Aerocar power system, control method and device and electronic equipment

Abstract

The invention provides an aerocar power system, a control method and device and electronic equipment, and aims to solve the problem that no aerocar power system exists in the market. The aerocar power system comprises a power battery, a motor, a first disconnecting device, a second disconnecting device, a generator and an engine, the engine is connected with the generator and used for converting fuel oil into mechanical energy needed by the generator. The generator is connected with the power battery and used for converting the mechanical energy into electric energy, and the electric energy is used for charging the power battery; the generator is electrically connected with the motor, and the power battery is electrically connected with the motor and used for providing a power source for the motor; the motor is connected with a driving wheel of the hovercar through a first disconnecting device and is used for providing driving power for the driving wheel; the motor is connected with a first flight rotor wing of the hovercar through a second disconnecting device and used for providing driving power for the first flight rotor wing.

Description

[0001] This application claims priority to application number 2025107232760, invention name “A flying car power system, control method, device and electronic equipment”, and application date May 30, 2025. Technical Field

[0002] The present application relates to the intersection of electric aviation technology and electric vehicle technology, and more specifically, to a flying car power system, control method, device, and electronic equipment. Background Art

[0003] Current electric vehicles use electric motors as their powertrain, while helicopters and aircraft use fuel engines. Flying cars, which can both operate on public roads and remain airborne, are an emerging form of transportation. Their powertrain and control strategies are crucial, and no commercially available flying car powertrain exists. Summary of the Invention

[0004] The purpose of the embodiments of the present application is to provide a flying car power system, control method, device and electronic equipment, which are used to improve the problem that there are no flying car power systems on the market.

[0005] The present invention provides a flying car power system comprising: a power battery, a motor, a first disconnect device, a second disconnect device, a generator, and an engine. The engine is connected to the generator to convert fuel into mechanical energy required by the generator. The generator is connected to the power battery to convert the mechanical energy into electrical energy, which is used to charge the power battery. The generator is electrically connected to the motor, and the power battery is electrically connected to the motor to provide a power source for the motor. The motor is connected to the driving wheels of the flying car via the first disconnect device to provide driving power for the driving wheels. The motor is connected to the first flight rotor of the flying car via the second disconnect device to provide driving power for the first flight rotor. In the implementation of the above scheme, the engine converts fuel into mechanical energy to drive the generator to provide electrical energy to the motor, which serves as the main energy supply. In addition, the battery directly powers the motor, and the engine converts fuel into mechanical energy to drive the wheels or rotor, which serves as an emergency energy supply. In the event of engine or generator failure, the battery can independently maintain operation. Therefore, even if any component of the engine, generator or power battery fails, the flying car power system can still maintain operation or land safely through other components. This dual-energy channel design with physical isolation between the fuel power channel and the electric power channel effectively provides a flying car power system with dual energy channels and safety.

[0006] Optionally, in an embodiment of the present application, the motor includes: a first motor and a second motor interconnected; the first motor and the second motor are configured to provide additional power to the driving wheels of the flying car when the first disconnect device is engaged and the second disconnect device is disconnected, or to provide additional power to the first rotor of the flying car when the first disconnect device is disconnected and the second disconnect device is engaged. In implementing the above solution, by providing the interconnected first and second motors and combining the switching states of the first and second disconnect devices, dynamic load balancing and synergistic enhancement of the power system are achieved. In ground driving mode (first disconnect device engaged, second disconnect device disconnected), the two motors can simultaneously drive the wheels, improving acceleration and gradeability. In flight mode (first disconnect device disconnected, second disconnect device engaged), the two motors jointly drive the rotor, enhancing lift output and flight stability. This design not only improves the system's adaptability under different operating conditions, but also achieves single-point fault tolerance through dual-motor coordination. That is, if one motor fails, the other can still maintain basic operation, significantly enhancing the safety and reliability of the flying car.

[0007] The present application also provides a control method, comprising: determining whether the power system of the flying car described above meets an in-flight flight mode switching condition, wherein the in-flight flight mode switching condition includes: the flying car power system receives a flight mode button control command, the fuel level in the flying car's fuel tank is greater than a preset fuel level, and the flying car's second disconnect device, first flight rotor, power battery, motor, generator, and engine are all in good condition; if so, setting the first disconnect device of the flying car to a disconnected state and the second disconnect device of the flying car to an engaged state. In the implementation of the above scheme, by comprehensively determining the flight mode command, the fuel level in the fuel tank, and the failure status of key components before switching to in-flight flight mode, the mode switch is only allowed when the system has sufficient energy and all core components are in normal working order. This not only avoids in-flight loss of control due to energy shortage or component failure, but also achieves rapid reconfiguration of the power output path by pre-locking the second disconnect device and disconnecting the first disconnect device, ensuring that the flying car can immediately obtain stable and reliable rotor drive force after switching to flight mode, thereby significantly enhancing the safety and responsiveness of its in-flight operation.

[0008] Optionally, in an embodiment of the present application, the system further includes determining whether the flying car's power system meets a land driving mode switching condition, wherein the land driving mode switching condition includes: the flying car's power system receives a land mode button control command, and the rotation speed of the flying car's first flight rotor is less than a preset speed threshold; if so, the flying car's first disconnect device is set to an engaged state, and the flying car's second disconnect device is set to a disconnected state. In the implementation of the above solution, by dynamically monitoring the flight rotor speed and combining it with the mode switching command, the system only allows the flight rotor speed to switch to land mode when it drops below a safety threshold, thereby avoiding mechanical shock or energy waste caused by residual high-speed rotation of the rotor. At the same time, the first disconnect device is connected to the second disconnect device to ensure physical isolation and optimized energy distribution of the power system from flight mode to ground driving mode, thereby preventing ineffective load loss of the rotor during ground driving and ensuring the immediate responsiveness of the wheel drive system. This intelligent switching logic based on real-time status significantly improves the safety and energy efficiency of the flying car during mode transitions.

