Active suspension control method and system for hovercar forced landing protection and medium

Abstract

The invention relates to the technical field of hovercars, and discloses an active suspension control method and system for hovercar forced landing protection and a medium. The method comprises the steps that when it is detected that the hovercar is located in a forced landing area, a ground hardness parameter and a flight height parameter and suspension compression amount of the hovercar are obtained; determining landing kinetic energy of the hovercar according to the flight height parameters; target buffer kinetic energy of an active suspension of the hovercar is determined according to the landing kinetic energy; and according to the ground hardness parameter, the suspension compression amount and the target buffer kinetic energy, the rigidity, damping and active force of the active suspension of the hovercar are dynamically configured, so that the active suspension absorbs the landing kinetic energy of the hovercar. According to the embodiment of the invention, buffer protection can be provided when the hovercar is in forced landing, so that the safety of the hovercar is improved.

Description

Technical Field

[0001] The present application relates to the field of flying car technology, and in particular to an active suspension control method, system, and medium for forced landing protection of a flying car. Background Art

[0002] Flying cars face numerous technical challenges in their application, one of which is safe landing, particularly during emergency landings (such as those caused by powertrain failure or adverse weather conditions). During a forced landing, a flying car generates enormous impact energy due to gravity and air resistance. If this energy cannot be effectively absorbed and dissipated, it can cause serious damage to the vehicle structure and occupants. Summary of the Invention

[0003] The purpose of this application is to provide an active suspension control method, system and medium for forced landing protection of a flying car, aiming to provide buffering protection when a flying car makes an emergency landing, so as to improve the safety of the flying car.

[0004] The present application provides an active suspension control method for forced landing protection of a flying car, including: When the flying car is detected to be in an area where forced landing is possible, obtaining a ground hardness parameter, a flight altitude parameter, and a suspension compression amount of the flying car; determining the landing kinetic energy of the flying car based on the flight altitude parameter; determining a target buffering kinetic energy of the active suspension of the flying car according to the landing kinetic energy; The stiffness, damping, and active force of the active suspension of the flying car are dynamically configured according to the ground hardness parameter, the suspension compression amount, and the target buffering kinetic energy, so that the active suspension absorbs the landing kinetic energy of the flying car.

[0005] In some embodiments, determining the target buffering kinetic energy of the active suspension of the flying car based on the landing kinetic energy includes: Calculating the difference between the landing kinetic energy and the reference energy to obtain actual buffering kinetic energy; the reference energy is no greater than the sum of the elastic buffering potential energy and the damping dissipation energy of the active suspension minus the heat dissipation energy; The target buffer kinetic energy is determined according to the actual buffer kinetic energy and the efficiency of the electromagnetic actuator of the active suspension.

[0006] In some embodiments, dynamically configuring the stiffness, damping, and active force of the active suspension of the flying car based on the ground hardness parameter, the suspension compression, and the buffer kinetic energy includes: dynamically configuring the active power of the active suspension according to the suspension compression amount and the target buffer kinetic energy, so that the active power of the active suspension increases exponentially to a maximum value during the forced landing process; configuring the stiffness of the active suspension according to the ground hardness parameter and the suspension compression, so that the stiffness of the active suspension decreases linearly to a target suspension stiffness during the forced landing process; The damping of the active suspension is configured according to the suspension compression amount, so that the damping of the active suspension increases linearly to a maximum value during the forced landing process.

[0007] In some embodiments, dynamically configuring the active force of the active suspension according to the suspension compression and the target buffer kinetic energy includes: When the suspension compression amount does not exceed the suspension compression threshold amount, the active force of the active suspension is configured to increase exponentially from the initial active force as the suspension compression amount increases; When the suspension compression amount exceeds a suspension compression threshold amount, the active force of the active suspension is configured to increase to a maximum value of the active force of the active suspension.

[0008] In some embodiments, configuring the stiffness of the active suspension according to the ground hardness parameter and the suspension compression includes: determining a real-time ground contact impact force according to the ground hardness parameter and the suspension compression; The stiffness of the active suspension is configured according to the real-time ground contact impact force, so that the stiffness of the active suspension decreases linearly from a maximum value of the active suspension stiffness as the real-time ground contact impact force increases until it decreases to the target suspension stiffness.

[0009] In some embodiments, before configuring the stiffness of the active suspension according to the real-time ground contact impact force, the method further includes: The suspension compression amount and the suspension compression speed of the active suspension are dynamically configured so that a first target evaluation parameter is not greater than a first target evaluation threshold parameter; the first target evaluation parameter is obtained by weighted fitting of the real-time ground contact impact force, the suspension compression amount, and the suspension compression speed of the active suspension.

[0010] In some embodiments, configuring the damping of the active suspension according to the suspension compression includes: determining a suspension compression speed of the active suspension according to the suspension compression amount; The damping of the active suspension is configured according to the suspension compression speed, so that the damping of the active suspension increases linearly from a minimum value of the active suspension damping as the suspension compression speed increases until it increases to a maximum value of the active suspension damping.

