Power control system and method, electronic equipment and computer storage medium

Abstract

The invention provides a power control system and method, electronic equipment and a computer storage medium, and relates to the technical field of aerocar power control. The system comprises an energy assembly and a control assembly. The energy assembly comprises a generator, an engine and a composite power supply; the generator is mechanically connected with the engine and is electrically connected with the composite power supply; the engine is configured to drive the generator to generate electric energy, and the composite power supply is configured to recover electric energy and / or amplify electric power; the control assembly comprises a first motor, a first speed reducer and a first disconnecting device; the first motor is mechanically connected with the first speed reducer; the first speed reducer is mechanically connected with the first disconnecting device; the first motor is configured to drive an axle or a rotor wing of the hovercar, the first speed reducer is configured to reduce the rotating speed of the first motor, and the first disconnecting device is configured to directly or indirectly connect / disconnect the axle or the rotor wing of the hovercar. The safety of flight in the air is improved, and the comprehensive power performance in land walking and flight states is enhanced.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of power control of flying cars, in particular to a power control system and method, an electronic device and a computer storage medium. BACKGROUND

[0002] As a new type of transportation vehicle integrating ground driving and air flight capabilities, the design and control strategy of the power system of a flying car are the core challenges to realize its safe, efficient and reliable operation. At present, there is relatively little technical research on the power system and its control strategy of flying cars. In existing extended-range electric vehicles, motors, engines, generators and power batteries are used as power systems to drive flying cars. Helicopters or aircraft use fuel engines as power systems. As a flying car, there are few publicly disclosed technologies related to power systems and control strategies.

[0003] The existing power technology solutions derived from pure electric vehicles or traditional aircraft cannot effectively meet the comprehensive needs of flying cars for high energy / power density, wide-range efficient operation (covering low-speed ground to high-speed air), fast dynamic response, reliable multi-modal (land / flight) seamless switching control, stringent safety redundancy and environmental adaptability. There is a lack of highly integrated and intelligent power system architecture and its collaborative control strategy specially designed for flying cars. SUMMARY

[0004] Therefore, the purpose of the embodiments of the present application is to provide a power control system and method, an electronic device and a computer storage medium to improve the above-mentioned problems in the prior art.

[0005] In a first aspect, the present application provides a power control system, which comprises: an energy component and a control component; the energy component comprises: a generator, an engine and a composite power source; the generator is mechanically connected to the engine, and the generator is electrically connected to the composite power source; the engine is configured to drive the generator to generate electric energy, and the composite power source is configured to recover electric energy and / or amplify electric power; the control component comprises: a first motor, a first speed reducer and a first disconnecting device; the first motor is mechanically connected to the first speed reducer, and the first speed reducer is mechanically connected to the first disconnecting device; the first motor is configured to drive the axle or rotor of the flying car, the first speed reducer is configured to reduce the speed of the first motor, and the first disconnecting device is configured to directly or indirectly connect / disconnect the axle or rotor of the flying car.

[0006] In the above implementation process, the engine continuously drives the generator to convert the chemical energy of fossil fuel into electric energy to power the flying car. The composite power source stores the kinetic energy converted from the regenerative braking in the deceleration or descent stage of the flying car into electric energy to improve energy utilization. In the high-power demand scenarios such as take-off and climbing, the composite power source can instantaneously release large current to make up for the response delay of the generator and ensure the transient performance of the power system. The first motor reduces the speed and increases the torque through the first speed reducer to adapt to the axle in the ground mode or the rotor in the flight mode. The first disconnecting device can physically isolate the power chain to avoid the loss caused by the idling of the axle in flight or the inertia of the rotor in ground driving, and realize seamless mode switching.

[0007] Optionally, the composite power source comprises a first switch, a second switch, a battery, a capacitor, and a variable resistor; the battery, the capacitor, and the variable resistor are connected in parallel; the first switch is configured to control the connection of the variable resistor to the battery; and the second switch is configured to control the connection of the variable resistor and the capacitor to the battery.

[0008] In the above implementation process, the first switch independently controls the connection of the variable resistor to the battery. The first switch is opened in low-power demand to avoid the loss caused by the shunt of the variable resistor; and the first switch is closed in high-power demand to dynamically adjust the output current slope of the battery by adjusting the resistance value of the variable resistor to suppress voltage drop. The second switch controls the parallel connection of the capacitor to the battery. When the second switch is closed, the capacitor provides peak current as a transient power buffer, and the variable resistor limits the initial charging current of the capacitor to prevent the battery from overcharging; and when the second switch is opened, the capacitor can independently recover the regenerative braking energy to avoid frequent charging and discharging of the battery.