[0009] Optionally, in an embodiment of the present application, the system further includes determining whether the remaining state of charge (SOC) of the flying car's power battery is less than a preset charge threshold; if so, starting the generator and engine so that the generator provides power to the motor, or starting the generator and engine so that the generator charges the power battery and the power battery provides power to the motor. In implementing the above scheme, by real-time monitoring of the power battery's state of charge (SOC) and dynamically enabling a power replenishment mechanism, the flying car achieves autonomous energy regeneration and safe operation in low-battery scenarios. When the SOC falls below a preset threshold, the system can prioritize directly powering the motor via the engine-driven generator (without relying on the battery), or indirectly powering the motor after charging the battery, thereby avoiding performance degradation or safety hazards caused by deep battery discharge. Furthermore, this "dual-path power supply" strategy (direct power supply to the motor or power replenishment) can be flexibly switched based on actual needs, ensuring that the flying car maintains basic power output in emergency situations (such as landing) while extending battery life through immediate engine-generator intervention. This significantly improves the system's energy management flexibility and fault tolerance under complex operating conditions.

[0010] Optionally, in an embodiment of the present application, after determining whether the remaining state of charge (SOC) of the flying car's power battery is less than a preset charge threshold, the system further includes: if the remaining state of charge (SOC) of the flying car's power battery is greater than or equal to the preset charge threshold, stopping the generator and engine, allowing the power battery to provide power to the motor. In implementing this solution, by dynamically switching power supply strategies based on the power battery's SOC, optimal energy efficiency management and fault tolerance are achieved for the flying car's energy system. When the SOC is sufficient, the system proactively deactivates the generator and engine, relying solely on the high-energy-density power battery for direct power supply. This reduces mechanical transmission losses (the multi-stage conversion efficiency of the engine-generator-motor is typically less than 90%) and avoids fuel consumption and thermal management burdens.

[0011] The present application also provides a control device, including: an aerial flight mode determination module, configured to determine whether the above-described flying car power system satisfies an aerial flight mode switching condition, wherein the aerial flight mode switching condition includes: the flying car power system receiving a flight mode button control command, the flying car's fuel tank fuel level exceeding a preset fuel reserve threshold, and the flying car's second disconnect device, first flight rotor, power battery, motor, generator, and engine are all in good working order; and a vehicle disconnect device setting module, configured to set the flying car's first disconnect device to a disconnected state and the flying car's second disconnect device to an engaged state if the flying car power system satisfies the aerial flight mode switching condition.

[0012] Optionally, in an embodiment of the present application, the control device further includes: a land driving mode judgment module, used to judge whether the flying car power system meets the land driving mode switching conditions, the land driving mode switching conditions including: the flying car power system receives a land mode button control instruction, and the rotation speed of the first flight rotor of the flying car is less than a preset speed threshold; a car disconnect device setting module, further used to set the first disconnect device of the flying car to an engaged state and the second disconnect device of the flying car to a disconnected state if the flying car power system meets the land driving mode switching conditions.

[0013] Optionally, in an embodiment of the present application, the control device further includes: a remaining state of charge judgment module, used to judge whether the remaining state of charge (SOC) of the power battery of the flying car is less than a preset charge threshold; an engine generator starting module, used to start the generator and the engine if the remaining state of charge (SOC) of the power battery of the flying car is less than the preset charge threshold, so that the generator provides a source of power for the motor, or to start the generator and the engine so that the generator charges the power battery and provides a source of power for the motor through the power battery.

[0014] Optionally, in an embodiment of the present application, the control device further includes: an engine generator stop module, which is used to stop the generator and the engine if the remaining state of charge (SOC) of the power battery of the flying car is greater than or equal to a preset charge threshold, so that the power battery provides a power source for the motor.

[0015] An embodiment of the present application further provides an electronic device, including: a processor and a memory, wherein the memory stores machine-readable instructions executable by the processor, and the machine-readable instructions execute the method described above when executed by the processor.

[0016] An embodiment of the present application further provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the method described above is executed.

[0017] An embodiment of the present application further provides a computer program product, including: a computer program or computer instructions, which executes the method described above when the computer program or computer instructions are executed by a processor. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments of the present application. It should be understood that the following drawings only illustrate certain embodiments of the embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without creative work.

[0019] Figure 1 A first structural schematic diagram of a flying car power system provided by an embodiment of the present application is shown; Figure 2 A second structural schematic diagram of the flying car power system provided by an embodiment of the present application is shown; Figure 3 A third structural schematic diagram of the flying car power system provided by an embodiment of the present application is shown; Figure 4 A flow chart of a control method provided by an embodiment of the present application is shown; Figure 5 A schematic structural diagram of a control device provided in an embodiment of the present application is shown; Figure 6 A schematic structural diagram of an electronic device provided in an embodiment of the present application is shown.

