Method, system, and medium for air car crash protection active suspension control

Abstract

The application relates to the technical field of flying cars, and discloses a control method and system for active suspension of a flying car in forced landing protection and a medium. The method comprises the following steps: when it is detected that the flying car is in a forced landing area, obtaining a ground hardness parameter and flight height parameters and suspension compression of the flying car; determining landing kinetic energy of the flying car according to the flight height parameters; determining target buffer kinetic energy of active suspension of the flying car according to the landing kinetic energy; 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 and the target buffer kinetic energy, so that the active suspension absorbs the landing kinetic energy of the flying car. The embodiment of the application can provide buffer protection when the flying car is forced to land, thereby improving the safety of the flying car.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of flying cars, and particularly to a flying car emergency landing protection active suspension control method, system and medium. BACKGROUND

[0002] Flying cars face many technical challenges in application, one of which is safe landing, especially landing protection in emergency landing (such as power system failure or severe weather conditions). During the landing process of a flying car, due to the effects of gravitational acceleration and air resistance, a large amount of impact energy will be generated. If this energy cannot be effectively absorbed and dispersed, it will cause serious damage to the vehicle structure and passengers inside the vehicle. SUMMARY

[0003] The purpose of the present application is to provide a flying car emergency landing protection active suspension control method, system and medium, which aims to provide buffer protection when a flying car lands, so as to improve the safety of the flying car.

[0004] The embodiment of the present application provides a flying car emergency landing protection active suspension control method, which comprises the following steps:

[0005] When it is detected that the flying car is in a landable area, a ground hardness parameter and a flight height parameter and a suspension compression amount of the flying car are obtained;

[0006] The landing kinetic energy of the flying car is determined according to the flight height parameter;

[0007] The target buffer kinetic energy of the active suspension of the flying car is determined according to the landing kinetic energy;

[0008] 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 buffer kinetic energy, so that the active suspension absorbs the landing kinetic energy of the flying car.

[0009] In some embodiments, the target buffer kinetic energy of the active suspension of the flying car is determined according to the landing kinetic energy, comprising:

[0010] The difference between the landing kinetic energy and a reference energy is calculated to obtain an actual buffer kinetic energy; the reference energy is not greater than the sum of the elastic buffer potential energy and the damping dissipation energy of the active suspension minus the heat dissipation energy;

[0011] 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.

[0012] In some embodiments, 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 target buffer kinetic energy comprises:

[0013] The active force of the active suspension is exponentially increased to a maximum value during the forced landing according to the suspension compression amount and the target buffer kinetic energy.

[0014] The stiffness of the active suspension is linearly decreased to a target suspension stiffness during the forced landing according to the ground hardness parameter and the suspension compression amount.

[0015] The damping of the active suspension is linearly increased to a maximum value during the forced landing according to the suspension compression amount.

[0016] In some embodiments, the dynamically configuring the active force of the active suspension according to the suspension compression amount and the target buffer kinetic energy comprises:

[0017] When the suspension compression amount does not exceed a suspension compression threshold amount, the active force of the active suspension is exponentially increased with the increase of the suspension compression amount from an initial active force.

[0018] When the suspension compression amount exceeds the suspension compression threshold amount, the active force of the active suspension is increased to a maximum value of the active force of the active suspension.

[0019] In some embodiments, the dynamically configuring the stiffness of the active suspension according to the ground hardness parameter and the suspension compression amount comprises:

[0020] The real-time ground impact force is determined according to the ground hardness parameter and the suspension compression amount.

[0021] The stiffness of the active suspension is linearly decreased with the increase of the real-time ground impact force from a maximum value of the stiffness of the active suspension until the target suspension stiffness is reached.

[0022] In some embodiments, before the configuring the stiffness of the active suspension according to the real-time ground impact force, further comprising:

[0023] 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 impact force, the suspension compression amount and the suspension compression speed of the active suspension.

[0024] In some embodiments, configuring the damping of the active suspension according to the suspension compression includes:

[0025] determining a suspension compression speed of the active suspension according to the suspension compression amount;

[0026] 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.