[0011] In some embodiments, the active suspension control method for forced landing protection of a flying car further includes: Obtaining ground slope parameters and motion posture parameters of the flying car; configuring the height of each tire of the flying car according to the ground slope parameter and the motion posture parameter so that each tire of the flying car lands simultaneously; When the tires of the flying car cannot land at the same time, the active forces on the tires of the flying car are compensated to offset the turning forces on the tires of the flying car.

[0012] An embodiment of the present application further provides an electronic device, comprising a memory and a processor, wherein the memory stores a computer program, and the processor implements the above-mentioned active suspension control method for forced landing protection of a flying car when executing the computer program.

[0013] An embodiment of the present application further provides a computer-readable storage medium storing a computer program. When the computer program is executed by a processor, the active suspension control method for forced landing protection of a flying car is implemented.

[0014] The beneficial effects of the present application include: when a flying car is detected to be in a forced landing zone, obtaining ground hardness parameters, the flying car's flight altitude parameters, and suspension compression, determining the landing kinetic energy of the flying car based on the flight altitude parameters and then determining the corresponding target buffering kinetic energy, and then dynamically configuring the stiffness, damping, and active force of the flying car's active suspension based on the ground hardness parameters, suspension compression, and target buffering kinetic energy, so that the active suspension absorbs the landing kinetic energy of the flying car. By determining the landing kinetic energy of the flying car based on the flight altitude parameters and then determining the corresponding target buffering kinetic energy, and then dynamically configuring the stiffness, damping, and active force of the flying car's active suspension based on the ground hardness parameters, suspension compression, and target buffering kinetic energy, real-time linkage of multi-dimensional parameters and dynamic matching of suspension characteristics with landing conditions are achieved, effectively reducing the impact force at the moment of the flying car's touchdown and preventing overload damage to the active suspension. At the same time, through real-time optimization and configuration of suspension parameters, a smooth and controllable energy absorption process is ensured, avoiding the risk of secondary injury caused by vehicle posture instability. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 This is a diagram of the application environment of the active suspension control method for forced landing protection of a flying car provided in an embodiment of the present application.

[0016] Figure 2 This is a flowchart of the active suspension control method for forced landing protection of a flying car provided in the first embodiment of the present application.

[0017] Figure 3This is a flow chart of an active suspension control method for forced landing protection of a flying car provided in the second embodiment of the present application.

[0018] Figure 4 This is a schematic diagram of the hardware structure of the electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0019] In order to make the purpose, technical solutions and advantages of this application more clear, the following further describes this application in detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0020] It should be noted that although the device schematics illustrate functional module divisions and the flowcharts illustrate logical sequences, in certain circumstances, the steps illustrated may be performed in a sequence that differs from the module divisions in the device or the sequence in the flowcharts. Terms such as "first" and "second" in the specification, claims, and drawings are used to distinguish similar items and are not intended to describe a specific sequence or precedence.

[0021] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art to which this application pertains. The terms used herein are for the purpose of describing the embodiments of this application only and are not intended to limit this application.

[0022] The information, data, and signals involved in the embodiments of this application are all authorized by the relevant objects or fully authorized by all parties, and the collection, use, and processing of relevant data comply with the relevant laws, regulations, and standards of the relevant countries and regions.

[0023] Figure 1 This is an application environment diagram of the active suspension control method for forced landing protection of a flying car provided in an embodiment of the present application. Figure 1This active suspension control method for forced landing protection of a flying car is applied to an active suspension control system for forced landing protection of a flying car. This active suspension control system for forced landing protection of a flying car includes a terminal 110 and a server 120. Terminal 110 and server 120 are connected via a network. Terminal 110 can be a desktop terminal, a mobile terminal, or an in-vehicle terminal. The mobile terminal can be at least one of a mobile phone, a tablet computer, and a laptop computer. Server 120 can be implemented as a standalone server or a server cluster consisting of multiple servers. The terminal 110 is configured to send a ground hardness parameter, a flight altitude parameter, and a suspension compression amount of the flying car to the server 120 when detecting that the flying car is in an emergency landing area. The server 120 is configured to obtain the ground hardness parameter, the flight altitude parameter, and the suspension compression amount of the flying car when detecting that the flying car is in the emergency landing area, determine the landing kinetic energy of the flying car based on the flight altitude parameter, determine the target buffering kinetic energy of the active suspension of the flying car based on the landing kinetic energy, and dynamically configure the stiffness, damping, and active force of the active suspension of the flying car based on the ground hardness parameter, the suspension compression amount, and the target buffering kinetic energy, so that the active suspension absorbs the landing kinetic energy of the flying car.

