threshold to obtain a comparison result, including: determining a first vibration level to which the second vibration signal belongs, and a second vibration level to which the vibration signal threshold belongs; The first vibration magnitude and the second vibration magnitude are compared to obtain the comparison result.

7. A control system for a flying vehicle, characterized in that: The flying vehicle is equipped with a range extender, a crankshaft and a cylinder. The crankshaft and the cylinder are used together to provide a power source for the range extender, and the system includes: an insulated wire-breaking needle, used to collect a crankshaft position signal of the flying vehicle during the start-up of the range extender, wherein the crankshaft position signal is used to indicate a rotational position of the crankshaft; A current clamp, used to collect a cylinder ignition signal of the flying vehicle during the start-up of the range extender in the flying vehicle, wherein the cylinder ignition signal is used to represent an ignition signal of a cylinder in the flying vehicle, and the cylinder and the crankshaft are used together to provide a power source for the range extender; A multi-channel data collector is used to determine the ignition angle of the range extender based on the crankshaft position signal and the cylinder ignition signal; based on the ignition angle, trigger adjustment of the first vibration signal of the range extender; based on the adjusted first vibration signal, trigger adjustment of the second vibration signal of the seat in the flying vehicle, wherein the adjusted second vibration signal is smaller than the second vibration signal before adjustment, and the seat vibrates with the vibration of the range extender.

8. The system according to claim 7, characterized in that The system further comprises: A crankshaft position signal sensor, used for detecting the crankshaft to obtain the crankshaft position signal; The range extender ignition coil is used to detect the cylinder and obtain the cylinder ignition signal; A seat vibration sensor is used to detect the second vibration signal of the seat.

9. The system according to claim 7, characterized in that The multi-channel data collector is used to compare the second vibration signal of the seat at the ignition angle with a vibration signal threshold to obtain a comparison result; in response to the comparison result being that the second vibration signal does not meet the vibration signal threshold, adjusting the ignition angle; adjusting the first vibration signal of the range extender based on the adjusted ignition angle; The system further includes: a controller, configured to determine the adjusted ignition angle as the ignition angle, and determine the adjusted second vibration signal as the second vibration signal, and return to the following steps to execute: The second vibration signal of the seat at the ignition angle is compared with the vibration signal threshold to obtain the comparison result. Until the comparison result is that the second vibration signal meets the vibration signal threshold, the second vibration signal at the ignition angle is output.

10. A flying vehicle, characterized in that: include: A memory storing an executable program; A processor, configured to run the program, wherein the program executes the method according to any one of claims 1 to 6 when running.

11. A computer program product, characterized in that The invention comprises a computer program which, when executed by a processor, implements the method according to any one of claims 1 to 6.

Images