[0027] In some embodiments, the active suspension control method for forced landing protection of a flying car further includes:

[0028] Obtaining ground slope parameters and motion posture parameters of the flying car;

[0029] 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;

[0030] 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.

[0031] 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.

[0032] 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.

[0033] The beneficial effects of the present application: when it is detected that the flying car is in a forced landing area, the ground hardness parameter and the flight height parameter and the suspension compression amount of the flying car are obtained, after the landing kinetic energy of the flying car is determined according to the flight height parameter and the corresponding target buffer kinetic energy is determined, 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 buffer kinetic energy, so that the active suspension absorbs the landing kinetic energy of the flying car. Since the landing kinetic energy of the flying car is determined according to the flight height parameter, and the corresponding target buffer kinetic energy is determined, and then 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 buffer kinetic energy, the real-time linkage of multi-dimensional parameters is realized, and the suspension characteristics and landing conditions are dynamically matched, the impact force of the flying car at the moment of landing is effectively reduced, the active suspension is prevented from being damaged by overload, and at the same time, through the real-time optimization configuration of the suspension parameters, it is ensured that the energy absorption process is stable and controllable, and the secondary damage risk caused by the instability of the vehicle body posture is avoided. BRIEF DESCRIPTION OF DRAWINGS

[0034] Figure 1 The application environment diagram of the flying car forced landing protection active suspension control method provided by the embodiment of the present application is provided.

[0035] Figure 2 The flowchart of the flying car forced landing protection active suspension control method provided by the first embodiment of the present application is shown.

[0036] Figure 3 The flowchart of the flying car forced landing protection active suspension control method provided by the second embodiment of the present application is shown.

[0037] Figure 4 The hardware structure schematic diagram of the electronic device provided by the embodiment of the present application is shown. DETAILED DESCRIPTION

[0038] In order to make the purpose, technical scheme and advantages of the present application more clear, the present application is further described in detail below in combination with the drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application, and are not used to limit the present application.

[0039] It should be noted that although the functional modules are divided in the device schematic diagram, and the logical order is shown in the flowchart, in some cases, the steps shown can be executed in a different order from the module division in the device or the order in the flowchart. The terms "first", "second", etc. in the description and claims and drawings are used to distinguish similar objects, and are not used to describe a specific order or sequence.

[0040] 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.

[0041] 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.

[0042] 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 1 This 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.

[0043] 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.

[0044] Figure 2 is a flow chart of the method for controlling the active suspension of the flying car in the first embodiment of the present application. Please refer to Figure 2 In some embodiments, the method includes but is not limited to steps 201 to 204.

[0045] Step 201, when detecting that the flying car is in a force-landable area, obtaining the ground hardness parameter and the flight height parameter and the suspension compression amount of the flying car.

[0046] The force-landable area refers to the geographical space range in which the flying car can safely and controllably force-land in an emergency (such as power failure, system failure, fuel shortage, etc.). This area needs to have physical safety, regulatory compliance and operability. To detect whether the flying car is in the force-landable area, it can be first determined whether there is a force-landable area within the remaining power / gliding capacity of the flying car, and then the vertical height parameter and the horizontal distance parameter between the flying car and the force-landable area are detected in real time after the force-landing operation is started. When the vertical height parameter and the horizontal distance parameter of the flying car are both within the force-landable parameter interval, it is determined that the flying car is in the force-landable area.

[0047] The ground hardness parameter refers to the anti-deformation ability index of the landing area ground, which can be obtained by the vehicle-mounted geological radar or the pre-constructed ground attribute database, or estimated by the frequency attenuation characteristics of the sound wave reflection signal of the sound wave hardness sensor, and further matched and obtained by combining the pre-stored ground material database, which is used to evaluate the impact force transmission characteristics at the moment of touching the ground. The flight height parameter includes the vertical distance of the flying car from the ground, which can be obtained by measuring the distance between the flying car and the ground in real time by a laser ranging sensor, and is used to derive the landing kinetic energy of the flying car. The suspension compression amount refers to the deformation amount of the active suspension of the flying car during the force-landing process, which is obtained by real-time monitoring by displacement sensors and pressure sensors, and is used to represent the real-time energy absorption state of the suspension. The ground hardness parameter and the flight height parameter and the suspension compression amount of the flying car are obtained by interacting with the corresponding sensors or detection devices.