[0024] It should be understood that Figure 1 The application scenarios shown are merely examples. In actual applications, the active suspension control method for forced landing protection of a flying car provided in the embodiments of the present application can also be applied to other scenarios. For example, the active suspension control method for forced landing protection of a flying car can be directly applied to terminal 110. Terminal 110 is configured to obtain a ground hardness parameter, a flight altitude parameter, and a suspension compression amount when detecting that the flying car is in a forced landing area. Terminal 110 is configured to determine the landing kinetic energy of the flying car based on the flight altitude parameter, determine the target buffering kinetic energy of the flying car's active suspension based on the landing kinetic energy, and dynamically configure the stiffness, damping, and active force of the flying car's active suspension based on the ground hardness parameter, the suspension compression amount, and the target buffering kinetic energy, so that the active suspension absorbs the landing kinetic energy of the flying car.

[0025] Figure 2 This is a flow chart of the active suspension control method for forced landing protection of a flying car provided by the first embodiment of this application. Figure 2 In some embodiments, the method includes but is not limited to steps 201 to 204.

[0026] Step 201: When it is detected that the flying car is in an area where forced landing is possible, a ground hardness parameter, a flying height parameter, and a suspension compression amount of the flying car are obtained.

[0027] A crash-landing zone refers to the geographic area where a flying car can safely and controllably land in an emergency (such as a power failure, system failure, or fuel shortage). This area must be physically secure, regulatory compliant, and operational. To detect whether a flying car is in a crash-landing zone, the first step is to determine whether a crash-landing zone exists within the flying car's remaining power / gliding capacity. Then, after initiating the crash-landing maneuver, the vertical height and horizontal distance parameters between the flying car and the crash-landing zone are measured in real time. If both the vertical height and horizontal distance parameters are within the crash-landing parameter range, the flying car is considered to be in the crash-landing zone.

[0028] The ground hardness parameter refers to the deformation resistance of the landing area. This parameter can be obtained through vehicle-mounted geological radar or a pre-built ground property database, or estimated by the frequency attenuation characteristics of the acoustic wave reflection signal from an acoustic hardness sensor. This parameter can be further matched with a pre-existing ground material database to assess the impact force transmission characteristics at the moment of touchdown. The flight altitude parameter includes the vertical distance between the flying vehicle and the ground. This parameter can be obtained by real-time measurement of the distance between the flying vehicle and the ground using a laser ranging sensor and is used to derive the landing kinetic energy of the flying vehicle. The suspension compression refers to the deformation of the flying vehicle's active suspension during the forced landing process. This is monitored in real time by displacement sensors and pressure sensors and is used to characterize the suspension's real-time energy absorption status. The ground hardness parameter, as well as the flying vehicle's flight altitude parameter and suspension compression, are obtained by interacting with the corresponding sensors or detection equipment.

[0029] Step 202: Determine the landing kinetic energy of the flying car based on the flight altitude parameter.

[0030] Determining the landing kinetic energy of a flying car based on the flight altitude parameter can be done by first obtaining the flight speed parameter of the flying car at the beginning of the forced landing phase, then determining the instantaneous speed of the flying car when it touches the ground based on the flight altitude parameter and the flight speed parameter during the forced landing phase, and then calculating the landing kinetic energy of the flying car based on the instantaneous speed of the flying car when it touches the ground and the mass of the flying car. The calculation formula for the landing kinetic energy of the flying car is: , in, is the landing kinetic energy of the flying car, m is the mass of the flying car, It is the instantaneous speed of the flying car when it touches the ground.

[0031] Step 203: Determine the target buffering kinetic energy of the active suspension of the flying car according to the landing kinetic energy.

[0032] The target buffering kinetic energy refers to the buffering kinetic energy that the active suspension of the flying car needs to actively generate, which is dynamically determined by the difference between the landing kinetic energy and the inherent buffering performance of the suspension.

[0033] The target buffering kinetic energy of the active suspension of the flying car is determined based on the landing kinetic energy, and the target buffering kinetic energy of the active suspension of the flying car can be determined based on the total energy balance formula when the flying car touches the ground. When the suspension is gradually compressed, as the main force of the active suspension increases rapidly and eventually maintains the maximum value, the landing kinetic energy of the vehicle can be quickly absorbed and offset, and the elastic buffering potential energy and damping dissipation energy are combined to jointly complete the absorption of the landing impact energy. After the landing kinetic energy of the flying car is calculated, the parameter ranges of parameters such as elastic buffering potential energy, damping dissipation energy, thermal energy consumption and electromagnetic actuator efficiency are determined based on historical simulation tests, and then the target buffering kinetic energy that meets the total energy balance formula when the flying car touches the ground is determined. The total energy balance formula when the flying car touches the ground is: , in, is the elastic buffer potential energy, is the damping dissipation energy, is the electromagnetic actuator efficiency of the active suspension, is the target buffer kinetic energy, For heat energy consumption.

