Aerocar power system, control method thereof and aerocar

Abstract

The invention provides an aerocar power system, a control method thereof and an aerocar, the aerocar power system is provided with a composite power supply system, the composite power supply system provides electric energy for an engine and a first motor, the aerocar can be driven to run on a road, and the aerocar can be driven to fly in the air; the hybrid power supply system comprises a power battery, a super capacitor and a first relay, and when the first relay is connected, the hybrid power supply system supplies or receives electric energy together by the power battery and the super capacitor, so that compared with a single power battery, the hybrid power supply system can provide higher discharge power and charge recovery power, and the power supply efficiency is improved. Therefore, stronger dynamic property is provided, and economical efficiency is guaranteed. Thus, based on the aerocar power system, the safety and environmental adaptability of the aerocar flying in the air can be improved, and meanwhile the dynamic property of the aerocar is improved.

Description

Technical Field

[0001] This application relates to the field of flying car technology, and more specifically, to a flying car power system and its control method, and a flying car. Background Technology

[0002] Flying cars are a new type of transportation that can function as cars on public roads and also fly in the air. In some flying cars, a hybrid power system connects the engine to the wheel system, which propels the vehicle on the ground. A drive motor is connected to the rotors; a portion of the engine's mechanical energy is converted into electrical energy by a generator. This electrical energy, combined with that from the battery, is then distributed by an electronic control unit to the drive motor, causing the rotors to operate and providing lift to the vehicle. Due to the inherent characteristics and airworthiness requirements of flying cars, their reliability and safety standards are far higher than those of ordinary ground-based vehicles. However, battery performance degrades in low temperatures, and the hybrid power system is prone to insufficient power during flight in cold conditions, thus affecting the flying car's safety. Summary of the Invention

[0003] The purpose of this application is to provide a flying car power system and its control method, as well as a flying car, in order to solve the problem of low safety in the air for flying car power systems in related technologies.

[0004] In a first aspect, this application provides a flying car power system, comprising an engine, a generator, a clutch, a first motor, a first reducer, a second reducer, a power coupling device, and a composite power system; wherein: the first motor is connected to the power coupling device via the first reducer; the engine is mechanically connected to the clutch; the clutch is connected to the power coupling device via the second reducer; the power coupling device is used to transmit the power output from the engine and the first motor to the rotor and wheel system; the generator is used to convert part of the mechanical energy of the engine into electrical energy and provide the electrical energy to the composite power system and the first motor; the composite power system includes a power battery, A supercapacitor and a first relay; a first terminal of the power battery is connected to a first terminal of the supercapacitor, a second terminal of the power battery is connected to a second terminal of the first relay, and a second terminal of the supercapacitor is connected to a first terminal of the first relay; when the first relay is disconnected, the composite power system supplies power to the generator and the first motor solely from the power battery, or receives electrical energy from the generator and the first motor from the power battery; when the first relay is engaged, the composite power system supplies power to the generator and the first motor jointly from the power battery and the supercapacitor, or receives electrical energy from the generator and the first motor jointly from the power battery and the supercapacitor.

[0005] In the above implementation process, a hybrid power system for flying cars equipped with a hybrid power system is provided. This hybrid power system provides electrical energy to the engine and the first motor, enabling the flying car to drive on roads and in the air. The hybrid power system includes a power battery, a supercapacitor, and a first relay. When the first relay is engaged, the hybrid power system receives or supplies electrical energy from both the power battery and the supercapacitor. Therefore, compared to a single power battery, this hybrid power system can provide greater discharge power and recharge recovery power, thus providing stronger performance while ensuring economy. In this way, based on this hybrid power system for flying cars, the safety and environmental adaptability of flying cars in the air can be improved, while simultaneously enhancing their performance.

[0006] Furthermore, in some examples, the composite power system further includes a sliding rheostat and a second relay; the first end of the sliding rheostat is connected to the first end of the power battery, the second end of the sliding rheostat is connected to the first end of the second relay, and the second end of the second relay is connected to the first end of the first relay; when the second relay is engaged, the sliding rheostat is used to share part of the regenerative braking power.

[0007] In the above implementation process, a second relay is added to the composite power system. When the braking power demand is too high, the second relay can be controlled to engage, causing current to flow to the sliding rheostat, which then shares some of the power. This effectively improves the performance of the power system and extends its service life.

[0008] Secondly, another flying car power system provided in this application, based on the flying car power system described in the first aspect, further includes a second motor, a third reducer, a first disconnect device, a second disconnect device, and a third disconnect device; the wheel system includes a first axle and a second axle; the power coupling device is connected to the first axle via the first disconnect device; the power coupling device is connected to the rotor via the second disconnect device; the composite power system is electrically connected to the second motor and is also used to supply power to the second motor; the second motor is connected to the third reducer; the third reducer is connected to the third disconnect device; the third disconnect device is connected to the second axle; the second motor is used to drive the second axle via the third reducer and the third disconnect device.

[0009] In the above implementation process, a dual-motor four-drive system is provided.

[0010] Thirdly, another flying car power system provided in this application, based on the flying car power system described in the first aspect, further includes a transfer case, a first disconnect device, and a second disconnect device; the wheel system includes a front axle and a rear axle; the power coupling device is connected to the input shaft of the transfer case through the first disconnect device; the power coupling device is connected to the rotor through the second disconnect device; the output shaft of the transfer case is connected to the front axle and the rear axle respectively.

[0011] In the above implementation process, a single-motor four-drive system is provided.

[0012] Fourthly, another flying car power system provided in this application, based on the flying car power system described in the first aspect, further includes a first disconnection device and a second disconnection device; the wheel system includes a front axle and a rear axle; the power coupling device is connected to the front axle or the rear axle through the first disconnection device; the power coupling device is connected to the rotor through the second disconnection device.

[0013] In the above implementation process, a single-motor dual-drive system is provided.

[0014] Fifthly, this application provides a control method for a flying car, wherein the flying car employs a flying car power system as described in any one of the second, third, and fourth aspects; the method includes: when the flying car is in a land-based driving state, if the current SOC of the power battery is lower than a first preset SOC, controlling the flying car power system to enter a hybrid power mode; if the current SOC is higher than a second preset SOC, controlling the flying car power system to enter a pure electric mode; the second preset SOC is the value obtained by adding the first preset SOC to a first SOC compensation value; when the flying car is in an air-based flight state, if the current SOC of the power battery is lower than a third preset SOC, controlling the flying car power system to enter a hybrid power mode; if the current SOC is higher than a fourth preset SOC, controlling the flying car power system to enter a pure electric mode; the fourth preset SOC is the value obtained by adding the third preset SOC to the second SOC compensation value; the first preset SOC is less than the third preset SOC.

[0015] In the above implementation process, the mode switching of the flying car's power system can be realized according to the power battery's charge status, which can optimize energy use and enhance the system's reliability and adaptability.

[0016] Furthermore, in some examples, the method further includes: when the flying car is in a driving state and the flying car power system is in pure electric mode, controlling the second relay to disconnect to obtain the driver's required power; if the driver's required power is greater than zero and less than or equal to the maximum discharge power of the power battery, controlling the first relay to disconnect; if the driver's required power is greater than the maximum discharge power of the power battery, controlling the first relay to connect.

[0017] In the above implementation process, when the flying car's power system drives the vehicle or operates the rotor in EV mode, the second relay is disconnected. If the driver's power demand is less than or equal to the maximum discharge power of the power battery, the first relay is disconnected, and the power battery alone provides the required power. Conversely, if the driver's power demand exceeds the maximum discharge power of the power battery, the first relay is engaged, and the power battery and supercapacitor jointly provide the required power. The use of supercapacitors can provide a larger and faster power response, thus providing better power performance. In addition, it can reduce the frequency of engine starts, prevent frequent engine starts, and improve the overall NVH experience of the vehicle.

[0018] Furthermore, in some examples, the method further includes: when the flying car is braking and its power system is in pure electric mode, acquiring the braking power demand; if the braking power demand is greater than zero and less than or equal to a first target power, controlling the first relay and the second relay to disconnect; the first target power represents the maximum regenerative power capability of the power battery; if the braking power demand is greater than the first target power and less than or equal to a second target power, controlling the second relay to disconnect and controlling the first relay to engage; the second target power represents the sum of the maximum regenerative power capability of the power battery and the maximum regenerative power capability of the supercapacitor; if the braking power demand is greater than the second target power, detecting the temperature of the four brake discs in the wheel system; when the average temperature of the four brake discs is lower than a first temperature value, controlling the second relay to disconnect and controlling the first relay to engage, and controlling the mechanical brake master cylinder pressure based on a third target power; when the average temperature of the four brake discs is higher than the second temperature value, controlling the first relay and the second relay to engage, and adjusting the resistance value of the sliding rheostat based on the third target power; the second temperature value is greater than the first temperature value; the third target power is the difference obtained by subtracting the second target power from the braking power demand.

[0019] In the above implementation process, when the flying car power system performs braking energy recovery based on EV mode, the switching states of the first and second relays are controlled according to the braking power demand, the maximum recovery power capacity of the power battery, and the maximum recovery power capacity of the supercapacitor. When the braking power demand is too high, the application of the sliding rheostat can prevent the mechanical brake disc from overheating, extend its service life, and ensure the overall vehicle safety under long downhill or frequent braking conditions.

