Control method, system, flying vehicle and computer program product for a flying vehicle

Abstract

The application discloses a kind of control method, system of flying vehicle, flying vehicle and computer program product. Wherein, flying vehicle upper deployment has range extender, crankshaft and cylinder, crankshaft and cylinder are used to provide power source for range extender, the method includes: in the process that range extender starts, the crankshaft position signal and cylinder ignition signal of flying vehicle are collected, wherein, crankshaft position signal is used to indicate the rotation position of crankshaft, cylinder ignition signal is used to indicate the ignition signal of cylinder;Determine the ignition angle of range extender based on crankshaft position signal and cylinder ignition signal;Based on ignition angle, trigger the first vibration signal of adjusting range extender;Based on the first vibration signal after adjustment, trigger the second vibration signal of adjusting seat in flying vehicle, wherein, the second vibration signal after adjustment is less than the second vibration signal before adjustment, seat vibrates with range extender vibration.The present application is to solve or partially solve the technical problem of low control efficiency of flying vehicle.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, and in particular, to a control method and system of a flying vehicle, a flying vehicle and a computer program product. BACKGROUND

[0002] At present, as a new product in the low-altitude field, the flying vehicle attracts the attention of many enterprises and research institutions due to its integrated design, intelligent function and energy-saving and environment-friendly advantages. The flying vehicle is generally composed of an engine, a seat, a frame, a suspension system, a vehicle body, a flight control system, a power system and the like. The range extender of the flying vehicle is one of the core components. The range extender can convert fuel into electric energy through an internal combustion engine to provide power for the electric motor of the flying vehicle, and further drive the flying vehicle. However, the range extender will generate a large amount of vibration when working, which not only affects the ride comfort of the flying vehicle, but also may cause damage to the vehicle body.

[0003] In the related art, the vibration control of the range extender of the flying vehicle mainly depends on the test and adjustment of the cylinder pressure. Specifically, by installing a high-precision cylinder pressure sensor, the cylinder pressure change of the range extender during starting and running is monitored in real time, and the calibration method of the range extender is combined to reduce the cylinder pressure, so as 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 needs to disassemble and replace the original spark plug during installation, so that the installation time of the sensor is longer, generally calculated in hours, which is low in efficiency during the production and maintenance process of the flying vehicle. Therefore, there is still the technical problem of low control efficiency of the flying vehicle.

[0004] At present, no effective solution has been proposed for the above problems. SUMMARY

[0005] The embodiments of the present application provide a control method and system of 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 the flying vehicle.

[0006] According to an aspect of some embodiments of the present application, there is provided a method for controlling a flying vehicle, the flying vehicle having a range extender, a crankshaft and a cylinder, the crankshaft and the cylinder being configured to provide a power source for the range extender, the method comprising: during a starting process of the range extender, collecting a crankshaft position signal and a cylinder firing signal of the flying vehicle, wherein the crankshaft position signal is indicative of a rotational position of the crankshaft, and the cylinder firing signal is indicative of a firing signal of the cylinder; determining a firing angle of the range extender based on the crankshaft position signal and the cylinder firing signal; triggering a first vibration signal of the range extender based on the firing angle; and triggering a second vibration signal of a seat of the flying vehicle based on the first vibration signal, wherein the second vibration signal is less than the first vibration signal, and the seat vibrates with the range extender.

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

[0008] Optionally, the method further comprises: determining the adjusted firing angle as the firing angle, and determining the adjusted second vibration signal as the second vibration signal, and returning to execute the following steps: comparing the second vibration signal of the seat at the firing angle with the vibration signal threshold to obtain a comparison result, until the comparison result indicates that the second vibration signal satisfies the vibration signal threshold, and outputting the second vibration signal at the firing angle.

[0009] Optionally, in response to the comparison result indicating that the second vibration signal does not satisfy the vibration signal threshold, adjusting the firing angle comprises: in response to the comparison result indicating that the second vibration signal does not satisfy the vibration signal threshold, adjusting the firing angle according to a target adjustment strategy, wherein the target adjustment strategy is indicative of a rule of advancing or delaying the firing angle; and adjusting the first vibration signal of the range extender based on the adjusted firing angle comprises: triggering a decrease of the first vibration signal of the range extender based on the adjusted firing angle.

[0010] Optionally, triggering the second vibration signal of the seat of the flying vehicle based on the adjusted first vibration signal comprises: triggering a decrease of the second vibration signal of the seat based on the adjusted first vibration signal; and the method further comprises: maintaining the target adjustment strategy, determining the adjusted firing angle as the firing angle, and determining the adjusted second vibration signal as the second vibration signal, and returning to execute the following steps: comparing the second vibration signal of the seat at the firing angle with the vibration signal threshold to obtain a comparison result, until the comparison result indicates that the second vibration signal satisfies the vibration signal threshold, and outputting the second vibration signal at the firing angle.

[0011] Optionally, 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; comparing the first vibration level and the second vibration level to obtain the comparison result.

[0012] According to another aspect of the embodiment of the present application, a control system of a flying vehicle is also provided, the flying vehicle being provided with a range extender, a crankshaft and a cylinder, the crankshaft and the cylinder being used together to provide a power source for the range extender, the system comprising: an insulation broken line needle, configured to collect a crankshaft position signal of the flying vehicle during starting of the range extender, wherein the crankshaft position signal is used to represent a rotation position of the crankshaft; a current clamp, configured to collect a cylinder ignition signal of the flying vehicle during starting of the range extender in the flying vehicle, wherein the cylinder ignition signal is used to represent an ignition signal of the cylinder in the flying vehicle, the cylinder and the crankshaft being used together to provide the power source for the range extender; a multi-channel data collector, configured to determine an ignition angle of the range extender based on the crankshaft position signal and the cylinder ignition signal; trigger a first vibration signal of the range extender based on the ignition angle; trigger 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 along with the range extender.

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

[0014] Optionally, the multi-channel data collector is configured 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 satisfy the vibration signal threshold, adjust the ignition angle; adjust the first vibration signal of the range extender based on the adjusted ignition angle; the system further comprises 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 execute the following steps: compare the second vibration signal of the seat at the ignition angle with the vibration signal threshold to obtain the comparison result, until the comparison result is that the second vibration signal satisfies the vibration signal threshold, and output the second vibration signal at the ignition angle.

[0015] According to another aspect of the embodiments of the present application, a control device of a flying vehicle is also provided, which comprises: an acquisition unit configured to acquire a crankshaft position signal and a cylinder ignition signal of the flying vehicle during starting of a range extender, wherein the crankshaft position signal is used to indicate a rotation position of a crankshaft, and the cylinder ignition signal is used to indicate an ignition signal of a cylinder, the range extender, the crankshaft and the cylinder are arranged on the flying vehicle, and the crankshaft and the cylinder are used to provide a power source for the range extender; a determination unit configured to determine an ignition angle of the range extender based on the crankshaft position signal and the cylinder ignition signal; a first adjustment unit configured to trigger a first vibration signal of the range extender based on the ignition angle; and a second adjustment unit configured to trigger 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 unadjusted second vibration signal, and the seat vibrates along with the range extender.

[0016] According to another aspect of the embodiments of the present application, an electronic device is also provided, which comprises: a memory storing an executable program; and a processor configured to execute the program, wherein the program is executed to perform the method in the embodiments of the present application.