[0034] In some embodiments, step S203 specifically includes: calculating the difference between the landing kinetic energy and a reference energy to obtain actual buffering kinetic energy; and determining a target buffering kinetic energy based on the actual buffering kinetic energy and the efficiency of the electromagnetic actuator of the active suspension. The reference energy is no greater than the sum of the elastic buffering potential energy and the damping dissipation energy of the active suspension, minus the thermal energy dissipation. Specifically, a reference energy no greater than the sum of the elastic buffering potential energy and the damping dissipation energy minus the thermal energy dissipation is set. The landing kinetic energy and the reference energy are substituted into the total energy balance equation of the flying car at touchdown. The reference energy is then substituted for the sum of the elastic buffering potential energy and the damping dissipation energy minus the thermal energy dissipation, thereby calculating the target buffering kinetic energy that satisfies the total energy balance equation of the flying car at touchdown. This ensures that the active suspension can accurately meet energy absorption requirements during a forced landing, avoiding overload failure or insufficient buffering capacity of the active suspension, thereby improving the safety and reliability of the flying car during forced landing.

[0035] Step 204 : Dynamically configure the stiffness, damping, and active force of the active suspension of the flying car based on the ground hardness parameter, the suspension compression, and the target buffering kinetic energy, so that the active suspension absorbs the landing kinetic energy of the flying car.

[0036] The stiffness, damping and active force of the flying car's active suspension are dynamically configured according to the ground hardness parameter, the suspension compression amount and the target buffer kinetic energy. The initial setting value of the stiffness of the active suspension can be corrected according to the ground hardness parameter. For example, the initial stiffness is reduced to avoid rigid impact when forced landing on hard ground. The active force and damping application gradient are adjusted in real time according to the suspension compression amount as a feedback signal and the target buffer kinetic energy as a target signal to ensure that the energy absorption process is synchronized with the suspension deformation. Through the coordinated adjustment of stiffness, damping and active force, a dynamic energy dissipation path is formed, so that the impact energy is gradually absorbed by the active suspension of the flying car. When the flying car enters the forced landing area, the executive body simultaneously collects the ground hardness parameters, the flying car's flight altitude parameters and the suspension compression. The flight altitude parameters are converted into a specific landing kinetic energy value through the kinetic energy formula, that is, the landing kinetic energy of the flying car. This value is compared with the current buffering capacity that the active suspension can provide to generate the target energy value that needs to be actively absorbed, that is, the target buffering kinetic energy of the flying car's active suspension. Then, according to the ground hardness parameters, suspension compression and target buffering kinetic energy, the stiffness, damping and main force of the flying car's active suspension are dynamically configured to enable the active suspension to absorb the landing kinetic energy of the flying car.

[0037] In some embodiments, step S204 specifically includes: dynamically configuring the main power of the active suspension according to the suspension compression and the target buffering kinetic energy, so that the main power of the active suspension increases exponentially to a maximum value during the forced landing process; configuring the stiffness of the active suspension according to the ground hardness parameter and the suspension compression, so that the stiffness of the active suspension decreases linearly to the target suspension stiffness during the forced landing process; configuring the damping of the active suspension according to the suspension compression, so that the damping of the active suspension increases linearly to a maximum value during the forced landing process.

[0038] During a forced landing, the active suspension's active force is configured to increase exponentially with increasing suspension compression, ensuring that the kinetic energy generated by the active force matches the target cushioning kinetic energy. For example, during the initial stage of suspension compression, the active suspension's active force slowly increases from a low initial value, relying primarily on the active suspension's own elastic potential energy to absorb impact. As suspension compression approaches a preset threshold, the active suspension's active force rapidly increases to its maximum value to achieve the target cushioning kinetic energy. Suspension stiffness is adjusted based on ground hardness parameters and real-time suspension compression. For example, when ground hardness is high, the initial stiffness is set to a high value to provide rigid support. It then decreases linearly to the target stiffness as suspension compression increases, dissipating impact forces during the initial touchdown phase and gradually releasing deformation space during compression. Suspension damping is configured based on real-time suspension compression. For example, when suspension compression is low, the damping is set to a low value to minimize energy loss. As suspension compression approaches maximum, the damping increases linearly to its maximum value, effectively suppressing active suspension rebound and ensuring vehicle stability. Therefore, during the forced landing process, the buffering capacity of the active suspension is dynamically matched with the changing trend of the landing impact energy. For example, the exponential increase of the active force ensures that the remaining kinetic energy is concentratedly offset in the later stage of active suspension compression to avoid initial overload. The linear decrease in stiffness enables the active suspension to withstand the initial impact and absorb energy through deformation. The linear increase in damping effectively suppresses the secondary impact caused by suspension rebound, allowing the flying car to achieve a smooth landing under different ground hardness and forced landing altitudes, thereby improving occupant safety and body structural integrity.

[0039] In some embodiments, the active power of the active suspension is dynamically configured based on the suspension compression and the target buffer kinetic energy, including: when the suspension compression does not exceed the suspension compression threshold, the active power of the active suspension is configured to increase exponentially from the initial active power as the suspension compression increases; when the suspension compression exceeds the suspension compression threshold, the active power of the active suspension is configured to increase to the maximum value of the active power of the active suspension.