[0020] Sixthly, this application provides a control method for a flying car, wherein the flying car employs the flying car power system as described in the second aspect; the method includes: when the flying car is driving on the ground and in a driving state, and the flying car power system is in pure electric mode, controlling the second disconnect device to disengage, controlling the clutch to disengage, controlling the engine to stop, and obtaining the driver's required driving torque; if the driver's required driving torque is greater than zero and less than or equal to a first target torque, controlling the third disconnect device to disengage, controlling the first disconnect device to engage, controlling the second motor to stop working, controlling the first motor to drive the flying car, and controlling the required torque of the first motor to be the driver's required driving torque. The first target torque represents the maximum driving torque capability of the first motor. If the driver's required driving torque is greater than the first target torque and less than or equal to the second target torque, the third disconnect device is engaged, the first disconnect device is engaged, the first motor and the second motor are controlled to drive the flying car, and the required torque of the first motor is controlled to be the smaller value between half of the driver's required driving torque and the first target torque, and the required torque of the second motor is controlled to be the torque value obtained by subtracting the required torque of the first motor from the driver's required driving torque; the second target torque represents the sum of the maximum driving torque capability of the first motor and the maximum driving torque capability of the second motor.

[0021] In the above implementation process, a land driving control strategy that can be adopted by the dual-motor four-drive system when driven in EV mode is provided. Through dynamic torque distribution, the advantages of the dual-motor system are fully utilized to achieve a balance between efficiency and energy consumption.

[0022] Furthermore, in some examples, the method further includes: when the flying car is driving on the ground and braking, and the flying car's power system is in pure electric mode, acquiring the braking torque requirement; if the braking torque requirement is less than or equal to a third target torque, controlling the third disconnection device to disengage, controlling the second motor to stop working, controlling the first motor to perform braking energy recovery, and controlling the required torque of the first motor to be the braking torque requirement; the third target torque represents the maximum recovery torque capability of the first motor; if the braking torque requirement is greater than the third target torque and less than or equal to a fourth target torque, controlling the first disconnection device to engage, controlling the third disconnection device to engage, controlling the first motor and the second motor to perform braking energy recovery, and controlling the required torque of the first motor to be the smaller of half the braking torque requirement and the third target torque, and controlling the required torque of the second motor to be the torque value obtained by subtracting the required torque of the first motor from the braking torque requirement; the fourth target torque represents the sum of the maximum recovery torque capability of the first motor and the maximum recovery torque capability of the second motor.

[0023] In the above implementation process, a land driving control strategy that can be adopted by the dual-motor four-drive system when braking in EV mode is provided. Through dynamic torque distribution, the advantages of the dual-motor system are fully utilized to improve energy recovery efficiency.

[0024] Furthermore, in some examples, the method further includes: when the flying car is driving on the ground and in a driven state, and the flying car's power system is in hybrid mode, acquiring the engine's required power; if the engine's required power is less than or equal to a first equivalent power, controlling the engine to shut down and controlling the clutch to disengage; when the engine's required torque is greater than zero and less than or equal to a first target torque, controlling the third disconnect device to disengage and controlling the first disconnect device to engage, controlling the second motor to stop working and controlling the first motor to work; when the engine's required torque is greater than the first target torque and less than or equal to the second target torque, controlling the third disconnect device to engage and controlling the first disconnect device to engage, controlling the first motor and the second motor to work; if the engine's required power is greater than the first equivalent power and less than or equal to a second equivalent power, controlling the clutch to engage, controlling the engine to drive the flying car, and controlling... The first disconnecting device engages, controlling the first motor to rotate; the third disconnecting device disengages, controlling the second motor to stop operating. If the engine's required power is greater than the second equivalent power, the engine's operating power is controlled to be the second equivalent power. The first disconnecting device engages, the third disconnecting device engages, the first and second motors operate, and the sum of the operating power of the first and second motors is controlled to be the difference between the second equivalent power and the engine's required power. The first and second equivalent power are determined based on the engine's characteristic curve. The characteristic curve includes an elliptical region, a first isopower line, and a second isopower line. The first and second isopower lines are obtained based on tangents along the elliptical region. The first equivalent power corresponds to the first isopower line, and the second equivalent power corresponds to the second isopower line.

[0025] In the above implementation process, a land driving control strategy that can be adopted when the dual-motor four-drive system is driven in HEV mode is provided, which effectively improves the performance of the power system.

[0026] Furthermore, in some examples, it also includes: when the flying car is flying in the air and in a driving state, and the flying car power system is in pure electric mode, controlling the first disconnect device and the third disconnect device to separate, controlling the second disconnect device to engage, controlling the clutch to disengage, controlling the engine to stop, controlling the first motor to drive the rotor to operate, controlling the second relay to disconnect, and controlling the first relay to engage.

[0027] In the above implementation process, an in-flight control strategy can be adopted when the dual-motor four-drive system is driven in EV mode. Specifically, the first disconnect device and the third disconnect device are separated to reduce the drag loss of the front and rear axles of the vehicle and improve economy; the clutch is disengaged, the engine stops, the second disconnect device is engaged, the first motor drives the rotor to operate, and the torque required for flight drive is provided by the first motor; the second relay is disconnected, the first relay is engaged, and the supercapacitor and the power battery jointly provide drive power to the first motor to ensure sufficient and timely power supply, thereby improving flight safety and smoothness.

[0028] Furthermore, in some examples, the method includes: when the flying car is in flight and braking, and the flying car's power system is in pure electric mode, controlling the clutch to disengage, controlling the engine to shut down, controlling the second disconnect device to engage, controlling the first relay to engage, and acquiring the flight recovery power; if the flight recovery power is less than or equal to a second target power, controlling the second relay to disengage, and controlling the first disconnect device and the third disconnect device to disengage; the second target power represents the sum of the maximum recovery power capability of the power battery and the maximum recovery power capability of the supercapacitor; if the flight recovery power is greater than the second target power, controlling the first disconnect device and the third disconnect device to engage, controlling the clutch and the second relay to engage, and controlling the resistance of the sliding rheostat to the maximum resistance value.

[0029] In the above implementation process, an in-flight control strategy is provided for the dual-motor four-drive system when braking in EV mode. When the recovered power is less than or equal to the sum of the maximum recovered power capacity of the power battery and the maximum recovered power capacity of the supercapacitor, the recovered electrical energy charges the power battery and the supercapacitor to ensure economy. Otherwise, the drag of the front and rear axles of the vehicle and the engine is fully utilized for deceleration. At the same time, the sliding rheostat is adjusted to the maximum resistance value to consume a large enough amount of braking recovery power and avoid overcharging the power battery, thereby maximizing flight safety.

[0030] Furthermore, in some examples, the method further includes: when the flying car is in flight and in a driving state, and the flying car's power system is in hybrid mode, controlling the first disconnect device and the third disconnect device to separate, controlling the second disconnect device to engage, and acquiring the required driving power; if the required driving power is greater than zero and less than or equal to the first equivalent power, controlling the first motor to drive the rotor, controlling the engine to drive the generator to generate electricity, and controlling the engine's operating power to be the first equivalent power; if the required driving power is greater than the first equivalent power and less than or equal to the engine's maximum allowable power, controlling the clutch to engage, controlling the engine to drive the rotor, controlling the first motor to not drive while rotating, and controlling the generator to not generate electricity while rotating; if the required driving power is greater than the maximum allowable power, controlling the engine's operating power to be the maximum allowable power, and controlling the first motor to not operate.

[0031] In the above implementation process, an in-flight control strategy that can be adopted when the dual-motor four-drive system is driven in HEV mode is provided to improve flight safety and smoothness.

[0032] Furthermore, in some examples, the method further includes: when the flying car is in flight and braking, and the flying car's power system is in hybrid mode, controlling the first relay to engage and acquiring flight recovery power; if the flight recovery power is less than or equal to the second target power, controlling the second relay, the first disconnect device, the third disconnect device, and the clutch to disengage, and controlling the first motor to perform braking energy recovery; if the flight recovery power is greater than the second target power, controlling the second relay, the first disconnect device, the third disconnect device, and the clutch to engage, controlling the first motor to perform braking energy recovery, and controlling the resistance of the sliding rheostat to the maximum resistance value.

[0033] In the above implementation process, an in-flight control strategy is provided for the dual-motor four-drive system when braking in HEV mode. When the recovered power is less than or equal to the sum of the maximum recovered power capacity of the power battery and the maximum recovered power capacity of the supercapacitor, the recovered electrical energy charges the power battery and the supercapacitor to ensure economy. Otherwise, the drag of the front and rear axles of the vehicle and the engine is fully utilized for deceleration. At the same time, the sliding rheostat is adjusted to the maximum resistance value to consume a large enough amount of braking recovery power and avoid overcharging the power battery, thereby maximizing flight safety.

[0034] Seventhly, this application provides a control method for a flying car, wherein the flying car employs a flying car power system as described in the third or fourth aspect; the method includes: when the flying car is driving on the ground and in a driving state, and the flying car power system is in a hybrid power mode, acquiring the engine-side power demand; if the engine-side power demand is less than or equal to a first equivalent power, controlling the engine to shut down, controlling the clutch to disengage, and controlling the first motor to drive the flying car; if the engine-side power demand is greater than the first equivalent power and less than or equal to a second equivalent power, controlling the clutch to engage, controlling the engine to drive the flying car, controlling the first disconnect device to engage, controlling the first motor to rotate accordingly, and controlling the second... The disconnection device is disengaged; if the required power at the engine end is greater than the second equivalent power, the operating power of the engine is controlled to be the second equivalent power, the first disconnection device is controlled to engage, the third disconnection device is controlled to engage, the first motor is controlled to operate, and the operating power of the first motor is controlled to be the difference between the second equivalent power and the required power at the engine end; wherein, the first equivalent power and the second equivalent power are determined based on the characteristic curve of the engine; the characteristic curve includes an elliptical system, a first isopower line and a second isopower line; the first isopower line and the second isopower line are obtained based on the tangent along the elliptical system; the first equivalent power corresponds to the first isopower line; the second equivalent power corresponds to the second isopower line.

[0035] In the above implementation process, land driving control strategies that can be adopted when the single-motor four-drive system and the single-motor two-drive system are driven in HEV mode are provided.