[0017] According to another aspect of the embodiments of the present application, a computer readable storage medium is also provided, which comprises a stored executable program, wherein the executable program is executed to control a device where the computer readable storage medium is located to perform the method in the embodiments of the present application.

[0018] According to another aspect of the embodiments of the present application, a computer program product is also provided, which comprises a computer program, and the computer program is executed by a processor to implement the method in the embodiments of the present application.

[0019] According to another aspect of the embodiments of the present application, a computer program product is also provided, which comprises a non-volatile computer readable storage medium storing a computer program, and the computer program is executed by a processor to implement the method in the embodiments of the present application.

[0020] According to another aspect of the embodiments of the present application, a computer program is also provided, and the computer program is executed by a processor to implement the method in the embodiments of the present application.

[0021] According to another aspect of the embodiments of the present application, a flying vehicle is also provided, which comprises a memory storing an executable program and a processor configured to execute the program, wherein the program is executed to perform the method in the embodiments of the present application.

[0022] In the embodiment of the present application, in the process of starting 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 rotating position of the crankshaft of the flying vehicle (i.e., the real-time rotating position of the crankshaft) corresponding to the crankshaft rotating signal can be collected, and the cylinder ignition signal of the cylinder in the flying vehicle can also be collected, which can reflect the ignition time. Based on the crankshaft position signal and the cylinder ignition signal, the ignition angle of the range extender can be determined. 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 smaller than the second vibration signal before adjustment. In this embodiment, based on the ignition angle, the ignition time is adjusted through the control strategy, so that the vibration of the range extender is optimized. Since there is a specific correlation between the ignition angle of the engine and the vibration, appropriate adjustment of the ignition angle 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 riding comfort. Through the above method of testing the correlation between the ignition angle and the second vibration signal of the seat, real-time control of the vibration of the range extender is realized, the stability and comfort during flight are improved, and unnecessary stops or maintenance caused by vibration are reduced. The difficulty and time of maintenance are reduced. Further, the technical effect of improving the control efficiency of the flying vehicle is realized, and the technical problem of low control efficiency of the flying vehicle is solved or partially solved. BRIEF DESCRIPTION OF DRAWINGS

[0023] The accompanying drawings, which are included to provide a further understanding of the present application and are incorporated in and constitute a part of this application, illustrate embodiments of the present application and serve to explain the present application. In the drawings:

[0024] Figure 1 FIG. 1 is a flowchart of a control method of a flying vehicle according to an embodiment of the present application;

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

[0026] Figure 3 FIG. 3 is a schematic diagram of a connection mode of a seat vibration sensor and a multi-channel data collector according to an embodiment of the present application;

[0027] Figure 4 FIG. 4 is a schematic diagram of a range extender ignition angle adjustment and seat vibration reduction according to an embodiment of the present application;

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

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

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

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

[0032] In order to make the personnel in the art better understand the present application scheme, the technical scheme in the embodiments of the present application will be described clearly and completely below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor should belong to the scope of protection of the present application.

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

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

[0035] Embodiments of the present application provide a control method of a flying vehicle. The method can be used to provide a damping function for a range extender and a seat in the flying vehicle in a preset application scenario. The preset application scenario can include the following scenarios in the vehicle field: a commuting automatic driving scenario, an artificial intelligence (AI) chauffeur scenario for a family car, an automatic parking assistance (APA) scenario (such as memory parking for a self-owned parking space in a garage, intelligent parking for a designated parking space in a parking lot, etc.), and a navigation guided pilot (NGP) scenario in an urban area or a high-speed area. In addition, the preset application scenario can include, but is not limited to, an automatic driving scenario of a smart driving truck or an unmanned truck in the logistics transportation field, an automatic driving scenario of an automatic driving agricultural vehicle in the agricultural machinery field, an automatic driving scenario of a drone, and an automatic driving scenario of a smart robot (such as a cleaning robot, a service robot, a delivery robot, etc.).

[0036] When the preset application scenario is a scenario in a field other than the vehicle field, those skilled in the art should understand that the vehicle in the control method of the flying vehicle can be replaced by other objects (such as agricultural machinery, drones, robots, etc.), and accordingly, the flying of the vehicle guided by the augmented reality navigation function is replaced by the navigation of other objects and the movement, flight or driving of other objects. On this basis, the specific embodiments of the control method of the flying vehicle are exemplarily described in the embodiments of the present application taking the vehicle field as an example.

[0037] Figure 1 is a flowchart of a control method of a flying vehicle according to an embodiment of the present application, as shown in Figure 1 , the method can include the following steps:

[0038] In step S102, a crankshaft position signal and a cylinder ignition signal of the flying vehicle are collected during startup of the range extender.

[0039] In the technical solution provided in the step S102 of the present application, the range extender, the crankshaft and the cylinder are arranged on the flying vehicle. 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 for extending the endurance of the flying vehicle, and can be started when the battery of the flying vehicle is insufficient to provide additional power. The crankshaft can be one of the core components of the engine of the flying vehicle, and the crankshaft can convert the linear motion of the piston in the cylinder of the engine into rotary motion to drive the flying vehicle to fly. The crankshaft position signal can be used to represent the real-time rotary position and speed of the crankshaft inside the engine. The cylinder ignition signal can be used to represent the ignition signal of the cylinder, that is, the cylinder ignition signal can be used to represent the instruction of when the cylinder inside the engine should be ignited.

[0040] In this embodiment, during the starting 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 can be collected.

[0041] Optionally, the above method is intended to monitor and collect the rotary position signal of the crankshaft and the ignition signal of the cylinder inside the engine during the starting process of the range extender of the flying vehicle, to provide accurate data basis for subsequent vibration control and ignition angle optimization.

[0042] Optionally, as a core component of the engine, the rotary position of the crankshaft directly reflects the motion state of the piston and the running cycle of the engine. If the crankshaft position signal needs to be collected, a crankshaft position sensor (crankshaft position signal sensor) can be arranged in advance near the corresponding crankshaft. During the starting process 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 rotary angle and speed of the crankshaft in real time to obtain the crankshaft position signal. In the embodiment of the present application, by collecting the crankshaft position signal, the rotary state of the crankshaft during the starting process of the range extender can be accurately mastered, to provide a basis for the subsequent judgment and adjustment of the ignition angle.

[0043] Optionally, the cylinder ignition signal is an electrical signal of the ignition system of the engine when igniting in the cylinder. The electrical signal can be sent to the spark plug through the ignition coil to trigger the combustion of the fuel and air mixture. During the starting process of the range extender of the flying vehicle, the cylinder ignition signal can reflect the normal work of the ignition system, and can be combined with the collected crankshaft position signal to jointly determine the ignition angle of each cylinder, that is, the relative relationship between the ignition time and the crankshaft position.

[0044] In the embodiment of the present application, by collecting the crankshaft position signal and the cylinder ignition signal in real time during the range extender starting process of the flying vehicle, key data is provided for subsequent vibration control and ignition angle optimization. The above process not only simplifies the test method, reduces the cost, but also improves the control accuracy and efficiency of the flying vehicle, which is an important technical means to slow down the vibration of the range extender of the flying vehicle and improve the riding experience of the flying vehicle.

[0045] In step S104, the ignition angle of the range extender is determined based on the crankshaft position signal and the cylinder ignition signal.

[0046] In the technical solution provided by step S104 of the present application, the ignition angle of the range extender can be the relative relationship between the ignition time of the spark plug and the crankshaft position in the engine operation cycle. The setting of the ignition angle is very critical, which 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 represented by the angle of the crankshaft rotation, which can also be called the cylinder ignition angle or the ignition angle data.