[0009] Optionally, the axle of the flying car comprises a front axle and a rear axle; the system further comprises a second disconnecting device; the first disconnecting device is connected to the front axle or the rear axle of the flying car, and the second disconnecting device is connected to the rotor of the flying car; the first disconnecting device is configured to directly connect / disconnect the axle of the flying car; and the second disconnecting device is configured to directly or indirectly connect / disconnect the rotor of the flying car.

[0010] In the above implementation process, the first disconnecting device provided on the front axle or the rear axle completely disconnects the mechanical connection between the axle and the first speed reducer in the flight state to avoid the idling of the wheels driven by wind resistance and eliminate the additional resistance and bearing wear caused thereby. The second disconnecting device provided on the rotor disconnects the rotor in ground driving to prevent the inertia of the blades from dragging the motor, reduce energy consumption, and eliminate safety hazards.

[0011] Optionally, the system further comprises a transmission device; the first disconnecting device is connected to the transmission device; the first motor drives the rotor of the flying car; the first disconnecting device is configured to indirectly connect / disconnect the front axle and / or rear axle of the flying car; the transmission device is configured to drive the front axle and / or rear axle of the flying car; one end of the transmission device is connected to the front axle of the flying car, and the other end is connected to the rear axle of the flying car.

[0012] In the above implementation process, the transmission device serves as a central power distribution unit, the input end is connected to the speed reduction output of the first motor through the first disconnecting device, and the output end is rigidly connected to the front axle and rear axle through two half shafts, thereby simplifying the mechanical level while retaining the four-wheel drive expansion capability.

[0013] Optionally, the system further comprises a coupling device, a second motor and a second speed reducer; the coupling device connects the first motor and the second motor, and the second motor is mechanically connected to the second speed reducer, and the second speed reducer is mechanically connected to the second disconnecting device; the second speed reducer is configured to reduce the rotating speed of the second motor; the first motor and the second motor drive the rotor of the flying car through the coupling device; the first motor is configured to directly drive one of the front axle and rear axle of the flying car, and the second motor is configured to directly drive the other one of the front axle and rear axle of the flying car.

[0014] In the above implementation process, the coupling device connects the first motor and the second motor in parallel, so that they can output torque to the rotor together or individually; the second motor is connected to the rotor through the second speed reducer and the second disconnecting device. At the same time, the first motor directly drives one of the front axle and rear axle, and the second motor directly drives the other axle, thereby realizing complete decoupling of flight propulsion and wheel driving and dual-motor redundancy.

[0015] Optionally, the system further comprises a third disconnecting device; one end of the third disconnecting device is connected to the coupling device, and the other end is connected to the rotor of the flying car; the first disconnecting device is configured to directly connect / disconnect one of the front axle and rear axle of the flying car; the second disconnecting device is configured to directly connect / disconnect the other one of the front axle and rear axle of the flying car; the third disconnecting device is configured to directly connect / disconnect the rotor of the flying car.

[0016] In the implementation process, the third disconnecting device is used to directly connect or disconnect the power between the rotor and the coupling device. In this case, the first disconnecting device directly controls one of the front axle or the rear axle, the second disconnecting device directly controls the other axle, and the third disconnecting device separately controls the rotor. During flight, the third disconnecting device is closed, and the first and second disconnecting devices are simultaneously disconnected, so that the rotor is driven by the first and second motors; during ground travel, the third disconnecting device is disconnected, and the first and second disconnecting devices are closed as needed to respectively drive the corresponding axles, thereby realizing power separation and mode switching.

[0017] In a second aspect, the embodiments of the present application provide a power control method, which is applied to the power control system. The method comprises: when the flying car is in braking control, judging the size of the braking power of the flying car and the battery capacity; wherein the battery capacity is the maximum power that the battery can participate in using; in the case that the braking power of the flying car is less than or equal to the battery capacity, disconnecting the connection of the first switch and the second switch, disconnecting the connection of the variable resistor and the capacitor and the battery, and allowing the battery to recover electric energy alone; in the case that the braking power of the flying car is greater than the battery capacity, connecting the second switch, connecting the variable resistor and the capacitor and the battery, and allowing the battery and the capacitor to recover electric energy together.

[0018] In the implementation process, by comparing the real-time recovery power and the maximum available power of the battery, the automatic switching of the braking energy recovery path is realized: when the recovery power does not exceed the battery capacity, only the battery recovers alone to avoid the additional loss of the variable resistor and the capacitor; when the recovery power exceeds the battery capacity, the second switch is immediately closed to connect the capacitor in parallel, which together with the battery bears the recovery current, thereby protecting the battery from overloading and improving the total amount of energy recovery. The whole switching process is automatically completed by the system controller according to the power difference, without the need for driver intervention, ensuring braking safety and energy utilization efficiency.