[0040] During a forced landing, when the suspension compression does not exceed the threshold, the active suspension's active force starts with the initial active force and increases exponentially as the compression increases. This maintains a gentle cushioning effect during the initial stages of the energy absorption process, preventing premature actuator output limits. When the suspension compression exceeds the threshold, the active suspension's active force immediately switches to maximum output, entering maximum energy absorption mode to ensure rapid dissipation of residual impact energy. For example, when the suspension compression reaches 80% of the threshold, the active force can be increased exponentially to 60% of the maximum value. Once the suspension compression exceeds the threshold, the actuator maintains maximum force until landing is complete. This phased active force control strategy addresses the uneven distribution of active suspension buffering energy during a forced landing, preventing overload of the energy absorber during the initial compression phase and ensuring efficient dissipation of residual impact energy during the later stages of compression. This reduces the risk of structural damage and improves occupant safety.

[0041] In a specific embodiment, the calculation formula of the active force of the active suspension is: , in, is the main force of the active suspension when the suspension compression is z, is the initial main driving force, The maximum value of the main power; β is the main power change rate parameter, is the suspension compression threshold amount.

[0042] Active force change rate parameter β and suspension compression threshold The setting can be determined through simulation and experiment, by setting appropriate β and , so that the active force reaches the maximum value of most of the active forces within the predetermined time, while considering the natural frequency and damping characteristics of the active suspension, matching the system dynamic response, and avoiding excessively rapid changes in active force that may cause system oscillation or occupant discomfort.

[0043] In some embodiments, the stiffness of the active suspension is configured based on a ground hardness parameter and a suspension compression amount, including: determining a real-time ground contact impact force based on the ground hardness parameter and the suspension compression amount; and configuring the stiffness of the active suspension based on the real-time ground contact impact force, so that the stiffness of the active suspension decreases linearly from a maximum value of the active suspension stiffness as the real-time ground contact impact force increases until it decreases to a target suspension stiffness.

[0044] During the forced landing process, the ground hardness parameter and the suspension compression amount are used as input variables. Through the preset impact force calculation model, for example, the product of the ground hardness parameter and the suspension compression amount is combined with the dynamic correction coefficient to generate the real-time touchdown impact force. The initial value of the stiffness of the active suspension is set to the maximum stiffness, for example, the spring stiffness value in the rigid locking state is used. As the touchdown impact force increases, the execution body sends instructions to the stiffness adjustment device, for example, by linearly adjusting the damping fluid flow in the hydraulic circuit, so that the stiffness of the active suspension is reduced at a fixed deceleration rate. This decreasing process continues until the real-time touchdown impact force reaches the preset threshold or the suspension compression amount reaches the travel limit. At this time, the stiffness of the active suspension stabilizes at the target suspension stiffness value, such as the stiffness parameter corresponding to the optimal energy absorption state of the active suspension. Therefore, during the forced landing of the flying car, the stiffness of the active suspension is precisely matched according to the dynamic changes in ground characteristics and mechanical impact intensity, ensuring that the active suspension continues to absorb impact energy throughout the entire process from the moment of touchdown to the stable stage. Especially under different ground hardness conditions, such as the switching scenario from concrete road surface to sandy terrain, this solution can avoid vehicle body bouncing due to excessive stiffness or suspension collapse caused by excessive stiffness, significantly reducing the instantaneous impact acceleration experienced by the occupants.

[0045] In some embodiments, before configuring the stiffness of the active suspension based on the real-time touchdown impact force, it also includes: dynamically configuring the suspension compression amount and the suspension compression speed of the active suspension so that the first target evaluation parameter is not greater than the first target evaluation threshold parameter; the first target evaluation parameter is obtained by weighted fitting of the real-time touchdown impact force, the suspension compression amount and the suspension compression speed of the active suspension.

[0046] During a flying car's forced landing, there's a dynamic coupling between the real-time impact force, suspension compression, and compression velocity. By weighting these three factors to generate a first target evaluation parameter, the suspension's displacement limit, energy absorption efficiency, and impact transmission rate can be simultaneously constrained. For example, when the first target evaluation parameter approaches a threshold, the suspension compression velocity is actively adjusted to reduce the peak impact energy transfer, or the suspension compression is adjusted to optimize the energy absorption path, thereby avoiding suspension bottoming out or actuator overload. During this process, the weighting coefficient can be dynamically adjusted based on the ground hardness parameter. For example, on hard surfaces, the weighting coefficient for the impact force is increased to prioritize peak impact force. This allows the active suspension's energy absorption capacity to be balanced with its structural load limit in real time during the forced landing process, avoiding suspension damage or energy absorption failure caused by local parameter excursions. This improves active suspension reliability and occupant safety during the forced landing.

[0047] In a specific embodiment, the calculation formula of the first target evaluation parameter is: , in, is the first target evaluation parameter, 、 and are weight coefficients, is the ground impact force at the tth moment, is the suspension compression acceleration at the tth moment, is the suspension compression velocity at the tth moment, and T is the landing impact duration.