[0047] In this embodiment, after the crankshaft position information and the cylinder ignition signal in the range extender starting process 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 ignition angle of the range extender is accurately determined in order to further control and optimize the vibration of the engine. In the operation cycle of the internal combustion engine, the ignition angle refers to the relative relationship between the ignition time of the spark plug 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; and the cylinder ignition signal indicates the triggering time of the ignition coil, thereby indicating the accurate time of the spark plug ignition. By comparing the above two signals, the accurate position of the crankshaft at the time of spark plug ignition, i.e. the ignition angle, can be determined.

[0049] Optionally, during the range extender starting process, the crankshaft position signal and the cylinder ignition signal can be received in real time. According to the time sequence and phase relationship of the above-mentioned crankshaft position signal and cylinder ignition signal, the ignition angle is calculated.

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

[0051] Optionally, the setting of the ignition angle has a direct impact on the combustion efficiency, performance, vibration and emission of the engine. If the ignition angle is too early, the combustion peak may have reached when the piston is still rising, which will cause waste of energy and increase the vibration of the engine. Conversely, if the ignition angle is too late, the combustion peak occurs during the piston descent, which will also reduce the efficiency of the engine and may increase the vibration. Therefore, accurate determination and adjustment of the ignition angle is crucial to improve the efficiency of the range extender, reduce vibration and optimize emissions.

[0052] In the embodiment of the present application, 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 this ignition angle can be further evaluated. If the vibration level is found to exceed 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 real-time vibration control based on the ignition angle, the operating state of the engine can be dynamically optimized to ensure that the driving experience of the flying vehicle is improved when the range extender starts.

[0053] Compared with the cylinder pressure sensor test in the related art, the embodiment of the present application 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 device requirements are simple, for example, the crankshaft position signal can be acquired by an insulated wire needle, and the cylinder ignition signal can be acquired by a current clamp. The test time is short, and real-time feedback and control can be provided, which is practical and economical for the research and production environment of flying vehicles under high cost and strict time constraints.

[0054] In summary, the 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 not only simplifies the determination of the ignition angle, but also optimizes the ignition angle in real time, effectively reduces the vibration of the engine, and improves 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 emission, and optimize the overall driving experience.

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

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

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

[0058] Optionally, the above method is a core step of the range extender vibration control, aiming to improve the vibration condition of the range extender during the starting process by adjusting the ignition angle, i.e., improving the first vibration signal, so as to improve the vibration condition of the seat of the flying vehicle during the starting process 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 condition 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 starting process of the range extender can be triggered.

[0060] For example, if the monitored vibration condition of the range extender during the starting process exceeds the preset vibration standard or comfort requirement, the corresponding first vibration signal can 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 of determining whether the vibration condition of the range extender needs to be adjusted are only for illustration and are not limited herein. As long as the process and method can determine the ignition angle through the crankshaft position signal and the cylinder ignition signal, and reduce the vibration condition of the range extender during the starting process of the range extender to ensure the comfort of the user during the driving of the flying vehicle, they are within the protection scope of the embodiments of the present application.

[0062] Optionally, after the first vibration signal is generated, the ignition angle can be adjusted according to the instructions or data corresponding to the first vibration signal, i.e., the trigger time of the ignition coil in the flying vehicle can be adjusted to change the generation time of the cylinder ignition signal, i.e., to adjust the ignition angle. The adjustment of the ignition angle can be to advance or delay the ignition time to reduce the vibration of the range extender and thus reduce the vibration of the seat.

[0063] Optionally, the above method can be based on the closed-loop control principle. The closed-loop control can continuously monitor the output (such as the vibration condition of the range extender) and compare it with the expected value (such as the preset vibration standard). If a deviation is found (such as the vibration condition of the range extender exceeding the preset vibration standard), a control signal (such as the first vibration signal) can be automatically generated to adjust the input (the ignition angle) to achieve the expected output state (reduced seat vibration). The output can be monitored again to evaluate the effect of the adjustment, and the adjustment can be made again if necessary to form a continuous feedback and optimization control cycle.

[0064] In the embodiment of the present application, by monitoring and adjusting the ignition angle in real time, the vibration of the range extender can be more accurately controlled, and the ride comfort of the flying vehicle can be improved. Compared with the related art, the above method does not require an expensive cylinder pressure sensor, reduces the test cost and working hours, and is an effective means for improving the performance and user experience of flying vehicles and other flying vehicles using range extenders.

[0065] In step S108, the second vibration signal of the seat in the flying vehicle is triggered based on the adjusted first vibration signal.

[0066] In the technical solution provided by the above step S108 of the present application, 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 condition of the seat after the change caused by the adjustment of the ignition angle. The second vibration signal can be the seat vibration, which can also be referred to as seat rail vibration data.

[0067] In this embodiment, after adjusting the first vibration signal of the range extender 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, the seat vibration control can be performed by the above method, and the target is to further optimize the ride experience of the flying vehicle and ensure that the vibration level of the seat can be effectively controlled even after the adjustment of the range extender.

[0069] Optionally, the vibration condition of the seat can be adjusted based on the adjusted first vibration signal. During the starting process of the range extender, if the vibration condition of the seat is relatively strong, a second vibration signal can be generated to alleviate the vibration condition of the seat.

[0070] Optionally, the vibration control unit of the seat can adjust the vibration condition of the seat through the second vibration signal, for example, by changing the damping characteristics of the internal structure of the seat, or by using the electromagnetic vibration damper inside the seat to generate a reverse vibration to offset the influence on the seat due to the vibration of the range extender. Through the above process, the vibration level of the seat can be ensured to be within an acceptable comfort range.

[0071] It should be noted that the above method and process for alleviating the vibration condition of the seat during the starting process of the range extender are only for illustration, and are not specifically limited herein. As long as the process and method can determine the ignition angle according to the crankshaft position signal and the cylinder ignition signal, and effectively alleviate the vibration condition of the seat according to the ignition angle, they are within the protection scope of the embodiment of the present application.

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

[0073] In the steps S102 to S108 of the present application, during the starting process 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. 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 smaller than the second vibration signal before adjustment. In this embodiment, based on the ignition angle, the ignition time can be adjusted through the control strategy, so as to optimize the vibration of the range extender. Since there is a specific correlation between the ignition angle of the engine and the vibration, appropriate adjustment of the ignition angle 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 riding comfort. Through the above method, unnecessary stop or maintenance caused by vibration is reduced, thereby achieving the technical effect of reducing the maintenance difficulty and time. Further, 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.

[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, in step S106, triggering the adjustment of the first vibration signal of the range extender based on the ignition angle comprises: 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; and adjusting the first vibration signal of the range extender based on the adjusted ignition angle.

[0076] In this embodiment, in the process of adjusting the first vibration signal of the range extender based on the ignition angle, a comparison between the second vibration signal of the seat at the ignition angle and the vibration signal threshold can be made 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 starting process of the range extender. The vibration signal threshold can also be referred to as a set target or a comfort requirement, which can be used to represent the acceptable level of vibration of the seat, i.e., the vibration level that the occupants of the flying vehicle feel comfortable.

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

[0078] Optionally, the vibration of the seat of the flying vehicle at the current ignition angle setting (the second vibration signal) can be detected in real time. The second vibration signal contains the actual vibration state of the seat and is generated according to the readings of the seat vibration sensor. The second vibration signal is compared with the preset vibration signal threshold.