[0036] Furthermore, in some examples, the method also includes: when the flying car is in flight and in a driving state, and the flying car's power system is in pure electric mode, controlling the first disconnect device to disengage, controlling the second disconnect device to engage, controlling the clutch to disengage, controlling the engine to stop, controlling the first motor to drive the rotor to operate, controlling the second relay to disconnect, and controlling the first relay to engage.

[0037] In the above implementation process, an air flight control strategy that can be adopted when the single-motor four-drive system and the single-motor two-drive system are driven in EV mode is provided.

[0038] Furthermore, in some examples, the method further includes: when the flying car is in flight and braking, and the flying car's power system is in pure electric mode, controlling the clutch to disengage, controlling the engine to shut down, controlling the second disconnect device to engage, controlling the first relay to engage, and acquiring the flight recovery power; if the flight recovery power is less than or equal to a second target power, controlling the second relay to disengage, and controlling the first disconnect device to disengage; the second target power represents the sum of the maximum recovery power capability of the power battery and the maximum recovery power capability of the supercapacitor; if the flight recovery power is greater than the second target power, controlling the first disconnect device and the second disconnect device to engage, controlling the clutch and the second relay to engage, and controlling the resistance of the sliding rheostat to the maximum resistance value.

[0039] In the above implementation process, an in-flight control strategy that can be adopted by a single-motor four-drive system and a single-motor two-drive system when braking in EV mode is provided.

[0040] Furthermore, in some examples, the method further includes: when the flying car is in flight and in a driving state, and the flying car's power system is in hybrid mode, controlling the first disconnect device to disengage, controlling the second disconnect device to engage, and acquiring the required driving power; if the required driving power is greater than zero and less than or equal to the first equivalent power, controlling the clutch to disengage, controlling the first motor to drive the rotor, controlling the engine to drive the generator to generate electricity, and controlling the engine's operating power to be the first equivalent power; if the required driving power is greater than the first equivalent power and less than or equal to the engine's maximum allowable power, controlling the clutch to engage, controlling the engine to drive the rotor, controlling the first motor to not drive while rotating, and controlling the generator to not generate electricity while rotating; if the required driving power is greater than the maximum allowable power, controlling the engine's operating power to be the maximum allowable power, and controlling the first motor to not operate.

[0041] In the above implementation process, an air flight control strategy that can be adopted when the single-motor four-drive system and the single-motor two-drive system are driven in HEV mode is provided.

[0042] Furthermore, in some examples, the method further includes: when the flying car is in flight and braking, and the flying car's power system is in hybrid mode, controlling the first relay to engage and acquiring flight recovery power; if the flight recovery power is less than or equal to the second target power, controlling the second relay to disengage, controlling the second disconnect device to engage, controlling the clutch to disengage, controlling the second disconnect device to engage, and controlling the first motor to perform braking energy recovery; if the flight recovery power is greater than the second target power, controlling the second relay, the first disconnect device, the second disconnect device, and the clutch to engage, controlling the first motor to perform braking energy recovery, and controlling the resistance of the sliding rheostat to the maximum resistance value.

[0043] In the above implementation process, an in-flight control strategy that can be adopted by a single-motor four-drive system and a single-motor two-drive system when braking in HEV mode is provided.

[0044] Eighthly, this application provides a flying car, the flying car including the flying car power system as described in any one of the first, second, third, and fourth aspects.

[0045] Other features and advantages disclosed in this application will be set forth in the following description, or some features and advantages may be inferred from the description or determined without doubt, or may be learned by practicing the above-described technology disclosed in this application.

[0046] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0047] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0048] Figure 1 A schematic diagram of a flying car power system provided in an embodiment of this application; Figure 2 A schematic diagram of another flying car power system provided in the embodiments of this application; Figure 3 A schematic diagram of a dual-motor four-drive system for flying cars provided in this application embodiment; Figure 4A schematic diagram of another dual-motor four-drive system for flying cars provided in an embodiment of this application; Figure 5 A schematic diagram of a single-motor four-drive system for flying cars provided in this application embodiment; Figure 6 A schematic diagram of a single-motor dual-drive system for a flying car provided in this application embodiment; Figure 7 A schematic diagram of another single-motor dual-drive system for flying cars provided in an embodiment of this application; Figure 8 A schematic diagram of the characteristic curves of an engine provided in an embodiment of this application; Reference numerals: 1-Engine; 2-Generator; 3-Clutch; 4-First motor; 5-First reducer; 6-Second reducer; 7-Power coupling device; 8-Combined power system; 9-Power battery; 10-Supercapacitor; 11-Sliding rheostat; 12-Rotor; 13-Wheel system; 14-First relay; 15-Second relay; 16-Second motor; 17-Third reducer; 18-First disconnect device; 19-Second disconnect device; 20-Third disconnect device; 21-Front axle; 22-Rear axle; 23-Transferor. Detailed Implementation

[0049] The technical solutions in the embodiments of this application will now be described with reference to the accompanying drawings.

[0050] It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. Furthermore, in the description of this application, terms such as "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0051] Flying cars are vehicles that combine ground driving and aerial flight capabilities. Purely electric flying cars have limited range, making hybrid technology an effective alternative. Currently, the hybrid power systems of flying cars primarily employ the following design: an engine is connected to the wheel system, which propels the vehicle on the ground; a drive motor is connected to the rotor; a portion of the engine's mechanical energy is converted into electrical energy by a generator; the generator's electrical energy and the power battery's electrical energy are then distributed to the drive motor via an electronic control unit, causing the rotor to operate and providing lift for the vehicle. For flying cars, due to the functional characteristics and airworthiness requirements of aerial flight, the demands on reliability and safety are far higher than for ordinary ground-based vehicles. However, the performance of the power battery degrades in low-temperature environments, and during flight in cold conditions, the hybrid power system is prone to insufficient power, thus affecting the flying car's safety in the air.

[0052] To address the aforementioned issues, this application provides a flying car power system. This system, based on a traditional hybrid power system, adds a composite power system consisting of a power battery, a supercapacitor, and a sliding rheostat connected in parallel. Compared to a single power battery, this composite power system can provide greater discharge power and regenerative braking power, thus offering stronger performance while maintaining economy. Furthermore, since supercapacitors are more resistant to low temperatures than power batteries, this composite power system improves the performance of the power system at low temperatures. Additionally, when the regenerative braking power is excessive, the sliding rheostat can share some of the power, preventing overcharging of the power battery and supercapacitor. Therefore, this flying car power system enhances the flying car's safety and environmental adaptability while simultaneously improving its performance.

[0053] The following section introduces the power system of the flying car and its corresponding control method: Example 1 like Figure 1 As shown, Figure 1This is a schematic diagram of a flying car power system provided in an embodiment of this application. The dotted lines in the diagram represent electrical connections. The flying car power system includes an engine 1, a generator 2, a clutch 3, a first motor 4, a first reducer 5, a second reducer 6, a power coupling device 7, and a composite power system 8. Specifically: the first motor 4 is connected to the power coupling device 7 via the first reducer 5; the engine 1 is mechanically connected to the clutch 3; the clutch 3 is connected to the power coupling device 7 via the second reducer 6; the power coupling device 7 transmits the power output from the engine 1 and the first motor 4 to the rotor 12 and the wheel system 13; the generator 2 converts part of the mechanical energy of the engine 1 into electrical energy and provides the electrical energy to the composite power system 8 and the first motor 4; the composite power system 8 includes a power battery 9, a supercapacitor 10, and a first relay. Electrical appliance 14; the first end of the power battery 9 is connected to the first end of the supercapacitor 10, the second end of the power battery 9 is connected to the second end of the first relay 14, and the second end of the supercapacitor 10 is connected to the first end of the first relay 14; when the first relay 14 is open, the composite power system 8 is powered by the power battery 9 alone to the generator 2 and the first motor 4, or the power battery 9 receives electrical energy transmitted by the generator 2 and the first motor 4; when the first relay 14 is closed, the composite power system 8 is powered by the power battery 9 and the supercapacitor 10 together to the generator 2 and the first motor 4, or the power battery 9 and the supercapacitor 10 together receive electrical energy transmitted by the generator 2 and the first motor 4.

[0054] The aforementioned flying car power system is a hybrid power system equipped with a combined power supply system. A power coupling device is a mechanical device used to connect two or more power sources and rationally distribute and couple their power. In this embodiment, the engine and the first motor can drive the wheel system and the rotor via the power coupling device. A first reducer is installed between the first motor and the power coupling device. This first reducer is mainly used to convert the high-speed, low-torque output of the first motor into a low-speed, high-torque output, thereby improving motor efficiency. A clutch and a second reducer are installed between the engine and the power coupling device. The clutch is mainly used to smoothly engage and disengage the power output from the engine, and the second reducer is mainly used to convert the high-speed, low-torque output of the engine into a low-speed, high-torque output, optimizing fuel consumption. In implementation, the first and second reducers may have only one gear, with the speed ratio of the second reducer being smaller than that of the first reducer.

[0055] In the aforementioned flying car power system, the hybrid power system comprises a power battery and a supercapacitor connected in parallel. A supercapacitor, also known as an electrochemical capacitor or farad capacitor, is a novel energy storage device that falls between traditional capacitors and rechargeable batteries. It possesses both the rapid charging and discharging characteristics of a capacitor and the energy storage characteristics of a battery. The hybrid power system can supply power to the first motor. When the generator acts as a starter to start the engine, the hybrid power system can also supply power to the generator. The first motor can recover braking energy to charge the hybrid power system. The engine drives the generator, which can generate electricity to charge the hybrid power system, and the generator's electricity can also be directly supplied to the first motor. When the first relay is open, the hybrid power system receives or supplies power solely from the power battery. When the first relay is closed, the hybrid power system receives or supplies power jointly from both the power battery and the supercapacitor. Compared to a single power battery, this hybrid power system can provide greater discharge power and recharge recovery power. Greater discharge power ensures greater power output from the motor, providing stronger performance, while greater recharge recovery power recovers more energy, ensuring economic efficiency. Furthermore, supercapacitors are more resistant to low temperatures than power batteries, and can output greater power at low temperatures, thus improving the performance of the power system at low temperatures. The aforementioned flying car power system can propel the vehicle both on roads and in the air, enhancing its safety and environmental adaptability during flight, while also improving its dynamics in both land and air travel.