[0048] In some embodiments, configuring the damping of the active suspension according to the suspension compression amount includes: determining the suspension compression speed of the active suspension according to the suspension compression amount; configuring the damping of the active suspension according to the suspension compression speed, so that the damping of the active suspension increases linearly from the minimum value of the damping of the active suspension as the suspension compression speed increases until it increases to the maximum value of the damping of the active suspension.

[0049] During a forced landing, the system captures real-time suspension compression, uses differential calculations or a velocity sensor to determine the current compression velocity, and then calculates the required damping value based on a pre-set linear relationship. When the compression velocity is low, the active suspension's damping is maintained at a minimum to minimize energy loss. As the compression velocity increases, the damping gradually increases at a fixed slope until it reaches the maximum design value. This dynamic adjustment ensures that the damping force consistently matches the impact intensity, rapidly absorbing energy during initial touchdown and providing sufficient cushioning capacity during peak impact. This effectively suppresses vibration and secondary impact caused by sudden changes in suspension compression velocity during a forced landing, significantly reducing the risk of structural deformation due to local overloads. It also mitigates the acceleration shock experienced by occupants at the moment of touchdown, improving safety and reliability in emergency landing scenarios.

[0050] Figure 3 This is a flow chart of the active suspension control method for forced landing protection of a flying car provided by the second embodiment of this application. Figure 3 ,exist Figure 2 Based on the embodiment, the method includes but is not limited to steps 301 to 303.

[0051] Step 301: Obtain ground slope parameters and motion posture parameters of the flying car.

[0052] Ground slope parameters refer to the surface inclination angle and direction of the landing area. They can be collected by using a gyroscope, laser rangefinder, or camera to scan the ground contour. They are used to determine the impact of ground inclination on the tire's landing attitude. Motion attitude parameters refer to the pitch, roll, and yaw angles of the flying car during the forced landing process. They can be obtained through an inertial measurement unit or visual sensor and are used to reflect the relative angle between the vehicle body and the ground in real time.

[0053] Step 302: The height of each tire of the flying car is configured according to the ground slope parameter and the motion posture parameter, so that each tire of the flying car lands simultaneously.

[0054] Configuring the height of each tire of a flying car means synchronizing the ground contact time of each tire by adjusting the stroke length of the active suspension. This can be achieved through dynamic adjustment using a hydraulic actuator or an electromagnetic actuator to eliminate unilateral impact overloads caused by uneven ground or vehicle tilt.

[0055] The height of each tire of the flying car is configured according to the ground slope parameter and the motion posture parameter. The suspension height deviation of the four tires is first calculated, and then the height of the active suspension is adjusted. The height is adjusted by the electromagnetic suspension so that all tires reach a uniform landing height.

[0056] Step 303: When the tires of the flying car cannot land simultaneously, the main forces on the tires of the flying car are compensated to offset the turning force on the tires of the flying car.

[0057] Compensating for the active forces on each tire of a flying car means applying a reverse force to the tires that cannot land synchronously. This can be achieved by generating reverse thrust through a motor drive or pneumatic device to balance the rolling torque to maintain vehicle stability.

[0058] During the flying car's forced landing, ground slope parameters are collected in real time and combined with motion attitude parameters. A control algorithm then calculates the target height required for each tire. For example, if a slope is detected, the tire on the high side can be lowered in advance to match the touchdown timing of the low-side tire. If a sudden external force disrupts the tires, such as the left tire touching down early while the right is still airborne, an upward active force is applied to the right tire or the damping force on the left tire is increased to offset the rollover torque caused by the asymmetric support. This process forms a closed-loop control loop with tire height adjustment and active force compensation, where tire height adjustment prioritizes landing synchronization, while active force compensation intervenes as an emergency mechanism. This effectively mitigates the risk of rollover caused by asynchrony in tire touchdown during forced landings on sloped surfaces. Wheel height adjustment ensures landing stability, while active force compensation maintains attitude balance in the event of a sudden imbalance, significantly improving the safety of emergency landings.

[0059] In a specific embodiment, the calculation formula for compensating the active force on the tire is: , , , , , , , in, is the compensating active force of tire i, is the compensating forward driving force of tire i, is the main force compensation of tire i, i is a positive integer, i∈[1,4], 、 、 and are the main force compensation of the front left wheel, front right wheel, rear left wheel and rear right wheel respectively, is the pitching moment, is the rolling moment, 、 、 and are the vertical support forces of the suspension of the front left wheel, front right wheel, rear left wheel and rear right wheel respectively. is the longitudinal wheelbase of the flying car, It is the horizontal wheelbase of the flying car.

[0060] By defining an objective function and calculating the second objective evaluation parameter through the objective function, the second objective evaluation parameter is made not greater than the second objective evaluation threshold parameter to minimize the lateral and longitudinal rolling moments, improve cushioning, and ensure a smooth landing of the car. The calculation formula of the second objective evaluation parameter is: , in, is the second objective evaluation parameter, and are weight coefficients respectively.

[0061] Figure 4 It is a block diagram of an electronic device according to an exemplary embodiment.