[0048] Step 202, determining the landing kinetic energy of the flying car according to the flight height parameter.

[0049] Determination of the landing kinetic energy of the flying car according to the flight height parameter can be first obtaining the flight speed parameter of the flying car at the beginning of the force-landing stage, then determining the instantaneous speed of the flying car when it touches the ground according to the flight height parameter and the flight speed parameter of the force-landing stage, and then calculating the landing kinetic energy of the flying car according to the instantaneous speed of the flying car when it touches the ground and the mass of the flying car. The calculation formula of the landing kinetic energy of the flying car is:

[0050] ,

[0051] wherein, is the landing kinetic energy of the flying car, m is the mass of the flying car, is the instantaneous speed of the flying car when landing.

[0052] Step 203, determining the target cushioning kinetic energy of the active suspension of the flying car according to the landing kinetic energy.

[0053] The target cushioning kinetic energy refers to the cushioning 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 cushioning performance of the suspension.

[0054] Determination of the target cushioning kinetic energy of the active suspension of the flying car according to the landing kinetic energy can be determination of the target cushioning kinetic energy of the active suspension of the flying car according to the total energy balance formula of the flying car when landing. When the suspension is gradually compressed, the active force of the active suspension rapidly rises and eventually remains at a maximum value, which can quickly absorb and offset the landing kinetic energy of the vehicle, and the elastic cushioning potential energy and the damping dissipation energy are combined to 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 cushioning potential energy, damping dissipation energy, heat dissipation energy and electromagnetic actuator efficiency are determined according to historical simulation tests, and then the target cushioning kinetic energy that meets the total energy balance formula of the flying car when landing is determined. The total energy balance formula of the flying car when landing is:

[0055] ,

[0056] wherein, is the elastic cushioning potential energy, is the damping dissipation energy, is the electromagnetic actuator efficiency of the active suspension, is the target cushioning kinetic energy, is the heat dissipation energy.

[0057] In some embodiments, step S203 specifically comprises: calculating the difference between the landing kinetic energy and the reference energy to obtain an actual cushioning kinetic energy; and determining the target cushioning kinetic energy according to the actual cushioning kinetic energy and the electromagnetic actuator efficiency of the active suspension. The reference energy is not greater than the energy obtained by subtracting the heat dissipation energy from the sum of the elastic cushioning potential energy and the damping dissipation energy of the active suspension. Specifically, by setting a reference energy that is not greater than the energy obtained by subtracting the heat dissipation energy from the sum of the elastic cushioning potential energy and the damping dissipation energy, the landing kinetic energy and the reference energy are substituted into the total energy balance formula of the flying car at the time of landing, and the reference energy is used to replace the energy obtained by subtracting the heat dissipation energy from the sum of the elastic cushioning potential energy and the damping dissipation energy, so that the target cushioning kinetic energy that satisfies the total energy balance formula of the flying car at the time of landing can be calculated. Thus, it can be ensured that the active suspension can accurately match the energy absorption requirement during the forced landing process, and the situation of overloading failure or insufficient cushioning capacity of the active suspension can be avoided, thereby improving the safety and reliability of the forced landing process of the flying car.

[0058] Step 204: 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 target cushioning kinetic energy, so that the active suspension absorbs the landing kinetic energy of the flying car.

[0059] 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 target cushioning kinetic energy can be used to correct the initial set value of the stiffness of the active suspension according to the ground hardness parameter, for example, to reduce the initial stiffness to avoid rigid impact when landing on a harder ground, to use the suspension compression amount as a feedback signal and to use the target cushioning kinetic energy as a target signal to adjust the application gradient of the active force and the damping in real time, to ensure that the energy absorption process is synchronized with the suspension deformation, and to form a dynamic energy dissipation path through the coordinated adjustment of the stiffness, damping and active force, 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 execution body synchronously collects the ground hardness parameter and the flight height parameter and the suspension compression amount of the flying car. The flight height parameter is converted into a specific landing kinetic energy value through the kinetic energy formula, i.e. the landing kinetic energy of the flying car, which is compared with the current cushioning capacity provided by the active suspension to generate an energy target value that needs to be actively absorbed, i.e. the target cushioning kinetic energy of the active suspension of the flying car, and then 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 cushioning kinetic energy, so that the active suspension absorbs the landing kinetic energy of the flying car.