[0056] Example 2 like Figure 2 As shown, Figure 2 This is a schematic diagram of a flying car power system provided in an embodiment of this application. To enrich the functionality of the flying car power system, this embodiment makes the following improvements based on Embodiment 1: The composite power system 8 further includes a sliding rheostat 11 and a second relay 15; the first end of the sliding rheostat 11 is connected to the first end of the power battery 9, the second end of the sliding rheostat 11 is connected to the first end of the second relay 15, and the second end of the second relay 15 is connected to the first end of the first relay 14; when the second relay 15 is engaged, the sliding rheostat 11 is used to share part of the regenerative braking power.

[0057] This embodiment adds a sliding rheostat to the hybrid power system, and controls its connection via a second relay. The rheostat's resistance can be precisely adjusted. When the regenerative braking power is too high, exceeding the recovery capacity of the power battery and supercapacitor, the first relay can be activated, and the resistance of the rheostat can be adjusted to direct current to the rheostat, sharing some of the power and converting it into heat for dissipation, thus preventing overcharging of the battery and supercapacitor. This effectively improves the performance of the power system and extends its service life.

[0058] Example 3 like Figure 3 and Figure 4 As shown, Figure 3 This is a schematic diagram of a dual-motor four-drive system for flying cars provided in an embodiment of this application. Figure 4 This is a schematic diagram of another dual-motor four-drive system for flying cars provided in this application embodiment. This embodiment is achieved by making the following improvements based on Embodiment 2: it further includes a second motor 16, a third reducer 17, a first disconnection device 18, a second disconnection device 19, and a third disconnection device 20; the wheel system 13 includes a first axle and a second axle; the power coupling device 7 is connected to the first axle through the first disconnection device 18; the power coupling device 7 is connected to the rotor 12 through the second disconnection device 19; the composite power system 8 is electrically connected to the second motor 16 and is also used to supply power to the second motor 16; the second motor 16 is connected to the third reducer 17; the third reducer 17 is connected to the third disconnection device 20; the third disconnection device 20 is connected to the second axle; the second motor 16 is used to drive the second axle through the third reducer 17 and the third disconnection device 20. Figure 3 and Figure 4 The difference is: Figure 3 In the powertrain system shown, the first axle is the front axle 21, and the second axle is the rear axle 22. Figure 4 In the power system shown, the first axle is the rear axle 22, and the second axle is the front axle 21.

[0059] In this embodiment, the engine and the first motor can drive the front or rear axle of the vehicle, and the second motor can drive the rear or front axle of the vehicle through the third reducer and the third disconnect device. In implementation, the third reducer may have only one gear, the first reducer and the third reducer may have the same speed ratio, and the first motor and the second motor may be the same type of motor, designed on a shared platform. The first, second, and third disconnect devices are mechanical devices that can be disengaged and engaged. Taking the second disconnect device as an example, when the second disconnect device is engaged, the power distributed by the power coupling device can be transmitted to the rotor; when the second disconnect device is disengaged, it blocks the power transmission to the rotor. In implementation, the first, second, and third disconnect devices may include a clutch or other types of mechanical devices.

[0060] Example 4 like Figure 5 As shown, Figure 5This is a schematic diagram of a single-motor four-wheel drive system for a flying car provided in this application embodiment. This embodiment is achieved by making the following improvements based on Embodiment 2: it further includes a transfer case 23, a first disconnect device 18, and a second disconnect device 19; the wheel system 13 includes a front axle 21 and a rear axle 22; the power coupling device 7 is connected to the input shaft of the transfer case 23 through the first disconnect device 18; the power coupling device 7 is connected to the rotor 12 through the second disconnect device 19; the output shaft of the transfer case 23 is connected to the front axle 21 and the rear axle 22 respectively.

[0061] A transfer case is a gear transmission system whose input shaft is directly or via a universal joint connected to the second shaft of the transmission, while it has several output shafts, each connected to a drive axle via a universal joint. In this embodiment, the transfer case is responsible for distributing the power output from the engine and the first motor to the front and rear axles, achieving a four-wheel drive effect.

[0062] Example 5 like Figure 6 and Figure 7 As shown, Figure 6 This is a schematic diagram of a single-motor dual-drive system for flying cars, provided in an embodiment of this application. Figure 7 This is a schematic diagram of another single-motor dual-drive system for flying cars provided in this application embodiment. This embodiment is achieved by making the following improvements based on Embodiment 2: it further includes a first disconnection device 18 and a second disconnection device 19; the wheel system 13 includes a front axle 21 and a rear axle 22; the power coupling device 7 is connected to the front axle 21 or the rear axle 22 through the first disconnection device 18; the power coupling device 7 is connected to the rotor 12 through the second disconnection device 19. Figure 6 and Figure 7 The difference is: Figure 6 In the power system shown, the power coupling device 7 is connected to the front axle 21 via the first disconnection device 18, while Figure 4 In the power system shown, the power coupling device 7 is connected to the rear axle 22 via the first disconnection device 18.

[0063] In this embodiment, the power from the engine and the motor can be coupled through a power coupling device and output to the front or rear axle of the vehicle to achieve a two-wheel drive effect.

[0064] Example 6 This application provides a flowchart of a control method applied to a flying car power system, wherein the flying car power system adopts any one of the power systems in Embodiments 3, 4, and 5. The method includes: S801. When the flying car is in a land driving state, if the current SOC of the power battery is lower than the first preset SOC, the flying car power system is controlled to enter the hybrid mode; if the current SOC is higher than the second preset SOC, the flying car power system is controlled to enter the pure electric mode; the second preset SOC is the value obtained by adding the first preset SOC and the first SOC compensation value. S802. When the flying car is in flight, if the current SOC of the power battery is lower than the third preset SOC, the flying car power system is controlled to enter hybrid mode; if the current SOC is higher than the fourth preset SOC, the flying car power system is controlled to enter pure electric mode; the fourth preset SOC is the value obtained by adding the third preset SOC and the second SOC compensation value; the first preset SOC is less than the third preset SOC.

[0065] In other words, the control strategy of the flying car's power system includes land-based driving control and air-based flight control strategies. Since the flying car's power system is a hybrid power system, it has two operating modes: pure electric (EV) mode and hybrid electric (HEV) mode. The flying car's power system can default to EV mode. Let the first preset SOC be... The first SOC compensation value is The third preset SOC is The second SOC compensation value is In the land driving control strategy, when the state of charge of the power battery... Below When entering HEV mode, Higher than When the battery level is low, the system enters EV mode; similarly, in the in-flight flight control strategy, the system enters EV mode when the battery level is low. Below When entering HEV mode, Higher than At this time, enter EV mode. Optionally, It can be 30%. It can be 40%. It can be 10%. It can be as low as 10%. In this way, by switching the mode of the flying car's power system according to the state of charge of the power battery, energy use can be optimized and the reliability and adaptability of the system can be enhanced.

[0066] Furthermore, the method may also include: S811. When the flying car is in driving mode and the flying car power system is in pure electric mode, the second relay is disconnected to obtain the driver's required power. S812. If the driver's power demand is greater than zero and less than or equal to the maximum discharge power of the power battery, control the first relay to disconnect. S813. If the driver's power demand is greater than the maximum discharge power of the power battery, control the first relay to engage.

[0067] In other words, when the flying car's power system drives the vehicle or operates the rotor in EV mode, the following control strategy can be adopted: the second relay is disconnected to obtain the driver's required power. The driver's power demand here refers to the power demanded by the driver on the motor when the vehicle is in driving mode, which can be determined by referring to a table based on the accelerator pedal opening and vehicle speed; the maximum discharge power capacity of the power battery, i.e., the maximum dischargeable power, is... Then when When the first relay disconnects, the power battery alone provides the driving power required. At this time, the first relay engages, and the power required for driving is jointly provided by the power battery and the supercapacitor. The use of supercapacitors can provide a larger and faster power response, thus providing better power performance. In addition, it can reduce the frequency of engine starts, prevent frequent engine starts, and improve the overall NVH experience of the vehicle.

[0068] Furthermore, the method may also include: S821. When the flying car is in a braking state and the flying car power system is in pure electric mode, obtain the braking power requirement. S822. If the braking power demand is greater than zero and less than or equal to the first target power, control the first relay and the second relay to disconnect; the first target power represents the maximum regenerative power capability of the power battery. S823. If the braking power demand is greater than the first target power and less than or equal to the second target power, control the second relay to disconnect and control the first relay to connect; the second target power represents the sum of the maximum regenerative power capacity of the power battery and the maximum regenerative power capacity of the supercapacitor. S824. If the braking power demand is greater than the second target power, the temperature of the four brake discs in the wheel system is detected. When the average temperature of the four brake discs is lower than the first temperature value, the second relay is controlled to disconnect, the first relay is controlled to engage, and the mechanical brake master cylinder pressure is controlled based on the third target power. When the average temperature of the four brake discs is higher than the second temperature value, the first relay and the second relay are controlled to engage, and the resistance value of the sliding rheostat is adjusted based on the third target power. The second temperature value is greater than the first temperature value. The third target power is the difference obtained by subtracting the second target power from the braking power demand.