[0019] Optionally, the method further comprises: when the flying car is in driving control, judging the size of the demand power of the flying car and the battery capacity; wherein the battery capacity is the maximum power that the battery can participate in using; in the case that the demand power of the flying car is less than or equal to the battery capacity, disconnecting the connection of the second switch, disconnecting the connection of the variable resistor and the capacitor and the battery, and allowing the battery to supply power alone; in the case that the demand power of the flying car is greater than the battery capacity, connecting the second switch, connecting the variable resistor and the capacitor and the battery, and allowing the battery and the capacitor to supply power together.

[0020] In the implementation process, if the demand power is less than or equal to the battery capacity, the second switch remains open, and the motor is powered by the battery alone, avoiding additional losses caused by the capacitor and the rheostat. If the demand power is greater than the battery capacity, the second switch is immediately closed, and the capacitor is connected in parallel to discharge together with the battery, making up for the instantaneous power gap of the battery and meeting the high-power scenarios such as take-off or sudden acceleration. The demand power is calculated and executed in real time to ensure rapid power response and prevent the battery from being overloaded.

[0021] In a third aspect, the embodiments of the present application also provide an electronic device, which comprises a memory and a processor, and the memory stores program instructions, and the processor executes the program instructions to perform the steps in the method.

[0022] In the implementation process, the processor calls the program instructions in real time to complete the on-off control of the first switch and the second switch in the braking and driving stages, and the collaborative management of the battery, the capacitor and the rheostat, thereby realizing the automatic control and energy optimization of the flying car power system on the same hardware platform.

[0023] In a fourth aspect, the embodiments of the present application also provide a computer storage medium, which stores computer program instructions, and the computer program instructions are executed by a processor to perform the steps in the method.

[0024] In the implementation process, the computer storage medium completely solidifies the power control method into computer program instructions; when the medium is read and executed by the processor, the processor executes the power judgment in the braking or driving stage, the on-off control of the switch and the collaborative management of the battery-capacitor according to the instructions, thereby realizing the automatic energy recovery and output of the flying car power system without additional hardware modification and direct deployment in the existing control unit. BRIEF DESCRIPTION OF DRAWINGS

[0025] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the drawings needed to be used in the embodiments of the present application. It should be understood that the following drawings only show some embodiments of the present application, and therefore should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can also be obtained without creative labor on the basis of these drawings.

[0026] Figure 1 The first schematic diagram of the power control system provided by the embodiments of the present application; Figure 2 The first schematic diagram of the power control method provided by the embodiments of the present application; Figure 3 The second schematic diagram of the power control method provided by the embodiments of the present application; Figure 4A schematic diagram of the first start control of the power control system provided by the embodiment of the present application is shown in the figure. Figure 5 A schematic diagram of the second start control of the power control system provided by the embodiment of the present application is shown in the figure. Figure 6 A second schematic diagram of the power control system provided by the embodiment of the present application is shown in the figure. Figure 7 A third schematic diagram of the power control system provided by the embodiment of the present application is shown in the figure. Figure 8 A block schematic diagram of an electronic device provided by the embodiment of the present application is shown in the figure.

[0027] Icon: 010 - front axle; 020 - rear axle; 030 - rotor; 040 - transmission; 050 - coupling device; 100 - generator; 200 - engine; 300 - composite power supply; 310 - battery; 320 - capacitor; 330 - rheostat; 340 - first switch; 350 - second switch; 410 - first speed reducer; 420 - second speed reducer; 510 - first motor; 520 - second motor; 610 - first disconnecting device; 620 - second disconnecting device; 630 - third disconnecting device; 700 - electronic device; 711 - memory; 712 - memory controller; 713 - processor; 714 - peripheral interface; 715 - input / output unit; 716 - display unit. DETAILED DESCRIPTION

[0028] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments of the present application, all other embodiments obtained by those skilled in the art without creative work fall within the scope of protection of the present application.

[0029] The embodiments of the present application provide a power control system, method, electronic device and computer storage medium, which are applied to a flying car. The power system has dual functions of driving the flying car to run on the road and fly in the air, and realizes land-air mode integration through sharing of a core power unit. Compared with a traditional extended-range electric vehicle, a composite power supply 300 system is innovatively introduced, which significantly improves the safety of flying in the air and enhances the comprehensive power performance in the land running and flying states. Meanwhile, the added disconnecting device effectively optimizes the system efficiency, thereby improving the overall economy of the flying car in the land running and air flying modes.