[0079] Optionally, if the vibration level of the second vibration signal does not meet the standard specified by the vibration signal threshold, i.e., the second vibration signal does not meet the vibration signal threshold, it can be indicated that the vibration of the seat is too large, and measures can be taken to solve the vibration problem. At this time, in response to the comparison result that the second vibration signal meets the vibration signal threshold, the next step can be entered, i.e., 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 vibration of the seat does not meet the requirement of the vibration signal threshold, the ignition angle can be adjusted according to the relationship between the vibration level and the ignition angle. The above adjustment involves delaying or advancing the ignition time to find a more suitable ignition angle that can reduce the vibration of the range extender and in turn reduce the vibration of the seat.

[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. The ignition coil can be triggered to produce ignition with the new ignition angle parameter in order to reduce the vibration of the engine. The adjusted first vibration signal actually represents an update of the vibration control strategy of the system for the range extender to achieve the purpose of reducing the vibration of the seat.

[0082] Optionally, through the above-mentioned closed-loop control mechanism, the seat vibration can be continuously monitored and compared with the 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-mentioned process continues until the seat vibration level meets the preset threshold, achieving effective management of the range extender vibration and optimizing the ride experience of the flying car.

[0083] In the embodiments of the present application, by monitoring the seat vibration in real time and adjusting the ignition angle dynamically, the above-mentioned implementation can more accurately control the influence of the range extender vibration on the seat, providing a more comfortable ride experience. In addition, the above-mentioned method can also avoid the use of expensive cylinder pressure sensors, reducing test costs and man-hours, and having significant economic advantages. At the same time, based on the vibration optimization scheme of the above-mentioned closed-loop control, the overall performance and user experience of the flying vehicle can be improved.

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

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

[0086] As an optional implementation, the method further comprises: 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 under 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 under 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 execute the comparison between the second vibration signal and the vibration signal threshold to obtain a comparison result. Until the comparison result is that the second vibration signal meets the vibration signal threshold, the second vibration signal under the ignition angle can be outputted.

[0088] Optionally, the above-mentioned implementation provides a feedback adjustment mechanism in a closed-loop control system, aiming to optimize the seat vibration by continuously adjusting the ignition angle until the preset comfort standard is reached. The key of the above-mentioned implementation lies in its cyclic iteration characteristic, through continuous testing and adjustment, the system can find the appropriate ignition angle setting, thereby effectively reducing the 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 the comfort range. Then, 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 (satisfies) the vibration signal threshold, it means that the current ignition angle setting has met the comfort requirement, and the second vibration signal under the above setting can be output, and further adjustment can be stopped. That is, the whole vehicle starting seat shaking optimization test of the flying vehicle is completed.

[0090] Optionally, if the vibration level of the second vibration signal 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 of the next round of test, and the vibration state of the adjusted seat will generate a new second vibration signal. The above process is actually an update of the adjustment of the ignition angle and the adjustment of the seat vibration. 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 comparison evaluation steps. The process can continue in a loop, that is, adjustment (ignition angle) → test (second vibration signal) → comparison (with threshold), until the vibration level represented by the second vibration signal meets the requirement of the vibration signal threshold. The above iterative optimization process ensures that the ignition angle can be continuously adjusted until the most suitable ignition angle setting is found, achieving effective control of the seat vibration.

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

[0093] In the embodiments of the present application, through the closed-loop control mechanism, accurate management and optimization of the vibration signal during the starting process of the range extender are realized. The closed-loop control can dynamically adjust according to real-time feedback, and compared with the open-loop control, it can more accurately cope with the vibration changes of the flying vehicle under different running conditions, ensuring that the riding experience is always within the acceptable comfort range. In addition, the closed-loop control mechanism can automatically adapt to various driving scenarios, improving the flexibility and adaptability of the flying vehicle.

[0094] In summary, the above embodiments dynamically adjust the ignition angle through a closed-loop control of iterative cycles to optimize seat vibration until the preset comfort standard is met. This mechanism not only effectively manages and optimizes the vibration caused by the range extender, but also improves the overall ride comfort and safety of the flying vehicle.

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

[0096] As an optional embodiment, 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 rules for advancing the ignition angle or delaying the ignition angle; and adjusting the first vibration signal of the range extender based on the adjusted ignition angle, including: triggering the reduction of the first vibration signal of the range extender based on the adjusted ignition angle.

[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. The first vibration signal of the range extender can be triggered to be reduced based on the adjusted ignition angle. The target adjustment strategy can be used to represent rules for advancing the ignition angle or delaying the ignition angle.

[0098] Optionally, the above embodiments further explain how to dynamically adjust the ignition angle according to the real-time feedback of the seat vibration in the closed-loop control to achieve the goal of reducing the vibration of the range extender and improving the ride comfort. The key of the above embodiments lies in the formulation and application of the target adjustment strategy and the accurate control of the vibration of the range extender 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 the preset target adjustment strategy. The above target adjustment strategy can include rules for advancing the ignition angle or delaying the ignition angle to guide the specific adjustment of the ignition angle. The formulation of the target adjustment strategy is based on the in-depth understanding of the vibration characteristics of the engine and the empirical research on the relationship between the ignition angle and the vibration level.

[0100] Optionally, the ignition angle can be automatically adjusted according to the target adjustment strategy. If the target adjustment strategy indicates advancing the ignition, the trigger time of the advancing ignition coil (i.e., the advancing ignition time / advancing ignition angle) will be advanced. If the target adjustment strategy indicates delaying the ignition, the delay ignition time (i.e., the trigger time of the delay ignition coil / delay ignition angle) will be delayed. 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 the vibration.

[0101] Optionally, after adjusting the ignition angle, the first vibration signal can be recalculated or adjusted. Based on the adjusted ignition angle, a reduction adjustment of the range extender vibration can 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 to achieve the purpose of reducing vibration.

[0102] In the embodiment of the present application, 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 range extender vibration on the seat. The above method avoids the need to use expensive equipment, reduces the cost of testing and adjustment, and at the same time provides a more refined and effective vibration control means. For flying vehicles and other vehicles using range extenders, this not only improves the ride comfort, but also enhances the safety of driving and the overall user experience.

[0103] Optionally, the formulation and application of the target adjustment strategy make the adjustment of the ignition angle more refined. Considering the needs of engine performance and safety, the target adjustment strategy can also contain a limit on the adjustment range of the ignition angle to ensure that the range extender can maintain normal operation at any ignition angle setting, avoiding performance degradation or potential safety risks.

[0104] The following describes 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 in this embodiment.

[0105] As an optional implementation, triggering the adjustment of the second vibration signal of the seat in the flying vehicle based on the adjusted first vibration signal includes triggering a reduction of 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 execute 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, a reduction 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 execution of the comparison between the second vibration signal and the vibration signal threshold can be returned to obtain a 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 embodiments describe 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, finally realize the vibration level of the seat to meet the comfort standard.

[0108] Optionally, in the closed-loop control, the vibration of the range extender can be optimized according to the adjusted ignition angle (i.e. the first vibration signal). After the vibration of the range extender is optimized, that is, the first vibration signal is adjusted to reduce the vibration of the range extender, the vibration state of the seat (second vibration signal) can be further monitored. If the seat vibration still exceeds the preset vibration signal threshold, the adjustment of 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 active vibration control mechanism of the seat itself, such as adjusting the damper or electromagnetic vibration damper inside the seat to further reduce the vibration of the seat.