[0020] Icons: 100 - flying car power system; 110 - power battery; 120 - motor; 121 - first motor; 122 - second motor; 123 - third motor; 124 - fourth motor; 125 - fifth motor; 126 - sixth motor; 127 - seventh motor; 128 - eighth motor; 130 - disconnect device; 131 - first disconnect device; 132 - second disconnect device; 133 - third disconnect device; 134 - fourth disconnect device; 135 - fifth disconnect device; 136 - sixth disconnect device; 137 - seventh disconnect device; 138 - eighth disconnect device; 140 - transmission mechanism; 141 - first transmission mechanism Mechanism; 142-second transmission mechanism; 150-generator; 160-engine; 180-vehicle differential; 200-drive wheels; 210-first drive wheels; 220-second drive wheels; 230-third drive wheels; 240-fourth drive wheels; 300-flight rotor; 310-first flight rotor; 320-second flight rotor; 330-third flight rotor; 340-fourth flight rotor; 400-control device; air flight mode judgment module-410; vehicle disconnect device setting module-420; 500-electronic equipment; 510-processor; 520-memory; 530-storage medium. DETAILED DESCRIPTION

[0021] In order to make the purpose, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. It should be understood that the drawings in the embodiments of the present application only serve the purpose of illustration and description and are not intended to limit the scope of protection of the embodiments of the present application. In addition, it should be understood that the schematic drawings are not drawn to scale. The flowcharts used in the embodiments of the present application illustrate the operations implemented according to some embodiments of the embodiments of the present application. It should be understood that the operations of the flowcharts can be implemented out of sequence, and steps without logical context can be reversed in order or implemented simultaneously. In addition, those skilled in the art, guided by the contents of the embodiments of the present application, can add one or more other operations to the flowcharts, or remove one or more operations from the flowcharts.

[0022] In addition, the described embodiments are only a portion of the embodiments of the present application, rather than all embodiments. The components of the embodiments of the present application generally described and shown in the accompanying drawings can be arranged and designed in a variety of different configurations. Therefore, the following detailed description of the embodiments of the present application provided in the accompanying drawings is not intended to limit the scope of the claimed embodiments of the present application, but rather merely represents selected embodiments of the embodiments of the present application.

[0023] It is understandable that the "first" and "second" in the embodiments of the present application are used to distinguish similar objects. Those skilled in the art will understand that words such as "first" and "second" do not limit the quantity and execution order, and words such as "first" and "second" do not necessarily limit differences. In the description of the embodiments of the present application, the term "and / or" is merely a description of the association relationship of associated objects, indicating that three relationships may exist. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in this article generally indicates that the previous and subsequent associated objects are in an "or" relationship. The term "multiple" refers to more than two (including two). Similarly, "multiple groups" refers to more than two (including two).

[0024] The following describes the application scenarios for this flying car power system. This flying car power system can be applied to flying cars, enabling them to drive both on roads and in the air. Flying cars, which can function both as vehicles on public roads and in the air, are an emerging form of transportation. Their power systems and control strategies are crucial, and currently, no commercially available flying car power systems exist.

[0025] For the above questions, please see Figure 1 The first structural schematic diagram of a flying car power system 100 provided in an embodiment of the present application is shown. The embodiment of the present application provides a flying car power system 100, including: a power battery 110, a motor 120, a first disconnect device 131, a second disconnect device 132, a generator 150, and an engine 160. The connection relationship between the power battery 110, the motor 120, the first disconnect device 131, the second disconnect device 132, the generator 150, and the engine 160 is shown in the structure in the figure. The connection relationship between the various components is described in detail below.

[0026] The engine 160 is connected to the generator 150 and is used to convert the fuel in the fuel tank into mechanical energy required by the generator 150, and this mechanical energy can drive the generator 150 to generate electricity. Among them, the fuel tank is connected to the engine 160 and is used to deliver the fuel in the fuel tank to the engine 160.

[0027] The generator 150 is connected to the power battery 110 and is used to convert mechanical energy into electrical energy, which is used to charge the power battery 110 .

[0028] The generator 150 is also electrically connected to the motor 120 (not shown), and the power battery 110 is electrically connected to the motor 120 . The generator 150 can be used to provide a source of power for the motor 120 , and the power battery 110 can also be used to provide a source of power for the motor 120 .

[0029] The motor 120 is connected to the driving wheels 200 of the flying car through the first disconnecting device 131 to provide driving power for the driving wheels 200 .

[0030] The motor 120 is connected to the first flying rotor 310 of the flying car through the second disconnecting device 132 to provide driving power for the first flying rotor 310 .

[0031] In the implementation of the above solution, engine 160 converts fuel into mechanical energy, driving generator 150 to provide electrical energy to motor 120. This path serves as the primary energy supply. Additionally, batteries directly power motor 120, using the engine to convert fuel into mechanical energy to drive wheels 200 or rotors, providing an emergency energy supply. In the event of engine 160 or generator 150 failure, the batteries can independently maintain operation. Therefore, even if any of the engine 160, generator 150, or power battery 110 fails, the flying car power system 100 can still maintain operation or safely land using the remaining components. This dual energy path design, with physically isolated fuel and electrical power paths, effectively provides a flying car power system 100 with both dual energy paths and safety.

[0032] As an optional implementation of the above-mentioned flying car power system 100, the motor 120 includes: a first motor 121 and a second motor 122 connected to each other.

[0033] The first motor 121 is electrically connected to the second motor 122, and is used to provide additional power to the flying car's drive wheels 200 when the first disconnecting device 131 is engaged and the second disconnecting device 132 is disconnected. Alternatively, the first motor 121 is used to provide additional power to the flying car's first rotor 310 when the first disconnecting device 131 is disconnected and the second disconnecting device 132 is engaged. Because the two motors 120 are electrically connected, the system can intelligently allocate the output power of the two motors 120 according to different operating conditions (such as acceleration, climbing, takeoff, and hovering). For example, during ground travel, if greater driving force is required, the second motor 122 can provide additional power to the drive wheels 200 without affecting flight performance. This dynamic allocation mechanism can also be reversed during flight. This dynamic allocation mechanism not only improves energy efficiency, but also reduces the load on individual motors 120, extending their service life, while avoiding over-reliance on high-power-density batteries.