[0060] In some embodiments, step S204 specifically comprises: dynamically configuring the active force of the active suspension according to the suspension compression amount and the target buffer kinetic energy, so that the active force of the active suspension exponentially increases 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 amount, so that the stiffness of the active suspension linearly decreases to a target suspension stiffness during the forced landing process; and configuring the damping of the active suspension according to the suspension compression amount, so that the damping of the active suspension linearly increases to a maximum value during the forced landing process.

[0061] During the forced landing process, the active force of the active suspension is configured to exponentially increase with the increase of the suspension compression amount, so that the kinetic energy generated by the work of the active force of the active suspension can match the target buffer kinetic energy. For example, when the suspension compression amount is in an initial stage, the active force of the active suspension starts from a low initial value and slowly rises, at this time, the impact is mainly absorbed by the elastic potential energy of the active suspension itself, and as the suspension compression amount approaches a preset threshold value, the active force of the active suspension rapidly increases to a maximum value to achieve the target buffer kinetic energy. The adjustment of the suspension stiffness is based on the ground hardness parameter and the real-time suspension compression amount. For example, when the ground hardness is high, the initial stiffness is set to a large value to provide rigid support, and then linearly decreases to the target stiffness with the increase of the suspension compression amount, thereby dispersing the impact force at the initial stage of landing and gradually releasing the deformation space during compression. The configuration of the suspension damping is based on the real-time suspension compression amount. For example, when the suspension compression amount is small, the damping is set to a low value to reduce energy loss, and as the suspension compression amount approaches a maximum value, the damping linearly increases to a maximum value, effectively inhibiting the rebound of the active suspension and ensuring the stability of the vehicle body posture. Thus, the buffer capacity of the active suspension is dynamically matched with the change trend of the landing impact energy during the forced landing process, for example, the exponential increase of the active force ensures that the remaining kinetic energy is concentrated at the later stage of the compression of the active suspension, avoiding initial overload, the linear decrease of the stiffness enables the active suspension to withstand the initial impact and absorb energy through deformation, and the linear increase of the damping effectively inhibits the secondary impact caused by the rebound of the suspension, so that the flying car can achieve smooth landing under different ground hardness and forced landing height, and improve the passenger safety and the structural integrity of the vehicle body.

[0062] In some embodiments, dynamically configuring the active force of the active suspension according to the suspension compression amount and the target buffer kinetic energy comprises: when the suspension compression amount does not exceed a suspension compression threshold amount, configuring the active force of the active suspension to exponentially increase with the increase of the suspension compression amount from an initial active force; and when the suspension compression amount exceeds the suspension compression threshold amount, configuring the active force of the active suspension to increase to a maximum value of the active force of the active suspension.

[0063] In the forced landing process, when the suspension compression amount is in the stage of not exceeding the suspension compression threshold amount, the active force of the active suspension starts from the initial active force and gradually increases according to an exponential function relationship as the suspension compression amount increases, which enables the energy absorption process in the initial stage to maintain a gentle cushioning effect and avoid reaching the actuator output limit too early. When the suspension compression amount exceeds the suspension compression threshold amount, the active force of the active suspension is immediately switched to the maximum value output state, at which time the active suspension enters the maximum energy absorption mode to ensure that the remaining impact energy is quickly dissipated. For example, when the suspension compression amount reaches 80% of the suspension compression threshold amount, the active force can be raised to 60% of the maximum value according to an exponential curve, and when the suspension compression amount exceeds the suspension compression threshold amount, the actuator directly outputs the maximum force until the landing is completed. Thus, through the phased active force control strategy, the problem of uneven distribution of cushioning energy of the active suspension in the forced landing process is solved, the overload of the energy absorption device is avoided in the initial stage of suspension compression, and the efficient dissipation of the remaining impact energy is ensured in the later stage of compression, thereby reducing the risk of structural damage to the vehicle body and improving the safety of the occupants.