[0109] Optionally, after the above adjustment, the target adjustment strategy can be maintained, that is, the preset ignition angle adjustment rule is continued to be followed, such as dynamically adjusting the ignition angle according to the engine speed, load or seat vibration condition. 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 state of the seat vibration after a round of optimization is taken as the new second vibration signal. This means that after each closed-loop iteration, the evaluation benchmark of 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, it is checked 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 vibration of the range extender, and the vibration of the seat will be further adjusted, forming a closed-loop feedback and optimization process. The above process will continue to iterate until the vibration level of the seat meets the preset vibration signal threshold.

[0112] Optionally, when the closed-loop control finally confirms that the vibration level of the seat meets the vibration signal threshold, that is, the seat vibration meets 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 synchronously optimizing the vibration of the range extender and the seat, and provides optimized operation parameters for the flying car to improve the ride comfort and driving safety.

[0113] In the embodiment of the present application, through the closed-loop control mechanism, the synchronization and fine management of the range extender vibration and the seat vibration are realized. The closed-loop control can dynamically adjust according to real-time feedback, ensuring that the seat vibration always maintains at a comfortable level under constantly changing driving conditions. The above mechanism can improve the riding experience. In summary, the above steps realize the comprehensive optimization of the flying car range extender vibration and the seat vibration through the dynamic feedback and adjustment of the closed-loop control, ensuring that the seat vibration level meets the preset comfort standard. The above series of operations highlight the key role in ensuring passenger comfort and safety.

[0114] The process of comparing the second vibration signal of the seat at the ignition angle with the vibration signal threshold in the embodiment is further described below.

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

[0117] Optionally, the above implementation provides a key link of seat vibration monitoring and evaluation in the closed-loop control system, aiming to realize seat vibration optimization based on ignition angle adjustment through quantifying vibration level. The above process ensures that the flying vehicle can keep the seat vibration within an acceptable comfortable range when starting the range extender.

[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. This second vibration signal can be converted into a level that is easy to compare and evaluate, i.e., the first vibration level. The first vibration level can be calculated based on the amplitude, frequency or energy of the vibration signal, representing the intensity or level of the seat vibration.

[0119] Optionally, the vibration signal threshold is a preset vibration magnitude criterion for distinguishing whether the seat vibration is within a comfort range. Converting the vibration signal threshold into a magnitude in the same unit as the first vibration magnitude, i.e., the second vibration magnitude, facilitates subsequent comparative analysis. The second vibration magnitude is usually set 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, directly determining 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 indicates that the seat vibration exceeds the comfort threshold, and the system will trigger 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 necessary.

[0121] Optionally, based on the comparison result, it is determined whether and how to adjust the ignition angle. If the seat vibration magnitude exceeds the threshold, the system will determine 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 thereby reduce the seat vibration.

[0122] In the embodiments of the present application, the above 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 magnitude 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 mechanism provides a technical means for actively managing vibration and improving ride comfort for flying cars. By converting the seat vibration signal into a vibration magnitude and comparing it with the preset threshold, the above embodiments can achieve quantitative management of the influence of range extender vibration on the seat, avoiding the subjectivity and inaccuracy that may be caused by qualitative evaluation in related technologies. The above vibration optimization method based on quantification can not only improve the ride experience.

[0123] The technical solutions of the embodiments of the present application will be illustrated below in conjunction with preferred embodiments.

[0124] Currently, the flight car equipped with the range extender, the excitation generated when the range extender starts can cause the seat to shake, if the seat shakes greatly, it is easy to cause the driver to complain. In the related art, 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, so as to reduce the vibration when the range extender starts. The disadvantage of the above-mentioned technology is that the installation of the cylinder pressure sensor requires long working hours and expensive equipment. The reason for this shortcoming 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, and the sensor needs to be customized according to the structure of the range extender, and the market price is 40,000 yuan each. And when installing, the spark plug of the range extender needs to be removed, and the cylinder pressure sensor with ignition function needs to be replaced, which requires 4 man-hours. Therefore, there is still the technical problem of low control efficiency of the flying vehicle.

[0125] The embodiment of the present application provides a range extender control method for reducing the vibration of the seat of the flying car, which reduces the vibration of the range extender when starting, thereby reducing the vibration of the seat of the flying car. The change of the cylinder ignition angle of the range extender can reduce the vibration of the range extender, the crankshaft position signal, the range extender cylinder ignition signal and the seat vibration signal are tested, the ignition angle is judged through the crankshaft position signal and the cylinder ignition signal, the vibration of the range extender is reduced by changing the ignition angle, and the purpose of reducing the vibration of the seat is achieved. 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.

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

[0127] Figure 2 It is a schematic diagram of a range extender control system for reducing the vibration of the seat of the flying car according to the embodiment of the present application, as shown in Figure 2 The system can include a multi-channel data collector 21, an insulation broken line needle 22, a current clamp 23, a range extender ignition coil 24, a crankshaft position signal sensor 25, a crankshaft 26, a cylinder body 27 and a cylinder cover 28.

[0128] Figure 3 It is a schematic diagram of the connection mode of the seat vibration sensor and the multi-channel data collector according to the embodiment of the present application, as shown in Figure 3 The seat vibration sensor 9 can be connected with the multi-channel data collector 21.

[0129] Figure 4 It is a schematic diagram of the range extender ignition angle adjustment seat vibration reduction according to the embodiment of the present application, as shown in Figure 4 The ignition angle is delayed by 12°, the seat vibration is reduced during the starting process of the range extender, and the relationship between the ignition angle and the seat vibration can be quantified according to the test method in engineering.

[0130] Optionally, there are multiple methods and technical paths for the acquisition of the crankshaft position signal, the above-mentioned methods are not only limited to traditional sensor acquisition, but also cover the use of various signals and mechanisms inside or outside the flying car range extender to obtain position information.

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

[0132] Optionally, the flywheel itself has teeth or markings that rotate synchronously with the crankshaft, so the position information of the crankshaft can be indirectly obtained by detecting the markings or teeth on the flywheel. This is usually achieved by installing sensors near the flywheel, such as Hall effect sensors or magneto-electric sensors, which detect changes in magnetic or electromagnetic fields as the flywheel rotates, thereby determining the position of the crankshaft.

[0133] Optionally, if the range extender's engine or transmission system contains motor components, the motor's current or voltage signals 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 by analyzing the motor's electrical signals, the current angle of the crankshaft can be calculated. This method is particularly suitable for electric range extenders or hybrid range extenders of flying cars.

[0134] Optionally, camshaft signals can also be used to describe the position of the crankshaft connecting rod mechanism, especially for four-stroke engines. The rotation of the camshaft has a fixed proportional relationship with the rotation of the crankshaft, and by monitoring the sensor signals at specific positions on the camshaft, the corresponding position of the crankshaft can be calculated. Camshaft signals are usually used for engine valve control and ignition timing calculation.