[0034] As can be understood, this solution, through the electrical connection design between the first motor 121 and the second motor 122, enables the other motor 120 to provide additional power support if one of the disconnect devices 130 is disconnected and the corresponding actuator (wheel or rotor) loses direct power input, thereby achieving electrical redundancy in the power system. This design overcomes the limitations of traditional mechanical transmission that relies on a single power path. Even if one motor 120 or disconnect device 130 fails in flight mode or ground driving mode, basic operation can still be maintained through the other motor 120, significantly improving the safety and mission reliability of the flying car.

[0035] In the implementation of the above solution, the first motor 121 and the second motor 122 in the flying car power system 100 are electrically connected. This allows the second motor 122 to provide additional power to the wheels when the first disconnecting device 131 is engaged and the second disconnecting device 132 is disconnected. Even if the first motor 121 fails, the second motor 122 can still drive the wheels 200. If the second disconnecting device 132 is engaged and the first disconnecting device 131 is disconnected, the first motor 121 can assist the second motor 122 in driving the rotors. This allows the flying car to share the same power system 100 for both land and air travel, effectively balancing both power and economic efficiency. Therefore, when either disconnecting device 130 is engaged (in either land or air mode), the first motor 121 and / or the second motor 122 can both power the actuators (wheels or rotors), improving flight thrust while also enhancing power redundancy.

[0036] See Figure 2 A second structural schematic diagram of the flying car power system 100 provided in an embodiment of the present application is shown; as an optional implementation of the above-mentioned flying car power system 100, it may also include: a first transmission mechanism 141 and a second transmission mechanism 142.

[0037] One end of the first transmission mechanism 141 is connected to the first motor 121, and the other end of the first transmission mechanism 141 is connected to the first disconnecting device 131. The first disconnecting device 131 is connected to the driving wheels 200 of the flying car. The function of the first transmission mechanism 141 here is to transmit the power generated by the first motor 121 to the driving wheels 200 of the flying car through the first disconnecting device 131.

[0038] One end of the second transmission mechanism 142 is connected to the second motor 122, and the other end of the second transmission mechanism 142 is connected to the second disconnecting device 132. The second disconnecting device 132 is connected to the first flying rotor 310 of the flying car. The function of the second transmission mechanism 142 here is to transmit the power generated by the second motor 122 to the first flying rotor 310 through the second disconnecting device 132.

[0039] The first motor 121 and the second motor 122 are interconnected via the first transmission mechanism 141 and the second transmission mechanism 142, so that the first motor 121 and the second motor 122 jointly provide power output for the flying car's drive wheels 200 or the first flying rotor 310. Specifically, the second transmission mechanism 142 can be connected to the first disconnecting device 131 via a gear of the first transmission mechanism 141, or the first transmission mechanism 141 can be connected to the second disconnecting device 132 via a gear of the second transmission mechanism 142.

[0040] As an optional embodiment of the aforementioned flying car power system 100, the aforementioned flying car power system 100 may further include a vehicle differential 180, which is connected to the first disconnect device 131 and the flying car's drive wheels 200, respectively. Specifically, the first disconnect device 131 is directly connected to the vehicle differential 180, which is then connected to the flying car's drive wheels 200. In the presence of the vehicle differential 180, it can be understood that the first disconnect device 131 is indirectly connected to the flying car's drive wheels via the vehicle differential 180. The vehicle differential 180 is used to provide different rotational speeds between the left and right drive wheels of the flying car.

[0041] See Figure 3 FIG3 shows a third structural schematic diagram of a flying car power system 100 provided in an embodiment of the present application. As an optional embodiment of the above-mentioned flying car power system 100, the flying car power system 100 includes: a power battery 110, a first motor 121, a second motor 122, a first disconnecting device 131, a second disconnecting device 132, a third motor 123, a fourth motor 124, a third disconnecting device 133, a fourth disconnecting device 134, a fifth motor 125, a sixth motor 126, a fifth disconnecting device 135, a sixth disconnecting device 136, a seventh motor 127, an eighth motor 128, a seventh disconnecting device 137, an eighth disconnecting device 138, a generator 150, and an engine 160. The engine 160 is connected to the generator 150 and is used to convert the fuel in the fuel tank into mechanical energy required by the generator 150, and this mechanical energy can drive the generator 150 to generate electricity. Among them, the fuel tank is connected to the engine 160 and is used to deliver the fuel in the fuel tank to the engine 160.

[0042] The generator 150 is connected to the power battery 110 and is used to convert mechanical energy into electrical energy, which is used to charge the power battery 110. In addition, the generator 150 described above is also electrically connected to the motors 120 (not shown). Specifically, the generator 150 is electrically connected to the first motor 121, the second motor 122, the third motor 123, the fourth motor 124, the fifth motor 125, the sixth motor 126, the seventh motor 127, and the eighth motor 128, totaling eight motors. The generator can be used to provide a source of power for these eight motors 120 and can also store the generated electricity in the power battery 110, thereby charging the power battery 110.

[0043] The power battery 110 is electrically connected to the first motor 121 and the second motor 122, respectively, to provide a source of power for the first motor 121 and the second motor 122. The first motor 121 is connected to the first drive wheel 210 of the flying vehicle via a first disconnect device 131 to provide driving power to the first drive wheel 210. The second motor 122 is connected to the first flight rotor 310 of the flying vehicle via a second disconnect device 132 to provide driving power to the first flight rotor 310. The first motor 121 and the second motor 122 are electrically connected to provide additional power to the driving wheel 200 of the flying vehicle when the first disconnect device 131 is engaged and the second disconnect device 132 is disconnected, or to provide additional power to the first flight rotor 310 of the flying vehicle when the first disconnect device 131 is disconnected and the second disconnect device 132 is engaged.