[0062] Refer to the following Figure 4 4 to describe the electronic device 400 according to this embodiment of the present disclosure. Figure 4 The electronic device 400 shown is merely an example and should not limit the functions and scope of use of the embodiments of the present disclosure.

[0063] like Figure 4 As shown, electronic device 400 is implemented as a general-purpose computing device. Components of electronic device 400 may include, but are not limited to, at least one processing unit 410, at least one storage unit 420, a bus 430 connecting various system components (including storage unit 420 and processing unit 410), a display unit 440, and the like.

[0064] The storage unit stores program code, which can be executed by the processing unit 410, so that the processing unit 410 executes the steps according to various exemplary embodiments of the present disclosure described in the above-mentioned active suspension control method for forced landing protection of a flying car in this specification.

[0065] The storage unit 420 may include a readable medium in the form of a volatile storage unit, such as a random access memory unit (RAM) 4201 and / or a cache memory unit 4202 , and may further include a read-only memory unit (ROM) 4203 .

[0066] The storage unit 420 may also include a program / utility 4204 having a set (at least one) of program modules 4205, such program modules 4205 including but not limited to: an operating system, one or more application programs, other program modules, and program data, each of which or some combination may include an implementation of a network environment.

[0067] Bus 430 may represent one or more of several types of bus structures, including a memory bus or memory controller, a peripheral bus, an accelerated graphics port, a processing unit, or a local bus using any of a variety of bus architectures.

[0068] The electronic device 400 may also communicate with one or more external devices 400′ (e.g., a keyboard, a pointing device, a Bluetooth device, etc.), one or more devices that enable a user to interact with the electronic device 400, and / or any device that enables the electronic device 400 to communicate with one or more other computing devices (e.g., a router, a modem, etc.). Such communication may occur via an input / output (I / O) interface 450. Furthermore, the electronic device 400 may also communicate with one or more networks (e.g., a local area network (LAN), a wide area network (WAN), and / or a public network such as the Internet) via a network adapter 460. The network adapter 460 may communicate with other modules of the electronic device 400 via the bus 430. It should be understood that, although not shown in the figures, other hardware and / or software modules may be used in conjunction with the electronic device 400, including but not limited to microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, and data backup storage systems.

[0069] An embodiment of the present application also provides a computer-readable storage medium, which stores a computer program. When the computer program is executed by a processor, it implements the above-mentioned active suspension control method for forced landing protection of a flying car.

[0070] The active suspension control method, system, and medium for forced landing protection of a flying car provided in embodiments of the present application, upon detecting that the flying car is in a forced landing zone, obtains a ground hardness parameter, the flying car's flight altitude parameter, and suspension compression. After determining the landing kinetic energy of the flying car based on the flight altitude parameter and then determining a corresponding target buffering kinetic energy, the system dynamically configures the stiffness, damping, and active force of the flying car's active suspension based on the ground hardness parameter, suspension compression, and target buffering kinetic energy, enabling the active suspension to absorb the landing kinetic energy. By determining the landing kinetic energy of the flying car based on the flight altitude parameter and then determining a corresponding target buffering kinetic energy, and then dynamically configuring the stiffness, damping, and active force of the flying car's active suspension based on the ground hardness parameter, suspension compression, and target buffering kinetic energy, this system achieves real-time linkage of multi-dimensional parameters and dynamic matching of suspension characteristics with landing conditions, effectively reducing the impact force at the moment of landing of the flying car and preventing overload damage to the active suspension. Furthermore, through real-time optimization of suspension parameters, the system ensures a smooth and controllable energy absorption process, avoiding the risk of secondary injury caused by vehicle posture instability.

[0071] Through the description of the above embodiments, it is easy for those skilled in the art to understand that the example embodiments described herein can be implemented by software or by combining software with necessary hardware. Therefore, the technical solution according to the embodiments of the present disclosure can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (which can be a CD-ROM, a USB flash drive, a mobile hard disk, etc.) or on a network, and includes several instructions to enable a computing device (which can be a personal computer, a server, or a network device, etc.) to execute the above-mentioned method according to the embodiments of the present disclosure.

[0072] The program product may employ any combination of one or more readable media. The readable medium may be a readable signal medium or a readable storage medium. The readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device, or component, or any combination thereof. More specific examples (a non-exhaustive list) of readable storage media include: an electrical connection with one or more wires, a portable disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof.

[0073] Computer-readable storage media may include a data signal propagated in baseband or as part of a carrier wave, which carries readable program code. Such propagated data signals may take a variety of forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. The readable storage medium may also be any readable medium other than a readable storage medium, which may send, propagate, or transmit a program for use by or in conjunction with an instruction execution system, apparatus, or device. The program code contained on the readable storage medium may be transmitted using any appropriate medium, including but not limited to wireless, wired, optical cable, RF, etc., or any suitable combination thereof.