[0064] In one specific embodiment, the calculation formula of the active force of the active suspension is:

[0065] ,

[0066] wherein, is the active force of the active suspension when the suspension compression amount is z, is the initial active force, is the maximum value of the active force; β is the active force variation rate parameter, is the suspension compression threshold amount.

[0067] The setting of the active force variation rate parameter β and the suspension compression threshold amount can be determined through simulation and experiment. By setting appropriate β and , the active force reaches most of the maximum value of the active force within a predetermined time, while considering the natural frequency and damping characteristics of the active suspension, matching the system dynamic response, and avoiding excessive active force variation leading to system oscillation or occupant discomfort.

[0068] In some embodiments, the stiffness of the active suspension is configured according to the ground hardness parameter and the suspension compression amount, including: determining the real-time ground impact force according to the ground hardness parameter and the suspension compression amount; and configuring the stiffness of the active suspension according to the real-time ground impact force, so that the stiffness of the active suspension decreases linearly from the maximum value of the stiffness of the active suspension as the real-time ground impact force increases, until it decreases to the target suspension stiffness.

[0069] During the landing process, the ground hardness parameter and the suspension compression amount are taken as input variables, and a preset impact force calculation model is used to generate a real-time ground impact force by combining, for example, the product of the ground hardness parameter and the suspension compression amount with a dynamic correction coefficient. The initial value of the stiffness of the active suspension is set as the maximum value of the stiffness, for example, the spring stiffness value in the rigid locking state. As the ground impact force increases, the execution body sends instructions to the stiffness adjusting device, for example, by adjusting the damping liquid flow in the linear adjustment hydraulic circuit, so that the stiffness of the active suspension decreases at a fixed decreasing rate. The decreasing process continues until the real-time ground impact force reaches a preset threshold or the suspension compression amount reaches the stroke limit, at which time the stiffness of the active suspension stabilizes at a target suspension stiffness value, for example, a stiffness parameter corresponding to the optimal energy absorption state of the active suspension. Thus, during the landing process of the flying car, the stiffness of the active suspension is accurately matched according to the dynamic changes of the ground characteristics and the mechanical impact strength, ensuring that the active suspension continuously absorbs impact energy throughout the process from the moment of landing to the stable stage, especially in different ground hardness conditions, such as the switching scene from a concrete road surface to a sandy landform. This scheme can avoid the bouncing of the vehicle body caused by excessively high stiffness or the collapse of the suspension caused by excessively low stiffness, significantly reducing the instantaneous impact acceleration suffered by the passengers.

[0070] In some embodiments, before configuring the stiffness of the active suspension according to the real-time ground impact force, it further includes: dynamically configuring the suspension compression amount and the suspension compression speed of the active suspension, 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 impact force, the suspension compression amount and the suspension compression speed of the active suspension.

[0071] During the landing and ground contact stage of the flying car, the real-time ground impact force has a dynamic coupling relationship with the suspension compression amount and the suspension compression speed. By weighted fitting of the three, the first target evaluation parameter can be obtained, which can simultaneously constrain the displacement limit, energy absorption efficiency and impact transmission rate of the suspension. For example, when the first target evaluation parameter approaches the threshold, the suspension compression speed is adjusted to reduce the peak value of the impact energy transmission, or the suspension compression amount is adjusted to optimize the energy absorption path, thereby avoiding the suspension from bottoming out or the actuator from overloading. In this process, the selection of the weighting coefficient can be dynamically adjusted according to the ground hardness parameter, for example, increasing the weighting coefficient of the ground impact force on hard ground to preferentially control the impact peak. Thus, the energy absorption capacity and the structural load limit of the active suspension are balanced in real time during the landing process of the flying car, avoiding damage to the suspension or failure of energy absorption due to local parameter overlimit, thereby improving the reliability of the active suspension and the safety of the passengers during the landing process.