[0044] The power battery 110 is electrically connected to the third motor 123 and the fourth motor 124, respectively, to provide power for the third motor 123 and the fourth motor 124. The third motor 123 is connected to the second drive wheel 220 of the flying vehicle via the third disconnect device 133 to provide driving power to the second drive wheel 220. The fourth motor 124 is connected to the second flight rotor 320 of the flying vehicle via the fourth disconnect device 134 to provide driving power to the second flight rotor 320. The third motor 123 and the fourth motor 124 are electrically connected to provide additional power to the drive wheel 200 of the flying vehicle when the third disconnect device 133 is engaged and the fourth disconnect device 134 is disconnected, or to provide additional power to the second flight rotor 320 of the flying vehicle when the third disconnect device 133 is disconnected and the fourth disconnect device 134 is engaged.

[0045] The power battery 110 is electrically connected to the fifth motor 125 and the sixth motor 126, respectively, for providing a source of electricity for the fifth motor 125 and the sixth motor 126; the fifth motor 125 is connected to the third drive wheel 230 of the flying car via a fifth disconnecting device 135, for providing driving power for the third drive wheel 230; the sixth motor 126 is connected to the third flight rotor 330 of the flying car via a sixth disconnecting device 136, for providing driving power for the third flight rotor 330; the fifth motor 125 and the sixth motor 126 are electrically connected to provide additional power to the drive wheel 200 of the flying car when the fifth disconnecting device 135 is engaged and the sixth disconnecting device 136 is disconnected, or to provide additional power to the third flight rotor 330 of the flying car when the fifth disconnecting device 135 is disconnected and the sixth disconnecting device 136 is engaged.

[0046] The power battery 110 is electrically connected to the seventh motor 127 and the eighth motor 128, respectively, for providing a source of electricity for the seventh motor 127 and the eighth motor 128; the seventh motor 127 is connected to the fourth drive wheel 240 of the flying car via the seventh disconnecting device 137, for providing driving power for the fourth drive wheel 240; the eighth motor 128 is connected to the fourth flight rotor 340 of the flying car via the eighth disconnecting device 138, for providing driving power for the fourth flight rotor 340; the seventh motor 127 is electrically connected to the eighth motor 128, for providing additional power to the driving wheel 200 of the flying car when the seventh disconnecting device 137 is engaged and the eighth disconnecting device 138 is disconnected, or for providing additional power to the fourth flight rotor 340 of the flying car when the seventh disconnecting device 137 is disconnected and the eighth disconnecting device 138 is engaged.

[0047] See Figure 4 The flowchart of the control method provided by the embodiment of the present application is shown. The embodiment of the present application also provides a control method for a flying car power system. The above-mentioned flying car power system includes two modes: land driving mode and air flight mode. The control method for switching from land driving mode to air flight mode is first described below. The implementation of this control method may include: Step S301: Determine whether the flying car's power system meets the conditions for switching to an in-flight flight mode. The in-flight flight mode switching conditions include: the flying car's power system receives a flight mode button control command, the flying car's fuel tank reserve is greater than a preset fuel reserve threshold, and the flying car's second disconnect device, first flight rotor, power battery, motor, generator, and engine are all in good working order.

[0048] For example, regarding the implementation of step S301 above, it is understood that after the flying car is powered on by the power battery, it defaults to operating in land driving mode. Therefore, if the flying car is to be switched from land driving mode to flight mode, it is necessary to first determine whether the flying car's power system meets the flight mode switching conditions. The flight mode switching conditions include: the flying car's power system receiving a flight mode button control command, the flying car's fuel tank level exceeding a preset fuel threshold, and the flying car's second disconnect device, first flight rotor, power battery, motor, generator, and engine all being fault-free. The preset fuel threshold can be set based on specific circumstances, for example, to 50% or 60% of a full fuel tank level.

[0049] Step S302: If the flying car power system meets the flying mode switching condition, the first disconnecting device of the flying car is set to the disconnected state, and the second disconnecting device of the flying car is set to the engaged state.

[0050] It is understood that when the switch is successful, the first disconnect device actively disconnects the ground power chain, while the second disconnect device integrates the flight power chain, forming a physically isolated redundant protection. Even if the ground power system suddenly fails during flight, flight stability will not be affected. Compared with traditional flying cars that rely solely on a single command or simple electronic control switching, this significantly improves the atomic safety of mode switching (i.e., the switching process is irreversible and the failure cannot spread). This provides a fundamental guarantee for the high-frequency and high-density operation of flying cars in complex airspace environments, thereby improving the safety of mode switching. In addition, when the flying car is in flight mode, the engine can be controlled to remain in a constant operating state (i.e., non-stop state). If the driving power demand exceeds the peak discharge power capacity of the battery, the engine can be controlled to drive the generator to generate electricity, thereby providing additional driving power for the motor.

[0051] In the implementation process of the above solution, before switching to the aerial flight mode, the flight mode command, fuel tank fuel reserve and key component failure status are comprehensively judged to ensure that the mode switch is allowed only when the system has sufficient energy and all core components are in normal working condition. This not only avoids the loss of control in the air due to insufficient energy or component failure, but also achieves rapid reconstruction of the power output path by locking the second disconnect device in advance and disconnecting the first disconnect device, ensuring that the flying car can immediately obtain stable and reliable rotor drive force after switching the flight mode, thereby significantly enhancing its safety and response reliability in the air.

[0052] As an optional implementation of the control method for the above-mentioned flying car power system, the implementation of the above-mentioned control method may also include: Step S303: Determine whether the flying car power system meets the land driving mode switching conditions. The land driving mode switching conditions include: the flying car power system receives a land mode button control command, and the rotation speed of the first flight rotor of the flying car is less than a preset speed threshold.