[0030] As shown in the figure, the power control system is divided into an energy component and a control component.

[0031] The energy component includes a generator 100, an engine 200 and a composite power supply 300. The generator 100 is mechanically connected to the engine 200, and the generator 100 is electrically connected to the composite power supply 300. The engine 200 is configured to drive the generator 100 to generate electric energy, and the composite power supply 300 is configured to recover electric energy and / or amplify electric power. The composite power supply 300 includes a first switch 340, a second switch 350, a battery 310, a capacitor 320 and a rheostat 330. The battery 310, the capacitor 320 and the rheostat 330 are connected in parallel. The first switch 340 is configured to control the connection of the rheostat 330 to the battery 310. The second switch 350 is configured to control the connection of the rheostat 330 and the capacitor 320 to the battery 310.

[0032] In the above implementation process, the composite power supply 300 is formed by connecting the battery 310, the capacitor 320 and the rheostat 330 in parallel. The first switch 340 is connected in series between the battery 310 and the rheostat 330, and is responsible for cutting in or cutting out the rheostat 330. The second switch 350 is connected in series between the battery 310 and the parallel connection node of the rheostat 330 and the capacitor 320, and is responsible for simultaneously connecting or disconnecting the rheostat 330 and the capacitor 320. By closing the second switch 350 first and then operating the first switch 340, the capacitor 320 can be allowed to work independently first, and then it can be determined whether the rheostat 330 is needed for current limiting. If the second switch 350 is first disconnected, the battery 310 can be used to supply power to the outside alone, and the capacitor 320 and the rheostat 330 are completely offline, which not only protects the elements but also provides three working modes: pure battery 310, battery 310 and capacitor 320, and battery 310 plus capacitor 320 and rheostat 330, to meet different starting, voltage stabilizing and protection requirements.

[0033] In an embodiment of the present application, the capacitor 320 uses a super capacitor, and the rheostat 330 uses a sliding rheostat. The super capacitor can discharge a pulse current of hundreds of amperes in milliseconds to meet the instantaneous high-power load such as motor starting and electromagnetic valve driving, and the capacity cannot be dropped by frequent charging and discharging, which is suitable for recovering braking energy or periodic peak-valley compensation. The battery 310 is only responsible for average power, and the service life is greatly extended. The sliding rheostat can adjust the damping in real time to prevent the voltage of the super capacitor from rising too high and triggering the overvoltage protection.

[0034] Regarding the part of the control component, the following will explain the scheme details in combination with multiple embodiments: Embodiment one Please refer to Figure 1 , Figure 1 The first schematic diagram of the power control system provided in the embodiment of the present application.

[0035] The control assembly comprises a first motor 510, a first speed reducer 410, and a first disconnecting device 610; the first motor 510 is mechanically connected to the first speed reducer 410; the first motor 510 is configured to drive the axle or rotor 030 of the flying car; the first speed reducer 410 is configured to reduce the rotating speed of the first motor 510; and the first disconnecting device 610 is configured to directly or indirectly connect / disconnect the axle or rotor 030 of the flying car.

[0036] Optionally, the generator 100 and the engine 200, the first motor 510 and the speed reducer, and the first speed reducer 410 and the first disconnecting device 610 can be mechanically connected through a shaft coupling, a belt drive, a helical gear engagement, or the like.

[0037] The axle of the flying car comprises a front axle 010 and a rear axle 020; the system further comprises a second disconnecting device 620; the first disconnecting device 610 is connected to the front axle 010 or the rear axle 020 of the flying car, and the second disconnecting device 620 is connected to the rotor 030 of the flying car; the first disconnecting device 610 is configured to directly connect / disconnect the axle of the flying car; and the second disconnecting device 620 is configured to directly or indirectly connect / disconnect the rotor 030 of the flying car.

[0038] Optionally, the flying car needs to switch between the two working conditions of ground driving and air flight, and the first disconnecting device 610 and the second disconnecting device 620 must be able to completely physically disconnect and intelligently control. The first disconnecting device 610 and the second disconnecting device 620 can be a composite device of an electromagnetic clutch or an electronic mechanical disengagement mechanism in parallel with a solid-state switch.

[0039] In the first embodiment of the present application, the corresponding control strategy comprises a land driving control strategy, an air flight control strategy, and a land driving and air flight switching control strategy.

[0040] The land driving control strategy comprises a land driving control strategy and a land braking control strategy.

[0041] In the case where the flying car is in the land driving control strategy, please refer to Figure 2 , Figure 2 The first schematic diagram of the power control method provided by the embodiment of the present application.