[0069] In other words, when the flying car's power system performs regenerative braking based on EV mode, the following control strategy can be adopted: acquire the braking power demand. Here, the braking power demand can be the power that the vehicle needs to recover during braking; let the maximum recoverable power capacity of the power battery be... The maximum power recovery capability of supercapacitors is Then when When both the first and second relays are disconnected, mechanical braking does not participate, and the motor recovers braking energy, with the recovered electrical energy flowing to the power battery; when When the second relay is disconnected and the first relay is engaged, mechanical braking is not involved, and the motor performs braking energy recovery, recovering electrical energy to the power battery and supercapacitor; when At that time, the temperature of the four brake discs is detected, and when the average temperature of the four brake discs is lower than the first temperature value... At this point, if the mechanical brake disc temperature is considered normal and not overheating, the second relay disconnects, the first relay engages, and controls the pressure of the mechanical brake master cylinder, allowing the mechanical brake to handle excess braking demand. The mechanical brake's power requirement... At this point, braking is achieved jointly by the motor and mechanical brakes; when the average temperature of the four brake discs exceeds the second temperature value... When the mechanical brake disc is deemed to be overheating, both the first and second relays engage, and the sliding rheostat is adjusted to a specific resistance value to control the power consumed. At this time, mechanical braking does not participate, and braking is performed by the motor. In this way, the application of sliding rheostat can prevent the mechanical brake disc from overheating, extend its service life, and ensure the overall vehicle safety under long downhill or frequent braking conditions.

[0070] Example 7 This embodiment provides a control method applied to the power system of a flying car as shown in Embodiment 3. The control method includes: S831. When the flying car is driving on the ground and in a driving state, and the flying car power system is in pure electric mode, control the second disconnect device to disengage, control the clutch to disengage, control the engine to stop, and obtain the driving torque required by the driver. S832. If the required driving torque of the driver is greater than zero and less than or equal to the first target torque, control the third disconnection device to disconnect, control the first disconnection device to engage, control the second motor to stop working, control the first motor to drive the flying car, and control the required torque of the first motor to be the required driving torque of the driver; the first target torque represents the maximum driving torque capability of the first motor. S833. If the driver's required driving torque is greater than the first target torque and less than or equal to the second target torque, control the third disconnect device to engage, control the first disconnect device to engage, control the first motor and the second motor to drive the flying car, and control the required torque of the first motor to be the smaller value between half of the driver's required driving torque and the first target torque, and control the required torque of the second motor to be the torque value obtained by subtracting the required torque of the first motor from the driver's required driving torque; the second target torque represents the sum of the maximum driving torque capability of the first motor and the maximum driving torque capability of the second motor.

[0071] In other words, the dual-motor four-drive system provided in Embodiment 3 can adopt the following land driving control strategy when driven in EV mode: First, the second disconnect device disengages, the clutch disengages, the engine stops, and only the first motor serves as the power source; then, the driving torque is adjusted according to the driver's needs. The size of the two motors is used to control the torque output of the driver. The required driving torque can be the torque requested by the driver through operations such as pressing the accelerator pedal, which can be calculated based on the accelerator pedal opening, current vehicle speed, and transmission system efficiency. In implementation, the maximum driving torque capacity of the first motor is denoted as... The maximum driving torque capability of the second motor is Then when At this time, the third disconnect device disengages, the first disconnect device engages, the second motor stops working, and the first motor drives the vehicle alone. The required torque of the first motor at this time... ;when At this time, the third disconnect device engages, the first disconnect device engages, and the first motor and the second motor jointly drive the vehicle. The required torque of the first motor at this time... It can be and The smaller value in, i.e. The required torque of the second motor Thus, by dynamically distributing torque, the advantages of the dual-motor system are fully utilized, achieving a balance between efficiency and energy consumption.

[0072] Furthermore, the control method may further include: S841. When the flying car is driving on the ground and is in a braking state, and the flying car power system is in pure electric mode, obtain the braking torque required. S842. If the braking demand torque is less than or equal to the third target torque, control the third disconnection device to disconnect, control the second motor to stop working, control the first motor to perform braking energy recovery, and control the demand torque of the first motor to be the braking demand torque; the third target torque represents the maximum recovery torque capability of the first motor. S843. If the braking demand torque is greater than the third target torque and less than or equal to the fourth target torque, control the first disconnect device to engage, control the third disconnect device to engage, control the first motor and the second motor to perform braking energy recovery, and control the demand torque of the first motor to be the smaller value between half of the braking demand torque and the third target torque, and control the demand torque of the second motor to be the torque value obtained by subtracting the demand torque of the first motor from the braking demand torque; the fourth target torque represents the sum of the maximum recovery torque capacity of the first motor and the maximum recovery torque capacity of the second motor.

[0073] In other words, the dual-motor four-drive system provided in Example 3 can adopt the following land driving control strategy when braking in EV mode: based on the braking torque demand. The magnitude is used to determine the value, and the maximum recovery torque capacity of the first motor is recorded as . The maximum recovery torque capability of the second motor is ,when At this time, the third disconnection device separates, the second motor stops working, and the first motor performs regenerative braking independently. The required torque of the first motor is... ;when At this time, the first disconnection device and the third disconnection device engage, and the first motor and the second motor work together to recover braking energy. The required torque of the first motor is... for and The smaller value in, i.e. The required torque of the second motor All torque values ​​refer to absolute values ​​and are positive. Thus, through dynamic torque distribution, the advantages of the dual-motor system are fully utilized to improve energy recovery efficiency.

[0074] Furthermore, the control method may further include: S851. When the flying car is driving on the ground and in a driving state, and the flying car power system is in hybrid mode, the required power at the engine end is obtained. S852. If the required power at the engine end is less than or equal to the first equivalent power, control the engine to stop and control the clutch to disengage. When the required torque at the engine end is greater than zero and less than or equal to the first target torque, control the third disconnect device to disengage and control the first disconnect device to engage. Control the second motor to stop working and control the first motor to work. When the required torque at the engine end is greater than the first target torque and less than or equal to the second target torque, control the third disconnect device to engage and control the first disconnect device to engage. Control the first motor and the second motor to work. S853. If the required power at the engine end is greater than the first equivalent power and less than or equal to the second equivalent power, control the clutch to engage, control the engine to drive the flying car, control the first disconnect device to engage, control the second motor to stop working, and control the first motor to rotate accordingly. S854. If the required power at the engine end is greater than the second equivalent power, control the operating power of the engine to be the second equivalent power, control the first disconnect device to engage, control the third disconnect device to engage, control the first motor and the second motor to operate, and control the sum of the operating power of the first motor and the operating power of the second motor to be the difference between the second equivalent power and the required power at the engine end; wherein, the first equivalent power and the second equivalent power are determined based on the characteristic curve of the engine; the characteristic curve includes an elliptical system, a first isopower line and a second isopower line; the first isopower line and the second isopower line are obtained based on the tangent along the elliptical system; the first equivalent power corresponds to the first isopower line; the second equivalent power corresponds to the second isopower line.

[0075] In other words, the dual-motor four-drive system provided in Embodiment 3 can adopt the following land driving control strategy when driven in HEV mode: determine the first equivalent power based on the engine characteristic curve. Second equivalent power The characteristic curve is as follows: Figure 8 As shown, the graph includes an elliptical region 81, a first isopower line 82, and a second isopower line 83. The horizontal axis represents rotational speed in rpm, and the vertical axis represents torque in Nm. This represents the power value corresponding to the first equal power line 82. Second equivalent power The corresponding power values ​​are represented by elliptical regions 81, indicating the more efficient range of engine operation. Regions A, B, and C are divided based on the first and second isoelectric lines 82 and 83. When the output power is below the first isoelectric line 82 (region A), the load is considered low, and engine efficiency is low. When the output power is between the first and second isoelectric lines 82 and 83 (region B), the load is considered moderate, and engine efficiency is relatively high. When the output power is above the second isoelectric line (region C), the load is considered high, and engine efficiency is relatively low. Based on this, the required power at the engine end is obtained. ,when When the engine stops and the clutch disengages, the system determines whether the vehicle should be driven solely by the first motor or jointly by the first and second motors based on the required torque. The specific strategy is the same as the land driving control strategy described above for EV-mode driving. When the clutch engages, the engine drives the vehicle alone; when the first disconnect device engages, the first motor rotates; when the third disconnect device disengages, the second motor does not participate in operation. At that time, the engine efficiency was The insufficient power is supplemented by the first motor and the second motor. The power of both the first motor and the second motor can be [missing information]. At this point, both the first and second disconnection devices are engaged. This effectively improves the performance of the power system.

[0076] Furthermore, in HEV mode, the engine start-up control method can be as follows: With the clutch engaged, the power battery powers the generator by default, and the generator acts as a starter to start the engine; at this time, the first relay is disengaged. When the power battery temperature is low or the power battery charge is low, resulting in insufficient power to start the engine, the first relay engages, and the supercapacitor and power battery jointly power the generator to start the engine, thereby improving the vehicle's environmental adaptability. Compared to traditional hybrid power systems, the flying car power system of this application can adapt to lower ambient temperatures, thus starting the engine more easily.

[0077] Furthermore, the dual-motor four-drive system provided in Embodiment 3 can employ the following land driving control strategy when braking in HEV mode: the clutch disengages, and the first and second motors recover braking energy according to the magnitude of the braking torque demand. The specific strategy is the same as the land driving control strategy described above for braking in EV mode. Additionally, during land driving, whether driving or braking, and regardless of whether it is EV mode or HEV mode, the second disconnect device disengages, and the rotor does not operate.

[0078] Furthermore, the control method may further include: S861. When the flying car is flying in the air and in a driving state, and the flying car power system is in pure electric mode, control the first disconnection device and the third disconnection device to separate, control the second disconnection device to engage, control the clutch to disengage, control the engine to stop, control the first motor to drive the rotor to run, control the second relay to disconnect, and control the first relay to engage.