[0053] For example, in step S303, after a period of flight, a flying car may need to switch from flight mode to land mode. The pilot of the flying car can press a land mode button. In response to the pilot pressing the land mode button, the flying car's power system can first determine whether the flying car's power system meets the land mode switching conditions. The land mode switching conditions include: the flying car's power system receiving a control command from the land mode button, and the rotational speed of the flying car's first rotor being less than a preset speed threshold. The preset speed threshold can be set based on specific circumstances, for example, 1000 revolutions per second or 800 revolutions per second.

[0054] Step S304: If the power system of the flying car meets the land driving mode switching condition, the first disconnecting device of the flying car is set to the engaged state, and the second disconnecting device of the flying car is set to the disconnected state.

[0055] For example, in step S304, if the flying car's power system meets the conditions for switching to a land driving mode, the flying car's first disconnect device can be set to an engaged state, and the flying car's second disconnect device can be set to a disconnected state, thereby switching the flying car from an airborne mode to a land driving mode. It is understood that in the land driving mode, the flying car can also be driven solely by the first motor. There are several possible methods, including: The first method involves the power battery powering the first motor. When the remaining state of charge (SOC) of the power battery exceeds a first preset charge threshold (e.g., 20%), the engine and the generator can be controlled to a shutdown state, and the power battery can be used to power the first motor, allowing the first motor to independently drive the flying car. The second method involves the generator powering the first motor. When the remaining state of charge (SOC) of the power battery exceeds a second preset charge threshold, the engine can be controlled to a started state, thereby driving the generator to generate electricity, which in turn powers the first motor, allowing the first motor to independently drive the flying car. The above-mentioned first preset power threshold and second preset power threshold can be the same (such as both are 20%), or they can be different, for example, the first preset power threshold is set to 20%, and the second preset power threshold is set to 18%, etc., for example, the first preset power threshold is set to 40%, and the second preset power threshold is set to 38%, etc., which can be set according to specific circumstances.

[0056] Optionally, while the first motor alone drives the flying car, the vehicle can also utilize braking energy to recycle into the power battery. In this case, the second motor neither drives the flying car nor participates in braking energy recovery, but serves as a backup motor to ensure high availability. This approach allows for both driving and energy recovery using a single motor, effectively increasing the actual efficiency of the motor. By disengaging the second disconnect device, the flying car's rotors are inoperative, reducing drag and improving the flying car's efficiency while traveling on land.

[0057] In the land driving mode, the flying car can also be driven simultaneously by the first motor and the second motor. For example, the driving torque demand is determined according to the driver's accelerator pedal opening. When the driving torque demand is greater than the maximum torque capacity of the first motor, the first motor and the second motor can be controlled to drive the flying car simultaneously. Correspondingly, when the driving torque demand is less than or equal to the maximum torque capacity of the first motor, the flying car can be driven solely by the first motor.

[0058] In addition, when braking an electric vehicle in land driving mode, the braking demand torque and braking demand deceleration can also be determined according to the braking master cylinder pressure. When the braking demand deceleration is greater than the preset deceleration threshold (for example, 5M / S 2 ), it is usually considered an emergency brake. In order to ensure the safety of emergency braking, the first motor and the second motor can be controlled not to participate in the braking energy recovery, and the braking is performed by the mechanical hydraulic system, thereby improving the safety of the electric vehicle in the emergency braking state. If the braking demand deceleration is less than the preset deceleration threshold (for example, 5M / S 2 ), and the braking recovery torque requirement is less than or equal to the maximum generating torque capacity of the first motor, it can be considered normal braking. At this time, the first motor is controlled to participate in the braking energy recovery, and the second motor does not participate in the braking energy recovery. It can be understood that if the braking demand deceleration is less than the preset deceleration threshold (for example, 5M / S 2 ), and the braking recovery torque demand is greater than the maximum generating torque of the first motor, which can be considered as normal braking. At this time, the first motor is controlled to use the maximum torque to recover braking energy, and the second motor recovers the remaining braking energy, that is, the second motor is used to meet the remaining braking recovery torque demand.

[0059] It can be understood that the description of the first motor and the second motor in the above control method can also be replaced by the description of the third motor and the fourth motor, or replaced by the description of the fifth motor and the sixth motor, or replaced by the description of the seventh motor and the eighth motor. The technical principles and implementation methods of these motors in the control method are similar, so they will not be repeated.

[0060] The implementation of this solution overcomes the limitations of traditional "static command triggering" in flying car mode switching by introducing a rotor speed threshold determination mechanism, achieving dynamic safety verification based on real-time motion status. Specifically, the flying car's power system not only relies on user-inputted land mode button commands but also monitors whether the rotational speed of the first flying rotor falls below a preset threshold (such as a complete stop or near-stop) to ensure the rotor has entered a safe braking state, thereby avoiding mechanical interference or power conflicts caused by an incomplete rotor stop. When the conditions are met, the first disconnect device engages the ground power chain (restoring power to the drive wheels), while the second disconnect device disconnects the flight power chain (isolating power supply to the flying rotor), creating physical cross-mode isolation. This significantly improves mode switching safety compared to traditional split-body flying cars that rely solely on mechanical locking and command switching.

[0061] As an optional implementation of the control method for the above-mentioned flying car power system, the implementation of the above-mentioned control method may also include: Step S305: Determine whether the remaining state of charge (SOC) of the power battery of the flying car is less than a preset charge threshold.