[0072] In a specific embodiment, the calculation formula of the first target evaluation parameter is:

[0073] ,

[0074] wherein, is a first target evaluation parameter, 、 and are weight coefficients, respectively, is a ground impact force at the tth moment, is a suspension compression acceleration at the tth moment, is a suspension compression speed at the tth moment, and T is a landing impact duration.

[0075] In some embodiments, the damping of the active suspension is configured according to the suspension compression amount, including: determining the suspension compression speed of the active suspension according to the suspension compression amount; and configuring the damping of the active suspension according to the suspension compression speed, so that the damping of the active suspension linearly increases from a minimum value of the damping of the active suspension with the increase of the suspension compression speed, until it increases to a maximum value of the damping of the active suspension.

[0076] During the forced landing of the flying car, the real-time suspension compression amount is obtained, the current suspension compression speed is obtained through differential operation or a speed sensor, and then the required damping value is calculated according to a preset linear relationship. When the suspension compression speed is small, the damping of the active suspension is maintained at a minimum level to reduce energy loss, and as the compression speed increases, the damping gradually increases at a fixed slope until it reaches the maximum design value. This dynamic adjustment method can make the damping force always match the impact strength, quickly absorb energy in the initial stage of landing, and provide sufficient buffering capacity in the peak impact phase. Thus, the vibration and secondary impact caused by the sudden change of the suspension compression speed during the forced landing of the flying car can be effectively inhibited, the risk of deformation of the vehicle structure caused by local overload can be significantly reduced, the acceleration impact borne by the passengers in the landing moment can be reduced, and the safety and reliability in the emergency landing scene can be improved.

[0077] Figure 3 is a flowchart of a control method for a flying car forced landing protection active suspension provided by the second embodiment of the present application. Please refer to Figure 3 , on the basis of the Figure 2 embodiment, the method includes but is not limited to steps 301 to 303.

[0078] Step 301, obtaining a ground slope parameter and a motion attitude parameter of the flying car.

[0079] The ground slope parameter refers to the surface inclination angle and direction data of the landing area, which can be collected by scanning the ground profile through a gyroscope, a laser range finder or a camera, and is used to determine the influence of the ground inclination on the tire landing attitude. The motion attitude parameter refers to the pitch angle, roll angle and yaw angle data of the flying car during the forced landing process, which can be obtained by an inertial measurement unit or a visual sensor, and is used to reflect the relative angle between the vehicle body and the ground in real time.

[0080] In step 302, the height of each tire of the flying car is configured according to the ground slope parameter and the motion attitude parameter, so that each tire of the flying car lands at the same time.

[0081] The configuration of the height of each tire of the flying car refers to the adjustment of the stroke length of the active suspension to synchronize the tire contact time, which can be dynamically adjusted by a hydraulic actuator or an electromagnetic actuator, and is used to eliminate the unilateral impact overload caused by uneven ground or vehicle body inclination.

[0082] According to the ground slope parameter and the motion attitude parameter, the height of each tire of the flying car can be configured by first calculating the suspension height deviation of the four tires, then adjusting the height of the active suspension, and adjusting the height of the electromagnetic suspension to make all tires reach a unified landing height.

[0083] In step 303, when the tires of the flying car cannot land at the same time, the active force on each tire of the flying car is compensated to offset the overturning force on the tires of the flying car.

[0084] The compensation of the active force on each tire of the flying car refers to the application of a reverse force on the tires that cannot land synchronously, which can be generated by a motor drive or a pneumatic device to generate a reverse thrust, and is used to balance the overturning moment to maintain the stability of the vehicle body.

[0085] During the landing process of the flying car, the ground slope parameters are collected in real time and combined with the motion attitude parameters, and the required target height of each tire is calculated through the control algorithm. For example, when it is detected that the ground is inclined, the tire located at the high side position can be lowered in advance to match the touchdown time of the low side tire. If the tire cannot land synchronously due to sudden external force interference, for example, the left tire touches the ground in advance while the right tire is still in the air, the right tire is compensated by applying upward active force or increasing the damping force of the left tire, so as to offset the overturning torque caused by asymmetric support. In this process, the tire height adjustment and active force compensation form a closed-loop control, in which the tire height adjustment ensures the landing synchronization priority, and the active force compensation intervenes as an emergency mechanism. In this way, the risk of rollover caused by asynchronous tire touchdown of the flying car on an inclined ground during landing can be effectively solved, the landing stability of the vehicle body is ensured through the height adjustment of the wheels, and the attitude balance is maintained through the active force compensation in the case of sudden imbalance, which significantly improves the safety of emergency landing.