[0135] Optionally, different signal sources may require different algorithms to process and analyze 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 motor signals are used, the rotation speed and position of the crankshaft may be estimated by the rate of change of current or voltage. In some cases, multiple signals may need to be used simultaneously to calculate the position information to improve the accuracy and robustness of the measurement. Signal fusion algorithms can integrate data from different sensors to obtain more accurate crankshaft position estimates through weighted averaging, Kalman filtering or other statistical methods. Due to the measurement errors of the sensors, error correction needs to be performed during signal processing. 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 multiple options, and appropriate crankshaft position signal acquisition schemes can be selected according to the specific design and cost budget of the flying car. Different signal acquisition schemes can adapt to the diversified configuration of the flying car range extender. Whether it is a traditional fuel engine, an electric motor or a hybrid power system, appropriate methods can be found to obtain the crankshaft position information. Accurate acquisition of the crankshaft position signal is the basis for control strategy optimization such as flying car vibration control, fuel efficiency optimization and engine health monitoring. Through the above signals, precise ignition angle adjustment, load management, etc. can be implemented to improve the overall performance of the flying car and the passenger's ride experience.

[0137] In summary, the acquisition of the crankshaft position signal is not limited to the traditional sensor method, but can also be achieved through various 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, etc.

[0138] Figure 5 is a flow chart of a range extender control method for reducing the vibration of a flying car seat according to an embodiment of the present application, as shown in Figure 5 , the method can 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 broken wire needle, current clamp, range extender ignition coil, crankshaft position signal sensor, crankshaft, cylinder body and cylinder head can be deployed, and the connection between them can be completed according to the connection mode. Figure 2

[0141] Step S502, starting and setting the general software of the multi-channel data acquisition device.

[0142] In this embodiment, after the sensors and hardware connections are arranged, the general software provided with the multi-channel data acquisition device can be started. This software is the core of the data acquisition system, 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 software and hardware connection, and preparing the data acquisition environment.

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

[0144] ​In this embodiment, adjusting the cylinder ignition angle through calibration software is part of the core control link in the overall scheme to reduce the vibration of the air car seat. In a closed-loop control system, this step directly involves active adjustment of factors affecting the vibration of the range extender, i.e., by changing the ignition angle of the cylinder, to optimize the operating state of the engine and reduce its impact on seat vibration.

[0145] Step S504, test the range extender start-up process ignition angle and seat rail vibration data of the air car.

[0146] In this embodiment, testing the range extender start-up process ignition angle and seat rail vibration data of the air 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 range extender ignition angle during startup and the seat rail vibration response under actual conditions, providing an empirical basis for subsequent analysis, ignition angle optimization, and development of vibration control strategies.

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

[0148] In this embodiment, analyzing seat rail vibration data and analyzing cylinder ignition angle is a deep analysis and evaluation stage after data collection is completed, aiming to understand the impact of ignition angle on seat rail vibration and optimize the ignition strategy of the engine.

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

[0150] In this embodiment, it can be determined whether the seat rail vibration meets the set target. If it does, step S507 can be further executed, otherwise, step S503 is returned.

[0151] Optionally, before the test begins, a target value or target range of seat rail vibration can be set, which is usually based on passenger comfort standards, industry specifications, or specific use scenario requirements. The target may include specific indicators such as vibration amplitude, frequency, or duration. After collecting seat rail vibration data and analyzing ignition angle, the system will compare the current vibration data with the preset vibration target. This can be done automatically by software or manually evaluated by engineers. The purpose of 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, indicating that the current ignition angle setting has achieved the effect of vibration control, the system can continue to step S507. Conversely, if the vibration data exceeds the target range, the system needs to feedback to step S503 to adjust the ignition angle, and then collect and analyze the vibration data again, forming a closed-loop test and optimization process.

[0153] Step S507, complete the optimization test of the whole vehicle starting seat shaking.

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

[0155] Optionally, in the above steps, multiple verification tests can also be carried out 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 completing the test, the test process, ignition angle setting, vibration data and optimization results can be recorded in detail. These documents and reports will serve as proof of the technical solution and as 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 vibration of flying cars. These results can be used in the production of flying cars to ensure that each flying car can minimize seat vibration when starting the range extender. At the same time, the optimization strategy can be further developed and refined to adapt to a wider range of use scenarios and vehicle configurations.

[0157] In the embodiments of the present application, the correlation between the test ignition angle and the seat vibration and the test method can be used in future flying cars with range extenders. The optimization of the comfort of the driver and passengers when the range extender starts can also use this method and logic to dynamically adjust the ignition angle of the range extender through the controller to improve the comfort of the driver and passengers. 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 equipment information, user personal information, etc.) and data (including but not limited to data for analysis, stored data, displayed data, etc.) involved in the present application are all information and data authorized by the user or authorized by all parties, and the collection, use and processing of related data need to comply with relevant laws, regulations and standards of relevant countries and regions, and provide corresponding operation portal for user to choose authorization or refusal.

[0159] According to another aspect of the embodiments of the present application, corresponding to the above-mentioned embodiments of the control method of the flying vehicle, the specification also provides a control system of a flying vehicle, Figure 6 is a system block diagram of a control system of a flying vehicle according to an embodiment of the present application, as shown in the figure, the control system 600 of the flying vehicle can include: an insulation breaking needle 602, a current clamp 604 and a multi-channel data collector 606. Figure 6

[0160] The insulation breaking needle 602 is used to collect the crankshaft position signal of the flying vehicle during the starting process of the range extender, wherein the crankshaft position signal is used to represent the rotation position of the crankshaft.

[0161] In this embodiment, the insulation breaking needle 602 is designed to obtain the key crankshaft position signal from the range extender of the flying vehicle without damaging the original line.

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

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

[0164] Optionally, the collected signal can be further processed, and by associating with the crankshaft position signal, the ignition angle, i.e. the relationship between the ignition time and the crankshaft position, can be calculated. The above information is crucial for analyzing engine vibration, optimizing ignition angle strategy, and minimizing seat vibration.

[0165] ​In the embodiments of the present application, compared with installing an expensive cylinder pressure sensor, the method of using the insulation broken wire needle 602 is more advantageous in cost, because it avoids a large investment in sensors and a complex installation process, while providing the same key information. The use of insulation broken wire needles is relatively simple and does not require professional equipment to disassemble or rewire, reducing test preparation time and labor costs and improving test efficiency. Due to its non-destructive nature, the insulation broken wire needle 602 does not damage the circuit or sensor of the flying car 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 starting process of the range extender of the flying vehicle, wherein the cylinder ignition signal is used to represent the ignition signal of the cylinder of 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 measuring tool mainly used to collect the cylinder ignition signal in a non-invasive manner during the starting process of the range extender of the flying car.

[0168] Optionally, the current clamp (also known as ammeter clamp or current probe) is designed to measure current without direct contact with the circuit. It is usually composed of a closed loop of magnetic material (clamp) and a current sensor. When the current clamp is wrapped around the circuit through which the current flows, it can 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 fuel in the cylinder to generate power. The current clamp 604 can be placed on the power supply line of the ignition system to indirectly obtain the ignition signal of the cylinder by measuring the instantaneous current change when the ignition is triggered. 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 simultaneously collected crankshaft position signal. By analyzing the relationship between the time when the ignition signal appears and the crankshaft position, the ignition angle, i.e. 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 time, and ultimately reducing seat vibration.