[0062] Step S306: If the remaining state of charge (SOC) of the power battery of the flying car is less than a preset charge threshold, the generator and the engine are started so that the generator provides a power source for the motor, or the generator and the engine are started so that the generator charges the power battery and provides a power source for the motor through the power battery.

[0063] For example, the implementation of steps S305 to S306 described above involves determining whether the remaining state of charge (SOC) of the flying car's power battery is less than a preset charge threshold. If the remaining state of charge (SOC) of the flying car's power battery is less than the preset charge threshold, the generator and engine are started, i.e., the engine is controlled to enter a start state, thereby driving the generator to generate electricity. The electricity generated by the generator can provide a power source for the motor, thereby enabling the motor to drive the flying car. Alternatively, the generator and engine are started, i.e., the engine is controlled to enter a start state, thereby driving the generator to generate electricity. The electricity generated by the generator can charge the power battery, and the power battery can provide a power source for the motor.

[0064] In the implementation of the above solution, by real-time monitoring of the power battery's state of charge (SOC) and dynamically enabling the power replenishment mechanism, the flying car achieves autonomous energy regeneration and safe operation in low-battery scenarios. When the SOC is lower than the preset threshold, the system can prioritize directly powering the motor through the engine-driven generator (without relying on the battery), or indirectly powering the motor after charging the battery, thereby avoiding performance degradation or safety hazards caused by deep discharge of the battery; at the same time, this "dual-path power supply" strategy (directly supplying the motor or replenishing the power) can be flexibly switched according to actual needs, ensuring that the flying car maintains basic power output in emergency situations (such as landing), and extending battery life through the immediate intervention of the engine-generator, significantly improving the system's energy management flexibility and fault tolerance under complex working conditions.

[0065] As an optional implementation of the control method for the above-mentioned flying car power system, after determining whether the remaining state of charge (SOC) of the power battery of the flying car is less than a preset charge threshold, the method further includes: Step S307: If the remaining state of charge (SOC) of the power battery of the flying car is greater than or equal to the preset charge threshold, the generator and the engine are stopped so that the power battery provides power to the motor.

[0066] An example of an implementation of the above-mentioned step S307 is as follows: if the remaining state of charge (SOC) of the power battery of the flying car is greater than or equal to a preset charge threshold, the generator and the engine are stopped, that is, the engine is controlled to be switched to a shutdown state, and the generator is switched to a shutdown state, so that the power battery provides a power source for the motor, so that the motor drives the flying car.

[0067] In implementing this solution, dynamic power supply strategy switching based on the battery's SOC achieves optimal energy efficiency management and fault tolerance for the flying car's energy system. When the SOC is sufficient, the system proactively disables the generator and engine, relying solely on the high-energy-density battery for direct power. This reduces mechanical transmission losses (the multi-stage conversion efficiency of the engine-generator-motor is typically less than 90%) while also avoiding fuel consumption and thermal management burdens. When the SOC falls below a threshold, the system switches between direct power to the generator and supplemental power to the battery. This ensures continuous power delivery in emergency situations (such as low-battery landings) while also compensating for the vulnerability of the all-electric system in extreme conditions through the physical redundancy of the engine-generator system.

[0068] See Figure 5 FIG2 shows a schematic diagram of the structure of a control device provided in an embodiment of the present application; an embodiment of the present application provides a control device 400, including: The in-flight mode determination module 410 is configured to determine whether the aforementioned flying car power system satisfies in-flight mode switching conditions. The in-flight mode switching conditions include: the flying car power system receiving a flight mode button control command; the flying car's fuel tank fuel level exceeding a preset fuel reserve threshold; and the flying car's second disconnect device, first flight rotor, power battery, motor, generator, and engine are all in good working order.

[0069] The vehicle disconnect device setting module 420 is used to set the first disconnect device of the flying car to a disconnected state and the second disconnect device of the flying car to an engaged state if the flying car power system meets the air flight mode switching condition.

[0070] As an optional implementation of the above device, the control device further includes: The land driving mode determination module is used to determine whether the flying car's power system meets the land driving mode switching conditions. The land driving mode switching conditions include: the flying car's power system receives a land mode button control command, and the rotation speed of the flying car's first flight rotor is less than a preset speed threshold.

[0071] The vehicle disconnect device setting module is further used to set the first disconnect device of the flying car to an engaged state and the second disconnect device of the flying car to a disconnected state if the flying car power system meets the land driving mode switching conditions.

[0072] As an optional implementation of the above device, the control device further includes: The remaining state of charge judgment module is used to determine whether the remaining state of charge (SOC) of the power battery of the flying car is less than a preset charge threshold.

[0073] The engine generator starting module is used to start the generator and the engine if the remaining state of charge (SOC) of the flying car's power battery is less than a preset charge threshold, so that the generator provides a source of power for the motor, or to start the generator and the engine so that the generator charges the power battery and provides a source of power for the motor through the power battery.

[0074] As an optional implementation of the above device, the control device further includes: The engine generator stop module is used to stop the generator and engine if the remaining state of charge (SOC) of the flying car's power battery is greater than or equal to a preset charge threshold, so that the power battery provides a power source for the motor.

[0075] It should be understood that this device corresponds to the aforementioned flying car power system embodiment and is capable of executing each step involved in the aforementioned method embodiment. The specific functions of this device can be found in the description above, and a detailed description is omitted here. The device includes at least one software functional module that can be stored in a memory in the form of software or firmware or embedded in the device's operating system (OS).

[0076] See Figure 6 The electronic device 500 provided in the embodiment of the present application includes a processor 510 and a memory 520, wherein the memory 520 stores machine-readable instructions executable by the processor 510, and the machine-readable instructions execute the above method when executed by the processor 510.