[0086] In a specific embodiment, the calculation formula for compensating the active force on the tire is:

[0087] ,

[0088] ,

[0089] ,

[0090] ,

[0091] ,

[0092] ,

[0093] ,

[0094] wherein, is the compensated active force of tire i, is the active force of tire i before compensation, is the active force compensation amount of tire i, i is a positive integer, i∈[1, 4], , , and are the active force compensation amounts of the front left wheel, the front right wheel, the rear left wheel and the rear right wheel, is the pitch moment, is the roll moment, , , and are the suspension vertical support forces of the front left wheel, the front right wheel, the rear left wheel and the rear right wheel, A longitudinal wheelbase of the flying car, A lateral wheelbase of the flying car.

[0095] By defining a target function, calculating a second target evaluation parameter through the target function, making the second target evaluation parameter not greater than a second target evaluation threshold parameter, minimizing the lateral overturning moment and the longitudinal overturning moment, improving the buffer, and ensuring the smooth landing of the car. The formula for calculating the second target evaluation parameter is:

[0096] ,

[0097] Wherein, is a second target evaluation parameter, and are weight coefficients.

[0098] Figure 4 is a block diagram of an electronic device according to an exemplary embodiment.

[0099] The electronic device 400 according to this implementation of the present disclosure will be described below with reference to Figure 4 Figure 4 The display electronic device 400 is only an example, and should not bring any limitation to the function and use range of the embodiments of the present disclosure.

[0100] As shown in Figure 4 , the electronic device 400 is in the form of a general computing device. The components of the electronic device 400 can include, but are not limited to: at least one processing unit 410, at least one storage unit 420, a bus 430 connecting different system components (including the storage unit 420 and the processing unit 410), a display unit 440, etc.

[0101] The storage unit stores program code that can be executed by the processing unit 410, so that the processing unit 410 executes the steps described above in the part of the present specification for the flying car landing protection active suspension control method according to various exemplary embodiments of the present disclosure.

[0102] The storage unit 420 can include a readable medium in the form of a volatile storage unit, such as a random access memory (RAM) 4201 and / or a cache memory unit 4202, and can further include a read-only memory (ROM) 4203.

[0103] The storage unit 420 can also include a program / utility 4204 having a set of (at least one) program modules 4205, such as an operating system, one or more application programs, other program modules, and program data, each of which can include implementation of a network environment, or some combination thereof.​

[0104] Bus 430 can be one or more of several types of bus structures including a memory bus or memory controller, a peripheral bus, a graphics bus, a processor or local bus using any of a variety of bus architectures.

[0105] Electronic device 400 can also communicate with one or more external devices 400' such as a keyboard or pointing device, a Bluetooth device, etc.; other devices associated with electronic device 400; and / or one or more devices that enable input to and output from electronic device 400; and / or one or more devices that enable communication between electronic device 400 and other computing devices. Such communication can occur via Input / Output (I / O) interface 450. Still yet, electronic device 400 can communicate with one or more networks, such as a local area network (LAN), a general wide area network (WAN), and / or a public network such as the Internet, via network adapter 460. Network adapter 460 can be any of a variety of modems, including cable modems, telephone modems, and wireless modems, and the like. As will be appreciated, although not explicitly shown in FIG. 4, a wireless network adapter can be used in conjunction with wireless network 460. Network adapter 460 can communicate with the other components of electronic device 400 via bus 430. It should be understood that although not explicitly shown, other hardware and / or software components could also be used, and that in some embodiments could be used in conjunction with electronic device 400. For example, a microcode implementation can be implemented for the processor 410 and / or the bus 430. Additionally, various items of hardware and software used in connection with electronic device 400 can implement or utilize one or more devices, circuits, and components in connection with the embodiments disclosed herein.