[0074] Those skilled in the art will appreciate that the modules described above can be distributed in the device according to the description of the embodiment, or can be modified accordingly to be used in one or more devices that are different from the embodiment. The modules of the above embodiment can be combined into one module or further divided into multiple submodules.

[0075] While the exemplary embodiments of the present disclosure have been specifically illustrated and described above, it should be understood that the present disclosure is not limited to the detailed structures, configurations, or implementations described herein; rather, the present disclosure is intended to encompass various modifications and equivalent configurations within the spirit and scope of the appended claims.

Claims

1. An active suspension control method for forced landing protection of a flying car, characterized in that: include: When the flying car is detected to be in an area where forced landing is possible, obtaining a ground hardness parameter, a flight altitude parameter, and a suspension compression amount of the flying car; determining the landing kinetic energy of the flying car based on the flight altitude parameter; determining a target buffering kinetic energy of the active suspension of the flying car according to the landing kinetic energy; The stiffness, damping, and active force of the active suspension of the flying car are dynamically configured according to the ground hardness parameter, the suspension compression amount, and the target buffering kinetic energy, so that the active suspension absorbs the landing kinetic energy of the flying car.

2. The active suspension control method for forced landing protection of a flying car according to claim 1, characterized in that: Determining the target buffering kinetic energy of the active suspension of the flying car based on the landing kinetic energy includes: Calculating the difference between the landing kinetic energy and the reference energy to obtain actual buffering kinetic energy; the reference energy is no greater than the sum of the elastic buffering potential energy and the damping dissipation energy of the active suspension minus the heat dissipation energy; The target buffer kinetic energy is determined according to the actual buffer kinetic energy and the efficiency of the electromagnetic actuator of the active suspension.

3. The active suspension control method for forced landing protection of a flying car according to claim 1, characterized in that: The dynamically configuring the stiffness, damping, and active force of the active suspension of the flying car according to the ground hardness parameter, the suspension compression amount, and the buffer kinetic energy includes: dynamically configuring the active power of the active suspension according to the suspension compression amount and the target buffer kinetic energy, so that the active power of the active suspension increases exponentially to a maximum value during the forced landing process; configuring the stiffness of the active suspension according to the ground hardness parameter and the suspension compression, so that the stiffness of the active suspension decreases linearly to a target suspension stiffness during the forced landing process; The damping of the active suspension is configured according to the suspension compression amount, so that the damping of the active suspension increases linearly to a maximum value during the forced landing process.

4. The active suspension control method for forced landing protection of a flying car according to claim 3, characterized in that: The dynamically configuring the active force of the active suspension according to the suspension compression amount and the target buffer kinetic energy includes: When the suspension compression amount does not exceed the suspension compression threshold amount, the active force of the active suspension is configured to increase exponentially from the initial active force as the suspension compression amount increases; When the suspension compression amount exceeds a suspension compression threshold amount, the active force of the active suspension is configured to increase to a maximum value of the active force of the active suspension.

5. The active suspension control method for forced landing protection of a flying car according to claim 3, characterized in that: Configuring the stiffness of the active suspension according to the ground hardness parameter and the suspension compression includes: determining a real-time ground contact impact force according to the ground hardness parameter and the suspension compression; The stiffness of the active suspension is configured according to the real-time ground contact impact force, so that the stiffness of the active suspension decreases linearly from a maximum value of the active suspension stiffness as the real-time ground contact impact force increases until it decreases to the target suspension stiffness.

6. The active suspension control method for forced landing protection of a flying car according to claim 5, characterized in that: Before configuring the stiffness of the active suspension according to the real-time ground contact impact force, the method further includes: The suspension compression amount and the suspension compression speed of the active suspension are dynamically configured so that a first target evaluation parameter is not greater than a first target evaluation threshold parameter; the first target evaluation parameter is obtained by weighted fitting of the real-time ground contact impact force, the suspension compression amount, and the suspension compression speed of the active suspension.

7. The active suspension control method for forced landing protection of a flying car according to claim 3, characterized in that: Configuring the damping of the active suspension according to the suspension compression includes: determining a suspension compression speed of the active suspension according to the suspension compression amount; The damping of the active suspension is configured according to the suspension compression speed, so that the damping of the active suspension increases linearly from a minimum value of the active suspension damping as the suspension compression speed increases until it increases to a maximum value of the active suspension damping.

8. The active suspension control method for forced landing protection of a flying car according to claim 1, characterized in that: Also includes: Obtaining ground slope parameters and motion posture parameters of the flying car; configuring the height of each tire of the flying car according to the ground slope parameter and the motion posture parameter so that each tire of the flying car lands simultaneously; When the tires of the flying car cannot land at the same time, the active forces on the tires of the flying car are compensated to offset the turning forces on the tires of the flying car.

9. An electronic device, characterized in that: The electronic device includes a memory and a processor, the memory stores a computer program, and when the processor executes the computer program, it implements the active suspension control method for forced landing protection of a flying car according to any one of claims 1 to 8.

10. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the active suspension control method for forced landing protection of a flying car according to any one of claims 1 to 8 is implemented.

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