[0077] The embodiment of the present application further provides a computer-readable storage medium 530, on which a computer program is stored, and the computer program executes the above method when executed by the processor 510. The computer-readable storage medium 530 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic disk, or optical disk.

[0078] An embodiment of the present application further provides a computer program product, including: a computer program or computer instructions, which executes the method described above when the computer program or computer instructions are executed by a processor.

[0079] It should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. Similarities between the various embodiments can be referred to in conjunction with each other. For device embodiments, since they are generally similar to method embodiments, their description is relatively simple, and for relevant details, reference can be made to the description of the method embodiments.

[0080] In the several embodiments provided in the embodiments of the present application, it should be understood that the disclosed devices and methods can also be implemented in other ways. The device embodiments described above are only schematic. For example, the flowcharts and block diagrams in the accompanying drawings show the possible implementation architectures, functions and operations of the devices, methods and computer program products according to the multiple embodiments of the embodiments of the present application. In this regard, each box in the flowchart or block diagram can represent a module, a program segment or a part of a code, and a module, a program segment or a part of a code contains one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also be different from the order of occurrence marked in the accompanying drawings. For example, two consecutive boxes can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, which is mainly based on the functions involved.

[0081] In addition, the functional modules of each embodiment in the embodiments of the present application can be integrated together to form an independent part, or each module can exist separately, or two or more modules can be integrated to form an independent part. In addition, in the description of this specification, the descriptions with reference to the terms "one embodiment", "some embodiments", "example", "specific example", "some examples", etc. mean that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the embodiments of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in an appropriate manner in any one or more embodiments or examples. In addition, those skilled in the art can combine and combine the different embodiments or examples described in this specification and the features of different embodiments or examples without contradiction.

[0082] The above description is only an optional implementation method of the embodiment of the present application, but the protection scope of the embodiment of the present application is not limited to this. Any technician familiar with this technical field can easily think of changes or replacements within the technical scope disclosed in the embodiment of the present application, and they should all be covered by the protection scope of the embodiment of the present application.

Claims

1. A flying car power system, characterized in that: include: Power battery, motor, first disconnect device, second disconnect device, generator and engine; The engine is connected to the generator and is used to convert the fuel into mechanical energy required by the generator; The generator is connected to the power battery and is used to convert the mechanical energy into electrical energy, and the electrical energy is used to charge the power battery; The generator is electrically connected to the motor, and the power battery is electrically connected to the motor, for providing a source of power for the motor; The motor is connected to the driving wheels of the flying car through the first disconnecting device to provide driving power to the driving wheels; The motor is connected to the first flight rotor of the flying car through the second disconnecting device, and is used to provide driving power for the first flight rotor.

2. The system according to claim 1, wherein: The motor comprises: a first motor and a second motor connected to each other; The first motor and the second motor are used to provide additional power to the driving wheels of the flying car when the first disconnecting device is in an engaged state and the second disconnecting device is in a disconnected state, or to provide additional power to the first flying rotor of the flying car when the first disconnecting device is in a disconnected state and the second disconnecting device is in an engaged state.

3. A control method, characterized in that: include: determining whether the flying car power system according to any one of claims 1 or 2 satisfies an in-flight flight mode switching condition, the in-flight flight mode switching condition comprising: the flying car power system receiving a flight mode button control command, the fuel level in the flying car's fuel tank being greater than a preset fuel level threshold, and the flying car's second disconnect device, first flight rotor, power battery, motor, generator, and engine being all in good condition; If so, the first disconnecting device of the flying car is set to a disconnected state, and the second disconnecting device of the flying car is set to a connected state.

4. The method according to claim 3, characterized in that Also includes: determining whether the flying car power system satisfies a land driving mode switching condition, the land driving mode switching condition comprising: the flying car power system receiving a land mode button control command, and a rotation speed of the first flight rotor of the flying car being less than a preset speed threshold; If so, the first disconnecting device of the flying car is set to an engaged state, and the second disconnecting device of the flying car is set to a disconnected state.

5. The method according to claim 3, characterized in that Also includes: Determining whether the remaining state of charge (SOC) of the power battery of the flying car is less than a preset charge threshold; If so, the engine and the generator are started so that the generator provides a source of electricity for the motor, or the engine and the generator are started so that the generator charges the power battery and provides a source of electricity for the motor through the power battery.

6. The method according to claim 5, characterized in that After determining whether the remaining state of charge (SOC) of the power battery of the flying car is less than a preset charge threshold, the method further includes: If the remaining state of charge (SOC) of the power battery of the flying car is greater than or equal to a preset charge threshold, the engine and the generator are stopped so that the power battery provides a power source for the motor.

7. A control device, characterized in that: include: an aerial flight mode determination module, configured to determine whether the flying car power system according to any one of claims 1 or 2 satisfies an aerial flight mode switching condition, wherein the aerial flight mode switching condition includes: the flying car power system receiving a flight mode button control command, the fuel level in the flying car's fuel tank being greater than a preset fuel level threshold, and the flying car's second disconnect device, first flight rotor, power battery, motor, generator, and engine being all in good condition; The vehicle disconnect device setting module is used to set the first disconnect device of the flying car to a disconnected state and the second disconnect device of the flying car to an engaged state if the flying car power system meets the air flight mode switching condition.

8. An electronic device, characterized in that: include: A processor and a memory, wherein the memory stores machine-readable instructions executable by the processor, and the machine-readable instructions are executed by the processor to perform the method according to any one of claims 3 to 6.

9. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the method according to any one of claims 3 to 6 is executed.

10. A computer program product, characterized in that include: A computer program or computer instruction, wherein the computer program or the computer instruction is executed by a processor to perform the method according to any one of claims 3 to 6.

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