[0079] In other words, the dual-motor four-drive system provided in Embodiment 3 can adopt the following flight control strategy when driven in EV mode: the first disconnect device and the third disconnect device are separated, thereby reducing the drag loss of the front and rear axles of the vehicle and improving economy; the clutch is disengaged, the engine is stopped, the second disconnect device is engaged, the first motor drives the rotor to operate, and the torque required for flight drive is provided by the first motor; the second relay is disconnected, the first relay is engaged, and the supercapacitor and the power battery jointly provide drive power to the first motor to ensure sufficient power supply and timely power supply, thereby improving flight safety and smoothness.

[0080] Furthermore, the control method may further include: S871. When the flying car is in flight and under braking, and the flying car power system is in pure electric mode, control the clutch to disengage, control the engine to stop, control the second disconnect device to engage, control the first relay to engage, and obtain flight recovery power. S872. If the flight recovery power is less than or equal to the second target power, control the second relay to disconnect, and control the first disconnection device and the third disconnection device to disconnect; the second target power represents the sum of the maximum recovery power capability of the power battery and the maximum recovery power capability of the supercapacitor. S873. If the flight recovery power is greater than the second target power, control the first disconnection device and the third disconnection device to engage, control the clutch and the second relay to engage, and control the resistance of the sliding rheostat to the maximum resistance value.

[0081] In other words, the dual-motor four-drive system provided in Embodiment 3 can adopt the following in-flight control strategy when braking in EV mode: clutch disengagement, engine shutdown, second disconnection device engagement, first motor performing brake energy recovery, first relay engagement, and acquisition of the power that the vehicle needs to recover during braking while in flight, i.e., flight recovery power. ,when When this is considered normal braking, the second relay disconnects, and the first and third disconnect devices disconnect, allowing the recovered electrical energy to charge the power battery and supercapacitor, ensuring fuel efficiency; when When the situation is considered to be a high-intensity emergency braking, the first and third disconnect devices engage, the clutch engages, and the second relay engages. This fully utilizes the resistance of the vehicle's front and rear axles and the engine to decelerate the vehicle. At the same time, the sliding rheostat adjusts the resistance value to the maximum to consume a sufficient amount of regenerative braking power, preventing the power battery from being overcharged and damaged. This ensures maximum flight safety.

[0082] Furthermore, the control method may further include: S881. When the flying car is flying in the air and in a driving state, and the flying car power system is in hybrid mode, control the first disconnection device and the third disconnection device to separate, control the second disconnection device to engage, and obtain the driving power required. S882. If the required driving power is greater than zero and less than or equal to the first equivalent power, control the first motor to drive the rotor to operate, control the engine to drive the generator to generate electricity, and control the working power of the engine to be the first equivalent power. S883. If the required driving power is greater than the first equivalent power and less than or equal to the maximum allowable power of the engine, control the clutch to engage, control the engine to drive the rotor to run, control the first motor to rotate without driving, and control the generator to rotate without generating electricity. S884. If the required driving power is greater than the maximum allowable power, control the engine's operating power to be the maximum allowable power, and control the first motor to stop working.

[0083] In other words, the dual-motor four-drive system provided in Embodiment 3 can adopt the following flight control strategy when driven in HEV mode: the first disconnection device and the third disconnection device are separated, the second disconnection device is engaged, and the required drive power is obtained. ,when At this time, assuming the engine load is low, the engine does not directly drive the rotor; instead, the rotor is driven by the first motor, and the engine's operating power is... This drives a generator to produce electricity, part of which powers the first motor, and the other part charges the power battery and supercapacitor; let the maximum allowable power of the engine be... ,when At this time, the engine load is considered moderate. The clutch engages, and the engine directly drives the rotor, resulting in high engine efficiency. The first motor rotates without driving, and the generator rotates without generating electricity. At this time, the engine operates at maximum power. To prevent the battery level from continuing to drop, the first electric motor stops working, and the engine runs continuously without interruption, avoiding frequent start-stop cycles. This improves flight safety and smoothness.

[0084] Furthermore, the control method may further include: S881. When the flying car is flying in the air and is in a braking state, and the flying car power system is in hybrid flight mode, control the first relay to engage and obtain flight recovery power. S882. If the flight recovery power is less than or equal to the second target power, control the second relay, the first disconnection device, the third disconnection device and the clutch to disengage, and control the first motor to perform braking energy recovery. S883. If the flight recovery power is greater than the second target power, control the second relay, the first disconnection device, the third disconnection device and the clutch to engage, control the first motor to perform braking energy recovery, and control the resistance of the sliding rheostat to the maximum resistance value.

[0085] In other words, the dual-motor four-drive system provided in Embodiment 3 can adopt the following in-flight flight control strategy when braking in HEV mode: the first relay engages to obtain flight recovery power. ,when When braking is considered normal, the second relay disengages, the first and third disconnecting devices disengage, the clutch disengages, and the first motor performs regenerative braking. The recovered energy charges the power battery and supercapacitor, ensuring fuel efficiency. When the system is considered to be performing high-intensity emergency braking, the first motor performs regenerative braking, and the recovered electrical energy charges the power battery and supercapacitor. At this time, the first and third disconnection devices engage, the clutch engages, and the second relay engages. The system fully utilizes the resistance of the front and rear axles of the vehicle and the resistance of the engine to decelerate. At the same time, the sliding rheostat adjusts the resistance value to the maximum to consume a large amount of regenerative braking power, avoiding overcharging of the power battery and preventing damage to the power battery, thereby maximizing flight safety.

[0086] Example 8 This embodiment provides a control method applied to the power system of a flying car as shown in Embodiment 4 or Embodiment 5. The control method includes: S901. When the flying car is driving on the ground and in a driving state, and the flying car power system is in hybrid power mode, the required power at the engine end is obtained. S902. If the required power at the engine end is less than or equal to the first equivalent power, control the engine to stop, control the clutch to disengage, and control the first motor to drive the flying car. S903. If the required power at the engine end is greater than the first equivalent power and less than or equal to the second equivalent power, control the clutch to engage, control the engine to drive the flying car, control the first disconnect device to engage, control the first motor to rotate, and control the second disconnect device to disengage. S904. If the required power at the engine end is greater than the second equivalent power, control the operating power of the engine to be the second equivalent power, control the first disconnect device to engage, control the third disconnect device to engage, control the first motor to operate, and control the operating power of the first motor to be the difference between the second equivalent power and the required power at the engine end; wherein, the first equivalent power and the second equivalent power are determined based on the characteristic curve of the engine; the characteristic curve includes an elliptical system, a first isopower line, and a second isopower line; the first isopower line and the second isopower line are obtained based on the tangent along the elliptical system; the first equivalent power corresponds to the first isopower line; the second equivalent power corresponds to the second isopower line.

[0087] In other words, the single-motor four-drive system provided in Embodiment 4 and the single-motor two-drive system provided in Embodiment 5 can adopt the following land driving control strategy when driven in HEV mode: obtain the required power from the engine. ,when When the load is considered low and engine efficiency is low, the engine stops, the clutch disengages, and the engine is driven by the first motor; when When the load is considered moderate and the engine efficiency is high, the clutch engages, the engine drives the vehicle independently, the first disconnect device engages, the first motor rotates, and the second disconnect device disengages; when... At that time, the engine efficiency was The insufficient power is supplemented by the first motor, whose power can be [missing information]. This effectively improves the performance of the powertrain system.

[0088] Furthermore, the control method may further include: S811. When the flying car is flying in the air and in a driving state, and the flying car power system is in pure electric mode, control the first disconnect device to disconnect, control the second disconnect device to engage, control the clutch to disengage, control the engine to stop, control the first motor to drive the rotor to run, control the second relay to disconnect, and control the first relay to engage.

[0089] In other words, the single-motor four-drive system provided in Embodiment 4 and the single-motor two-drive system provided in Embodiment 5 can adopt the following flight control strategies when driven in EV mode: the first disconnect device is disengaged, thereby reducing the drag loss of the front and rear axles of the vehicle and improving economy; the clutch is disengaged, the engine is stopped, the second disconnect device is engaged, the first motor drives the rotor to operate, and the torque required for flight drive is provided by the first motor; the second relay is disconnected, the first relay is engaged, and the supercapacitor and the power battery jointly provide drive power to the first motor to ensure sufficient and timely power supply, thereby improving flight safety and smoothness.

[0090] Furthermore, the control method may further include: S821. When the flying car is in flight and under braking, and the flying car power system is in pure electric mode, control the clutch to disengage, control the engine to stop, control the second disconnect device to engage, control the first relay to engage, and obtain flight recovery power. S822. If the flight recovery power is less than or equal to the second target power, control the second relay to disconnect and control the first disconnection device to disconnect; the second target power represents the sum of the maximum recovery power capability of the power battery and the maximum recovery power capability of the supercapacitor. S823. If the flight recovery power is greater than the second target power, control the first disconnection device and the second disconnection device to engage, control the clutch and the second relay to engage, and control the resistance of the sliding rheostat to the maximum resistance value.

[0091] In other words, the single-motor four-drive system provided in Embodiment 4 and the single-motor two-drive system provided in Embodiment 5 can adopt the following in-flight control strategy when braking in EV mode: clutch disengagement, engine shutdown, second disconnection device engagement, first motor performing brake energy recovery, first relay engagement, and acquisition of the power that the vehicle needs to recover during braking in flight, i.e., flight recovery power. ,when When braking is considered normal, the second relay disconnects, the first disconnect device disconnects, and the recovered electrical energy charges the power battery and supercapacitor, ensuring fuel economy; when When the situation is considered to be a high-intensity emergency braking, the first and second disconnect devices engage, the clutch engages, and the resistance of the front and rear axles and the engine is fully utilized to decelerate. At the same time, the sliding rheostat adjusts the resistance value to the maximum to consume a large amount of regenerative braking power, avoiding overcharging of the power battery and thus ensuring flight safety to the maximum extent.