[0106] The embodiment of the present application further provides a computer readable storage medium, which stores a computer program. The computer program is executed by a processor to implement the flight car forced landing protection active suspension control method.

[0107] The flight car forced landing protection active suspension control method, system and medium provided by the embodiment of the present application, when detecting that the flight car is in a forced landing area, ground hardness parameters and flight height parameters and suspension compression amount of the flight car are obtained, after the landing kinetic energy of the flight car is determined according to the flight height parameters and the corresponding target buffer kinetic energy is determined, the stiffness, damping and active force of the active suspension of the flight car are dynamically configured according to the ground hardness parameters, the suspension compression amount and the target buffer kinetic energy, so that the active suspension absorbs the landing kinetic energy of the flight car. Since the landing kinetic energy of the flight car is determined according to the flight height parameters, and the corresponding target buffer kinetic energy is determined, and then the stiffness, damping and active force of the active suspension of the flight car are dynamically configured according to the ground hardness parameters, the suspension compression amount and the target buffer kinetic energy, the real-time linkage of multi-dimensional parameters is realized, and the suspension characteristics and landing conditions are dynamically matched, the impact force of the flight car at the moment of landing is effectively reduced, the active suspension is prevented from being damaged by overload, and at the same time, through the real-time optimization configuration of the suspension parameters, it is ensured that the energy absorption process is stable and controllable, and the secondary damage risk caused by the unstable attitude of the vehicle body is avoided.

[0108] Through the description of the above embodiments, those skilled in the art can easily understand that the example embodiments described herein can be implemented by software, or by software in combination with necessary hardware. Therefore, the technical solutions 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 U disk, a mobile hard disk, etc.) or a network, and includes a plurality of instructions to make a computing device (which can be a personal computer, a server, or a network device, etc.) execute the above-mentioned method according to the embodiments of the present disclosure.

[0109] The program product can employ any combination of one or more readable media. The readable media can be a readable signal medium or a readable storage medium. The readable storage medium, for example, can be, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, device, or apparatus, or any suitable combination of the above. More specific examples (a non-exhaustive list) of the readable storage medium include an electrical connection having one or more wires, a portable disc, 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 disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above.

[0110] The computer readable storage medium can include a data signal carried in a baseband or propagated as a carrier wave in a propagated data signal, in which the readable program code is carried. Such a propagated data signal can take on many forms, including but not limited to an electromagnetic signal, an optical signal, or any suitable combination of the above. The readable storage medium can also be any readable medium that is not a readable storage medium, which can send, propagate, or transmit the program for use by or in connection with an instruction execution system, apparatus, or device. The program code contained on the readable storage medium can be transmitted by any suitable medium, including but not limited to wireless, wired, optical cable, RF, etc., or any suitable combination of the above.

[0111] Those skilled in the art can understand that the above modules can be distributed in the device as described in the embodiments, or can be changed in one or more devices different from the embodiments. The modules of the above embodiments can be combined into one module, or can be further split into multiple sub-modules.

[0112] The example embodiments of the present disclosure are specifically shown and described above. It should be understood that the present disclosure is not limited to the detailed structure, arrangement or implementation method described herein; on the contrary, the present disclosure is intended to cover various modifications and equivalent arrangements 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; 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 amount, and the target buffering kinetic energy, so that the active suspension absorbs the landing kinetic energy of the flying car; 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; determining the target buffer kinetic energy according to the actual buffer kinetic energy and the efficiency of the electromagnetic actuator of the active suspension; 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.

2. The active suspension control method for forced landing protection of a flying car according to claim 1, 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.

3. The active suspension control method for forced landing protection of a flying car according to claim 1, 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.

4. The active suspension control method for forced landing protection of a flying car according to claim 3, 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.

5. The active suspension control method for forced landing protection of a flying car according to claim 1, 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.

6. 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.

7. An electronic device, characterized in that: The electronic device includes a memory and a processor, the memory stores a computer program, and the processor implements the active suspension control method for forced landing protection of a flying car as described in any one of claims 1 to 6 when executing the computer program.

8. 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 6 is implemented.

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