[0171] In the embodiment of the application, the cylinder and the crankshaft of the range extender jointly constitute the power source of the flying car. The accurate detection of the cylinder ignition signal combined with the crankshaft position information enables more refined control of the power system. By adjusting the ignition angle, the combustion efficiency of the engine can be optimized, vibration can be reduced, and overall power performance and ride comfort can be improved. During engine start-up and operation, inappropriate ignition angle settings can exacerbate vibration. The cylinder ignition signal collected by the current clamp 604, combined with the data from the seat vibration sensor, can reveal the relationship between engine vibration and ignition angle, providing key information for developing vibration reduction strategies. 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 operating 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, trigger the first vibration signal of the range extender based on the ignition angle, and trigger the second vibration signal of the seat in the flying vehicle based on the adjusted first vibration signal. The adjusted second vibration signal is smaller than the unadjusted second vibration signal, and the seat vibrates with the range extender.

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

[0175] In the embodiment of the application, 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, improving the accuracy and response speed of the vibration control. By using the multi-channel data collector, the need to install additional expensive sensors such as cylinder pressure sensors in the flying car can be avoided, thereby reducing the cost of the entire vibration optimization system. Reducing seat vibration directly improves the ride comfort of the flying car, making the occupants feel less jolt and discomfort during the start-up and operation of the flying car, thereby increasing the market appeal and user experience of the flying car. The multi-channel data collector design is flexible and can adapt to different configurations and working environments of the range extender of the flying car. In addition, it provides a platform for data collection and analysis, facilitating 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 range extender of the flying car. By precisely collecting and analyzing key signals, dynamically optimizing the ignition angle, effective control of seat vibration is achieved, thereby optimizing the ride experience and power smoothness of the flying car.

[0177] In the control system of the flying vehicle in this embodiment, during the starting process of the range extender in the flying vehicle, if adjustment (control) of the vibration signals of the range extender and the seat in the flying vehicle is needed, 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. Based on the crankshaft position signal and the cylinder ignition signal, the ignition angle of the range extender can be determined. 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 smaller than the unadjusted second vibration signal. In this embodiment, based on the ignition angle, the ignition time is adjusted through the control strategy, and the vibration of the range extender is optimized. Since there is a specific correlation between the ignition angle of the engine and the vibration, appropriate adjustment of the ignition angle 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 stop or maintenance caused by vibration is reduced, and 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.

[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 and described below.

[0179] As an optional implementation, the system further includes: a crankshaft position signal sensor for detecting the crankshaft to obtain a crankshaft position signal; a range extender ignition coil for detecting the cylinder to obtain a cylinder ignition signal; and a seat vibration sensor for detecting 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, and the above three components are respectively responsible for collecting signals closely related to engine vibration control to provide necessary input data for the control system.

[0181] Optionally, the main function of the crankshaft position sensor is to detect the rotational position and speed of the engine crankshaft. In the flying car range extender, the crankshaft is an important component that connects the engine cylinders to the transmission system, and the rotation of the crankshaft directly reflects the working state of the engine. By monitoring the real-time position of the crankshaft, 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 sensor usually works based on the principles of Hall effect, magneto-induction, or photoelectric induction. When the signal wheel or magnetic marker on the crankshaft passes through the sensor, the inductive element inside the sensor detects the change in the magnetic field or light, thereby generating an electrical signal corresponding to the position of the crankshaft. 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 the multi-channel data acquisition system, compared in time with the cylinder ignition signal, and the ignition angle is calculated by algorithm. In the closed-loop control system, these data are used to adjust the engine ignition time in real time, thereby optimizing the running state of the engine and reducing vibration.

[0184] Optionally, although the range extender ignition coil is mainly responsible for generating high-voltage electricity to ignite the compressed fuel and air mixture in the cylinder, it also plays a role in acquiring the cylinder ignition signal in this system. The ignition signal is the trigger point of the engine combustion process, and by monitoring the working state of the ignition coil, the real-time 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 current clamps and other tools. By monitoring the current signal of the ignition coil, the ignition time information of the cylinder can be indirectly obtained. This current signal usually has high transient changes, so special acquisition equipment such as a current clamp is needed for accurate measurement.

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

[0187] Optionally, the seat vibration sensor is used to monitor the vibration of the flying car seat in real time. 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 shake, affecting the comfort of passengers. The data of 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 can be implemented based on piezoelectric effect, acceleration measurement, or magneto-inductive sensing technology, etc. When the seat is vibrating, the sensor detects the frequency, amplitude and direction of the vibration, and converts the mechanical vibration into a measurable electrical signal.

[0189] Optionally, the seat vibration signal is transmitted to a multi-channel data collector for synchronous analysis with the crankshaft position signal and the cylinder ignition signal. By comparing the seat vibration signals 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 dynamically adjusting the ignition angle of each cylinder to achieve appropriate vibration control performance.

[0190] In the embodiment of the present application, the above-mentioned three components work together to form a closed-loop control system, in which the crankshaft position signal sensor and the range extender ignition coil collect information for calculating the ignition angle, and the seat vibration sensor is used to monitor the actual vibration effect. The closed-loop control system continuously adjusts the ignition angle based on the above-mentioned data until the seat vibration reaches the preset target value. Through the above-mentioned 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-mentioned setting, the combustion process of the engine can be controlled more finely, reducing the uncomfortable vibration that may occur during startup and operation, thereby improving the overall performance and passenger comfort of the flying car without sacrificing power efficiency.

[0191] The steps that can be performed by the multi-channel data collector in this embodiment are further explained and described below.

[0192] As an optional implementation, the multi-channel data collector is configured to compare the second vibration signal of the seat at the ignition angle with the vibration signal threshold to obtain a comparison result, adjust the ignition angle in response to the comparison result being that the second vibration signal does not satisfy the vibration signal threshold, adjust the first vibration signal of the range extender based on the adjusted ignition angle, and the system further comprises a controller configured to determine the adjusted ignition angle as the ignition angle and the adjusted second vibration signal as the second vibration signal, and return to execute 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 satisfies the vibration signal threshold, and output the second vibration signal at the ignition angle.

[0193] In this embodiment, the above-mentioned embodiment provides a closed-loop control system for optimizing the ignition angle during the startup of the range extender of the flying car 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 a second vibration signal of the seat, which reflects the actual vibration of the seat under the current firing angle setting. At the same time, the collector also collects the crankshaft position signal and the cylinder firing signal for calculating the firing angle.

[0195] Optionally, the data collector compares the second vibration signal of the seat with a pre-set vibration signal threshold to determine whether the current firing angle setting results in acceptable vibration of the seat. The vibration signal threshold is based on engineering experience and human comfort standards, representing the upper limit of seat vibration.

[0196] Optionally, if the comparison result shows that the second vibration signal of the seat (i.e., the actual vibration level) exceeds the vibration signal threshold, it indicates that the current firing angle setting is not sufficient to suppress the vibration during the range extender start-up. At this time, the system automatically adjusts the firing angle to try to find a more optimal firing angle setting to reduce the vibration of the seat.

[0197] Optionally, based on the adjusted firing angle, the system further adjusts the first vibration signal of the range extender (i.e., the engine vibration signal). This adjustment process may involve changes to the timing of the engine's internal firing to reduce vibration.

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

[0199] Optionally, the controller takes the adjusted firing angle as the new input firing angle and compares the adjusted second vibration signal as the new vibration signal for analysis. The system continues to cycle through this process, re-evaluating the seat vibration after each adjustment of the firing angle until the vibration level reaches or falls below the vibration signal threshold.

[0200] Optionally, once the second vibration signal of the seat under a certain firing angle meets the vibration signal threshold, i.e., the vibration control goal is achieved, the controller will output this optimized firing angle setting and the corresponding second vibration signal. This means that the firing angle setting of the flying car range extender has been optimized to the appropriate state, ensuring that the vibration of the seat during start-up and operation is within an acceptable comfort range.