[0092] Furthermore, the control method may further include: S831. When the flying car is flying in the air and in a driving state, and the flying car power system is in hybrid mode, control the first disconnection device to disconnect, control the second disconnection device to engage, and obtain the driving power required. S832. If the driving power demand is greater than zero and less than or equal to the first equivalent power, control the clutch to disengage, control the first motor to drive the rotor to run, control the engine to drive the generator to generate electricity, and control the working power of the engine to be the first equivalent power. S833. If the required driving power is greater than the first equivalent power and less than or equal to the maximum allowable power of the engine, control the clutch to engage, control the engine to drive the rotor to run, control the first motor to rotate without driving, and control the generator to rotate without generating electricity. S834. If the required driving power is greater than the maximum allowable power, control the working power of the engine to be the maximum allowable power, and control the first motor to not work.

[0093] In other words, the single-motor four-drive system provided in Embodiment 4 and the single-motor two-drive system provided in Embodiment 5 can adopt the following in-flight flight control strategy when driven in HEV mode: the first disconnection device is disengaged, the second disconnection device is engaged, and the required drive power is obtained. ,when At this time, assuming the engine load is low, the clutch disengages, and the engine does not directly drive the rotor. Instead, the rotor is driven by the first motor, and the engine's operating power is... This drives a generator to produce electricity, part of which powers the first motor, and the other part charges the power battery and supercapacitor; let the maximum allowable power of the engine be... ,when At this time, the engine load is considered moderate. The clutch engages, and the engine directly drives the rotor, resulting in high engine efficiency. The first motor rotates without driving, and the generator rotates without generating electricity. At this time, the engine operates at maximum power. To prevent the battery level from continuing to drop, the first electric motor stops working, and the engine runs continuously without interruption, avoiding frequent start-stop cycles. This improves flight safety and smoothness.

[0094] Furthermore, the control method may further include: S941. When the flying car is flying in the air and in a braking state, and the flying car power system is in hybrid mode, control the first relay to engage and obtain flight recovery power. S942. If the flight recovery power is less than or equal to the second target power, control the second relay to disconnect, control the second disconnect device to engage, control the clutch to disengage, control the second disconnect device to engage, and control the first motor to perform braking energy recovery. S943. If the flight recovery power is greater than the second target power, control the second relay, the first disconnection device, the second disconnection device and the clutch to engage, control the first motor to perform braking energy recovery, and control the resistance of the sliding rheostat to the maximum resistance value.

[0095] In other words, the single-motor four-drive system provided in Embodiment 4 and the single-motor two-drive system provided in Embodiment 5 can adopt the following in-flight flight control strategy when braking in HEV mode: the first relay is engaged to obtain flight recovery power. ,when When braking is considered normal, the second relay disengages, the second disconnect device engages, the clutch disengages, and the first motor performs regenerative braking. The recovered energy charges the power battery and supercapacitor, ensuring fuel efficiency. When the situation is considered to be a high-intensity emergency braking, the first motor performs regenerative braking, and the recovered electrical energy charges the power battery and supercapacitor. At this time, the first disconnect device and the second disconnect device engage, the clutch engages, and the resistance of the front and rear axles of the vehicle and the resistance of the engine are fully utilized to decelerate. At the same time, the sliding rheostat is adjusted to the maximum resistance value to consume a large enough amount of regenerative braking power, so as to avoid overcharging the power battery and damaging it, thereby maximizing the safety of the flight.

[0096] Optionally, the single-motor four-drive system provided in Embodiment 4 and the single-motor two-drive system provided in Embodiment 5 can adopt the following land driving control strategy when driven in EV mode: the second disconnect device is disengaged, the clutch is disengaged, the engine is stopped, the first disconnect device is engaged, and the first motor drives the vehicle to drive alone.

[0097] Optionally, the single-motor four-drive system provided in Embodiment 4 and the single-motor two-drive system provided in Embodiment 5 can adopt the following land driving control strategy when braking in EV mode: the second disconnect device is disengaged, the first disconnect device is engaged, and the first motor performs braking energy recovery independently.

[0098] Optionally, the single-motor four-drive system provided in Embodiment 4 and the single-motor two-drive system provided in Embodiment 5 can adopt the following land driving control strategy when braking in HEV mode: the clutch disengages during braking, and the first motor performs braking energy recovery, with the specific strategy being the same as the land driving control strategy described above for braking in EV mode. Furthermore, during land driving, whether driving or braking, and regardless of whether it is EV mode or HEV mode, the second disconnect device disengages, and the rotor does not operate.

[0099] Example 9 This application provides a flying car, which includes a power system as described in any one of Embodiments 1, 2, 3, 4, and 5.

[0100] The above description is merely an embodiment of this application and is not intended to limit the scope of protection of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application. It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0101] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0102] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

Claims

1. A flying car power system, characterized in that, It includes an engine, generator, clutch, first motor, first reducer, second reducer, power coupling device, and composite power system; wherein: The first motor is connected to the power coupling device via the first reducer; the engine is mechanically connected to the clutch; the clutch is connected to the power coupling device via the second reducer; the power coupling device is used to transmit the power output by the engine and the first motor to the rotor and wheel system. The generator is used to convert part of the mechanical energy of the engine into electrical energy, and to supply the electrical energy to the composite power system and the first motor; The composite power system includes a power battery, a supercapacitor, and a first relay; a first terminal of the power battery is connected to a first terminal of the supercapacitor, a second terminal of the power battery is connected to a second terminal of the first relay, and a second terminal of the supercapacitor is connected to a first terminal of the first relay; when the first relay is disconnected, the composite power system supplies power to the generator and the first motor solely through the power battery, or receives electrical energy from the generator and the first motor through the power battery; when the first relay is engaged, the composite power system supplies power to the generator and the first motor jointly through the power battery and the supercapacitor, or receives electrical energy from the generator and the first motor jointly through the power battery and the supercapacitor.

2. The flying car power system according to claim 1, characterized in that, The composite power system also includes a sliding rheostat and a second relay; the first end of the sliding rheostat is connected to the first end of the power battery, the second end of the sliding rheostat is connected to the first end of the second relay, and the second end of the second relay is connected to the first end of the first relay; when the second relay is engaged, the sliding rheostat is used to share part of the regenerative braking power.

3. The flying car power system according to claim 2, characterized in that, The flying car's power system further includes a second motor, a third reducer, a first disconnect device, a second disconnect device, and a third disconnect device; the wheel system includes a first axle and a second axle; the power coupling device is connected to the first axle via the first disconnect device; the power coupling device is connected to the rotor via the second disconnect device; the composite power system is electrically connected to the second motor and is also used to supply power to the second motor; the second motor is connected to the third reducer; the third reducer is connected to the third disconnect device; the third disconnect device is connected to the second axle. The second motor is used to drive the second axle through the third reducer and the third disconnect device.

4. The flying car power system according to claim 2, characterized in that, The flying car power system also includes a transfer case, a first disconnect device, and a second disconnect device; the wheel system includes a front axle and a rear axle; the power coupling device is connected to the input shaft of the transfer case via the first disconnect device. The power coupling device is connected to the rotor via the second disconnect device; the output shaft of the transfer case is connected to the front shaft and the rear shaft respectively.

5. The flying car power system according to claim 2, characterized in that, The flying car power system further includes a first disconnect device and a second disconnect device; the wheel system includes a front axle and a rear axle; the power coupling device is connected to the front axle or the rear axle through the first disconnect device; the power coupling device is connected to the rotor through the second disconnect device.

6. A control method for a flying car power system as described in any one of claims 3 to 5, characterized in that, include: When the flying car is in a land-based driving state, if the current SOC of the power battery is lower than the first preset SOC, the flying car power system is controlled to enter hybrid mode; if the current SOC is higher than the second preset SOC, the flying car power system is controlled to enter pure electric mode; the second preset SOC is the value obtained by adding the first preset SOC and the first SOC compensation value. When the flying car is in flight, if the current SOC of the power battery is lower than the third preset SOC, the flying car power system is controlled to enter hybrid mode; if the current SOC is higher than the fourth preset SOC, the flying car power system is controlled to enter pure electric mode. The fourth preset SOC is the value obtained by adding the third preset SOC and the second SOC compensation value. The first preset SOC is less than the third preset SOC.

7. The method according to claim 6, characterized in that, Also includes: When the flying car is in driving mode and the flying car power system is in pure electric mode, the second relay is disconnected to obtain the power required by the driver. If the driver's power demand is greater than zero and less than or equal to the maximum discharge power of the power battery, the first relay is controlled to disconnect. If the driver's power demand exceeds the maximum discharge power of the power battery, the first relay is controlled to engage.

8. The method according to claim 6, characterized in that, Also includes: When the flying car is in braking mode and the flying car's power system is in pure electric mode, the braking power requirement is obtained. If the braking power demand is greater than zero and less than or equal to the first target power, the first relay and the second relay are disconnected; the first target power represents the maximum regenerative power capability of the power battery. If the braking power demand is greater than the first target power and less than or equal to the second target power, the second relay is controlled to disconnect and the first relay is controlled to connect; the second target power represents the sum of the maximum regenerative power capacity of the power battery and the maximum regenerative power capacity of the supercapacitor. If the braking power demand is greater than the second target power, the temperature of the four brake discs in the wheel system is detected. When the average temperature of the four brake discs is lower than the first temperature value, the second relay is controlled to disconnect, the first relay is controlled to engage, and the mechanical brake master cylinder pressure is controlled based on the third target power. When the average temperature of the four brake discs is higher than the second temperature value, the first relay and the second relay are controlled to engage, and the resistance value of the sliding rheostat is adjusted based on the third target power; the second temperature value is greater than the first temperature value. The third target power is the difference between the braking power requirement and the second target power.