[0201] In the embodiment of the present application, the closed-loop control strategy has the advantages that the ignition angle of the engine can be dynamically adjusted and optimized, and the changes in seat vibration can be responded in real time, so that the comfort of the passengers can be maintained in a complex flight environment. In addition, through the continuous feedback loop, continuous learning and improvement can be achieved, and finally an ignition angle setting that can effectively reduce the seat vibration in various working conditions can be found.

[0202] According to another aspect of the embodiment of the present application, corresponding to the embodiment of the control method of the flying vehicle, the present specification also provides a control device of a flying vehicle, Figure 7 is a structural block diagram of a control device of a flying vehicle according to an embodiment of the present application, as Figure 7 shown, the control device 700 of the flying vehicle can include an acquisition unit 702, a determination unit 704, a first adjustment unit 706 and a second adjustment unit 708.

[0203] The acquisition unit 702 is configured to acquire a crankshaft position signal and a cylinder ignition signal of the flying vehicle during starting 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 the range extender, the crankshaft and the cylinder are deployed on the flying vehicle, and the crankshaft and the cylinder are used to provide a power source for the range extender.

[0204] The determination unit 704 is configured to determine an 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 a first vibration signal of the range extender based on the ignition angle.

[0206] The second adjustment unit 708 is configured to trigger 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 unadjusted second vibration signal, and the seat vibrates with the range extender.

[0207] In this embodiment, the acquisition unit 702 acquires the crankshaft position signal and the cylinder ignition signal of the flying vehicle during starting 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 first vibration signal of the range extender based on the ignition angle; and the second adjustment unit 708 triggers 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 unadjusted second vibration signal, and the seat vibrates with 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] Embodiments of the present application also provide a flying vehicle, comprising: a memory, which stores an executable program; a processor, configured to run the program, wherein the program performs the method in various embodiments of the present application when running.

[0209] Figure 8 is a structural block diagram of a flying vehicle according to an embodiment of the present application, as shown in the figure, the components of the autonomous vehicle 800 include but are not limited to the memory 810 and the processor 820. The processor 820, the memory 810 are connected through the bus 830, and the database 860 is used to save data. Figure 8

[0210] The autonomous vehicle 800 can also include an access device 840, which 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 can include one or more of any type of network interface (e.g., network interface controller (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-mentioned components of the autonomous vehicle 800 and other components not shown in Figure 8 may be connected to each other, for example, through a bus. It should be understood that Figure 8 The structural block diagram of the autonomous vehicle shown in the figure is only for the purpose of example, and is not a limitation on the scope of the present disclosure. Those skilled in the art can add or replace other components as needed.

[0212] ​The embodiments of the present application further provide a computer readable storage medium comprising a stored executable program, wherein the computer readable storage medium controls the device where the computer readable storage medium is located to execute the method in each of the embodiments of the present application when the executable program is executed.

[0213] The embodiments of the present application further provide a computer program product comprising a computer program, which, when executed by a processor, implements the method in each of the embodiments of the present application.

[0214] The embodiments of the present application further provide a computer program product comprising a non-volatile computer readable storage medium for storing a computer program, which, when executed by a processor, implements the method in each of the embodiments of the present application.

[0215] The embodiments of the present application further provide a computer program, which, when executed by a processor, implements the method in each of the embodiments of the present application.

[0216] In the above-described embodiments of the present application, the description of each embodiment has its own focus, and the parts not described in detail in a certain embodiment can be referred to the relevant description of other embodiments.

[0217] In several embodiments provided in the present application, it should be understood that the disclosed technical contents can be implemented by other manners. Among them, the apparatus embodiment described above is only schematic, for example, the division of the units can be a logical function division, and in actual implementation, there can be another division manner, for example, a plurality of units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the units or modules shown or discussed can be indirect coupling or communication connection through some interfaces, units or modules, which can be electrical or other forms.

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

[0219] In addition, each functional unit in each embodiment of the present application can be integrated in one processing unit, or each unit can exist physically, or two or more units can be integrated in one unit. The integrated unit can be realized in the form of hardware or in the form of software functional unit.

[0220] The integrated unit, if implemented in the form of a software function unit and sold or used as an independent product, can be stored in a computer readable storage medium. Based on such understanding, the technical solutions of the present application, essentially or in other words, the part that contributes to the prior art or the whole or part of the technical solutions can be embodied in the form of a software product. The computer software product is stored in a storage medium, including a number of instructions to make a computer device (which can be a personal computer, a server or a network device, etc.) execute all or part of the steps of the methods described in various embodiments of the present application. The aforementioned storage medium includes: a U disk, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), a mobile hard disk, a magnetic disk or an optical disk, and various media that can store program codes.

[0221] The above only describes the preferred embodiments of the present application. It should be noted that, for those skilled in the art, without departing from the principles of the present application, a number of improvements and refinements can be made, and these improvements and refinements should also be considered as the protection scope of the present application.

Claims

1. A control method for a flying vehicle, characterized in that, The flying vehicle is equipped with a range extender, crankshaft, and cylinders. 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 process of the range extender, the crankshaft position signal and 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. The ignition angle of the range extender is determined based on the crankshaft position signal and the cylinder ignition signal; Based on the ignition angle, a first vibration signal is triggered to adjust the range extender; Based on the adjusted first vibration signal, a second vibration signal of the seat in the flight vehicle is triggered to be adjusted, wherein the adjusted second vibration signal is less than the original second vibration signal, and the seat vibrates with the range extender.

2. The method according to claim 1, characterized in that, Based on the ignition angle, a first vibration signal is triggered to adjust the range extender, including: The second vibration signal of the seat under the ignition angle is compared with the vibration signal threshold to obtain the 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.

3. The method according to claim 2, characterized in that, The method further includes: The adjusted ignition angle is determined as the ignition angle, and the adjusted second vibration signal is determined as the second vibration signal. Then, the process returns to start from the following steps: The second vibration signal of the seat under 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, and then the second vibration signal under the ignition angle is output.

4. The method according to claim 2, characterized in that, In response to the comparison result that the second vibration signal does not meet the vibration signal threshold, the ignition angle is adjusted, including: In response to the comparison result that the second vibration signal does not meet the vibration signal threshold, the ignition angle is adjusted according to the target adjustment strategy, wherein the target adjustment strategy is used to represent the rule for advancing 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, Based on the adjusted first vibration signal, a second vibration signal is triggered to adjust the seat in the flight vehicle, including: Based on the adjusted first vibration signal, the second vibration signal of the seat is triggered to decrease; 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 start execution from the following steps: The second vibration signal of the seat under 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, and then the second vibration signal under the ignition angle is output.

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

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

8. The system according to claim 7, characterized in that, The system also includes: A crankshaft position signal sensor is used to detect the crankshaft and 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 acquisition unit is used to compare the second vibration signal of the seat under 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, the ignition angle is adjusted. Based on the adjusted ignition angle, the first vibration signal of the range extender is adjusted; The system further includes a controller, configured to determine the adjusted ignition angle as the ignition angle and the adjusted second vibration signal as the second vibration signal, and return to the starting point of the following steps: The second vibration signal of the seat under 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, and then the second vibration signal under the ignition angle is output.

10. A flying vehicle, characterized in that, include: Memory, which stores executable programs; A processor for running the program, wherein the program, when running, performs the method according to any one of claims 1 to 6.

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

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