9. A control method for a flying car power system as described in claim 3, characterized in that, include: When the flying car is driving on the ground and in a driving state, and the flying car power system is in pure electric mode, the second disconnect device is controlled to disengage, the clutch is controlled to disengage, the engine is controlled to stop, and the driving torque required by the driver is obtained. If the required driving torque of the driver is greater than zero and less than or equal to the first target torque, control the third disconnect device to disconnect, control the first disconnect device to engage, control the second motor to stop working, control the first motor to drive the flying car, and control the required torque of the first motor to be the required driving torque of the driver. The first target torque represents the maximum driving torque capability of the first motor; If the driver's required driving torque is greater than the first target torque and less than or equal to the second target torque, the third disconnect device is controlled to engage, the first disconnect device is controlled to engage, the first motor and the second motor are controlled to drive the flying car, and the required torque of the first motor is controlled to be the smaller of half of the driver's required driving torque and the first target torque, and the required torque of the second motor is controlled to be the torque value obtained by subtracting the required torque of the first motor from the driver's required driving torque; the second target torque represents the sum of the maximum driving torque capability of the first motor and the maximum driving torque capability of the second motor.

10. The method according to claim 9, characterized in that, Also includes: When the flying car is driving on the ground and is braking, and the flying car's power system is in pure electric mode, the braking torque is obtained. If the required braking torque is less than or equal to the third target torque, the third disconnect device is controlled to disconnect, the second motor is controlled to stop working, the first motor is controlled to perform braking energy recovery, and the required torque of the first motor is controlled to be the required braking torque; the third target torque represents the maximum recoverable torque capability of the first motor. If the braking demand torque is greater than the third target torque and less than or equal to the fourth target torque, the first disconnect device is controlled to engage, the third disconnect device is controlled to engage, the first motor and the second motor are controlled to perform braking energy recovery, and the demand torque of the first motor is controlled to be the smaller of half of the braking demand torque and the third target torque, and the demand torque of the second motor is controlled to be the torque value obtained by subtracting the demand torque of the first motor from the braking demand torque; the fourth target torque represents the sum of the maximum recovery torque capacity of the first motor and the maximum recovery torque capacity of the second motor.

11. The method according to claim 9, characterized in that, Also includes: When the flying car is driving on the ground and in a driving state, and the flying car's power system is in hybrid mode, the required power from the engine is obtained. If the required power at the engine end is less than or equal to the first equivalent power, control the engine to stop and control the clutch to disengage. When the required torque at the engine end is greater than zero and less than or equal to the first target torque, control the third disconnect device to disengage and control the first disconnect device to engage. Control the second motor to stop working and control the first motor to work. When the required torque at the engine end is greater than the first target torque and less than or equal to the second target torque, control the third disconnect device to engage and control the first disconnect device to engage. Control the first motor and the second motor to work. If the required power at the engine end is greater than the first equivalent power and less than or equal to the second equivalent power, control the clutch to engage, control the engine to drive the flying car, control the first disconnect device to engage, control the first motor to rotate, control the third disconnect device to disengage, and control the second motor to stop working. If the required power at the engine end is greater than the second equivalent power, control the operating power of the engine to be the second equivalent power, control the first disconnect device to engage, control the third disconnect device to engage, control the first motor and the second motor to operate, and control the sum of the operating power of the first motor and the operating power of the second motor to be the difference between the second equivalent power and the required power at the engine end; The first equivalent power and the second equivalent power are determined based on the characteristic curve of the engine; the characteristic curve includes an elliptical system, a first isopower line and a second isopower line; the first isopower line and the second isopower line are obtained based on the tangent along the elliptical system; the first equivalent power corresponds to the first isopower line; the second equivalent power corresponds to the second isopower line.

12. The method according to claim 9, characterized in that, Also includes: When the flying car is in flight and in a driving state, and the flying car's power system is in pure electric mode, the first disconnect device and the third disconnect device are controlled to separate, the second disconnect device is controlled to engage, the clutch is controlled to disengage, the engine is controlled to stop, the first motor is controlled to drive the rotor, the second relay is controlled to disconnect, and the first relay is controlled to engage.

13. The method according to claim 9, characterized in that, Also includes: When the flying car is in flight and under braking, and the flying car's power system is in pure electric mode, the clutch is disengaged, the engine is stopped, the second disconnect device is engaged, the first relay is engaged, and the flight recovery power is obtained. If the flight recovery power is less than or equal to the second target power, the second relay is controlled to disconnect, and the first disconnection device and the third disconnection device are controlled to disconnect; the second target power represents the sum of the maximum recovery power capability of the power battery and the maximum recovery power capability of the supercapacitor. If the flight recovery power is greater than the second target power, control the first disconnect device and the third disconnect device to engage, control the clutch and the second relay to engage, and control the resistance of the sliding rheostat to the maximum resistance value.

14. The method according to claim 11, characterized in that, Also includes: When the flying car is flying in the air and in a driving state, and the flying car power system is in hybrid mode, the first disconnect device and the third disconnect device are controlled to separate, the second disconnect device is controlled to engage, and the driving power required is obtained. If the required driving power is greater than zero and less than or equal to the first equivalent power, control the first motor to drive the rotor to operate, control the engine to drive the generator to generate electricity, and control the working power of the engine to be the first equivalent power; If the required driving power is greater than the first equivalent power and less than or equal to the maximum allowable power of the engine, control the clutch to engage, control the engine to drive the rotor to run, control the first motor to rotate without driving, and control the generator to rotate without generating electricity; If the required driving power is greater than the maximum allowable power, the engine's operating power is controlled to be the maximum allowable power, and the first motor is controlled to not work.

15. The method according to claim 9, characterized in that, Also includes: When the flying car is in flight and braking, and the flying car's power system is in hybrid mode, the first relay is engaged to acquire flight recovery power. If the flight recovery power is less than or equal to the second target power, control the second relay, the first disconnection device, the third disconnection device and the clutch to disengage, and control the first motor to perform braking energy recovery; If the flight recovery power is greater than the second target power, control the second relay, the first disconnect device, the third disconnect device and the clutch to engage, control the first motor to perform braking energy recovery, and control the resistance of the sliding rheostat to the maximum resistance value.

16. A control method for a flying car power system as described in claim 4 or 5, characterized in that, include: When the flying car is driving on the ground and in a driving state, and the flying car's power system is in hybrid mode, the required power from the engine is obtained. If the required power at the engine end is less than or equal to the first equivalent power, control the engine to stop, control the clutch to disengage, and control the first motor to drive the flying car. If the required power at the engine end is greater than the first equivalent power and less than or equal to the second equivalent power, control the clutch to engage, control the engine to drive the flying car, control the first disconnect device to engage, control the first motor to rotate, and control the second disconnect device to disengage. If the required power at the engine end is greater than the second equivalent power, control the operating power of the engine to be the second equivalent power, control the first disconnect device to engage, control the third disconnect device to engage, control the first motor to operate, and control the operating power of the first motor to be the difference between the second equivalent power and the required power at the engine end. The first equivalent power and the second equivalent power are determined based on the characteristic curve of the engine; the characteristic curve includes an elliptical system, a first isopower line and a second isopower line; the first isopower line and the second isopower line are obtained based on the tangent along the elliptical system; the first equivalent power corresponds to the first isopower line; the second equivalent power corresponds to the second isopower line.

17. The method according to claim 16, characterized in that, Also includes: When the flying car is in flight and in a driving state, and the flying car's power system is in pure electric mode, the first disconnect device is controlled to disengage, the second disconnect device is controlled to engage, the clutch is controlled to disengage, the engine is controlled to stop, the first motor is controlled to drive the rotor, the second relay is controlled to disconnect, and the first relay is controlled to engage.

18. The method according to claim 16, characterized in that, Also includes: When the flying car is in flight and under braking, and the flying car's power system is in pure electric mode, the clutch is disengaged, the engine is stopped, the second disconnect device is engaged, the first relay is engaged, and the flight recovery power is obtained. If the flight recovery power is less than or equal to the second target power, the second relay is controlled to disconnect, and the first disconnection device is controlled to disconnect; the second target power represents the sum of the maximum recovery power capability of the power battery and the maximum recovery power capability of the supercapacitor. If the flight recovery power is greater than the second target power, control the first disconnect device and the second disconnect device to engage, control the clutch and the second relay to engage, and control the resistance of the sliding rheostat to the maximum resistance value.

19. The method according to claim 16, characterized in that, Also includes: When the flying car is flying in the air and in a driving state, and the flying car power system is in hybrid mode, the first disconnection device is controlled to disconnect, the second disconnection device is controlled to engage, and the driving power required is obtained. If the required driving power is greater than zero and less than or equal to the first equivalent power, control the clutch to disengage, control the first motor to drive the rotor to operate, control the engine to drive the generator to generate electricity, and control the engine's operating power to be the first equivalent power; If the required driving power is greater than the first equivalent power and less than or equal to the maximum allowable power of the engine, control the clutch to engage, control the engine to drive the rotor to run, control the first motor to rotate without driving, and control the generator to rotate without generating electricity; If the required driving power is greater than the maximum allowable power, the engine's operating power is controlled to be the maximum allowable power, and the first motor is controlled to not work.

20. The method according to claim 18, characterized in that, Also includes: When the flying car is in flight and braking, and the flying car's power system is in hybrid mode, the first relay is engaged to acquire flight recovery power. If the flight recovery power is less than or equal to the second target power, control the second relay to disconnect, control the second disconnect device to engage, control the clutch to disengage, control the second disconnect device to engage, and control the first motor to perform braking energy recovery; If the flight recovery power is greater than the second target power, control the second relay, the first disconnect device, the second disconnect device and the clutch to engage, control the first motor to perform braking energy recovery, and control the resistance of the sliding rheostat to the maximum resistance value.

21. A flying car, characterized in that, The flying car includes the flying car power system as described in any one of claims 1 to 5.

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