[0042] When the first disconnect device 610 is engaged, the system enters the pure electric drive mode. In this case, the demand power of the flying car is compared with the battery 310 capability; the battery 310 capability is the maximum power that the battery 310 can participate in using, which refers to the maximum drive power that the battery 310 can provide; when the demand power of the flying car is less than or equal to the battery 310 capability, the connection of the second switch 350 is disconnected, the variable resistor 330 and the capacitor 320 are disconnected from the battery 310, and the battery 310 is powered alone; when the demand power of the flying car is greater than the battery 310 capability, the connection of the second switch 350 is connected, the variable resistor 330 and the capacitor 320 are connected to the battery 310, and the battery 310 and the capacitor 320 are powered together. When the demand power of the flying car is greater than the battery 310 capability, the connection of the second switch 350 is closed, and the driving demand power is provided by the battery 310 and the capacitor 320 together.

[0043] When the flying car is in the land brake control strategy, please refer to Figure 3 , Figure 3 The second schematic diagram of the power control method provided by the embodiment of the application.

[0044] The braking power of the flying car is compared with the battery 310 capability; the battery 310 capability is the maximum power that the battery 310 can participate in using, which refers to the maximum recovery power that the battery 310 can provide.

[0045] The connection of the first switch 340 and the second switch 350 is disconnected, the variable resistor 330 and the capacitor 320 are disconnected from the battery 310, and the battery 310 is used for recovering electric energy alone; when the braking power of the flying car is greater than the battery 310 capability, the connection of the second switch 350 is connected, the variable resistor 330 and the capacitor 320 are connected to the battery 310, and the battery 310 and the capacitor 320 are used for recovering electric energy together.

[0046] When the braking power of the flying car is greater than or equal to the battery 310 capability, the braking power of the flying car is compared with (the battery 310 capability + the capacitor 320 capability); the capacitor 320 capability is the maximum power that the capacitor 320 can participate in using, which refers to the maximum recovery power that the capacitor 320 can provide; when the braking power of the flying car is greater than the battery 310 capability and less than or equal to (the battery 310 capability + the capacitor 320 capability), the first switch 340 is disconnected, the second switch 350 is engaged, the mechanical brake does not participate, the motor recovers energy, and the electric energy is stored by the battery 310 and the capacitor 320 together.

[0047] In the case of the braking power of the flying car being greater than the sum of the battery 310 capacity and the capacitor 320 capacity, the average temperature of the four brake discs is less than or equal to the preset threshold Tem1 (normal temperature), the first switch 340 is disconnected, the second switch 350 is connected, the mechanical brake is involved, the required power is equal to the braking power minus the sum of the battery 310 capacity and the capacitor 320 capacity, and the motor (recycling energy to the battery 310 and the capacitor 320) and the mechanical brake jointly complete the braking. If the average temperature of the four brake discs is greater than the preset threshold Tem2 (Tem2 is greater than Tem1, the temperature is too high), the first switch 340 and the second switch 350 are connected, the slide rheostat is adjusted so that the power consumed is equal to the braking power minus the sum of the battery 310 capacity and the capacitor 320 capacity, the mechanical brake is not involved, and only the motor recycles energy (stored in the battery 310 and the capacitor 320). By replacing mechanical braking with resistance energy consumption, the service life of the brake disc is effectively prolonged, and the safety of the system in long downhill or frequent braking conditions is ensured.

[0048] Please refer to Figure 4 , Figure 4 The first start control schematic diagram of the power control system provided by the embodiment of the application.

[0049] The engine 200 starts or stops according to the state of charge of the battery 310, the fault state of the battery 310, and the fault state of the capacitor 320. The SOC (State of Charge) of the battery 310 is a core parameter for measuring the ratio of the remaining available capacity to the rated capacity of the battery 310, which is usually expressed in percentage (0%-100%). The temperature and discharge rate can significantly affect the accuracy of SOC estimation, and as the number of cycles increases, the capacity attenuation of the battery 310 can cause the SOC reference value to change. In the case of a fault in the battery 310, a fault in the capacitor 320, or the state of charge (SOC) of the battery 310 being lower than the set threshold SOC1 (for example, 30%), the engine 200 starts; in the case of no fault in the battery 310, no fault in the capacitor 320, and the SOC of the battery 310 being higher than the set threshold SOC2 (for example, 40%, and SOC2>SOC1), the engine 200 stops. When the engine 200 starts, the battery 310 is used by default to power the generator 100 alone, and the second switch 350 is disconnected; in the case that the temperature of the battery 310 is too low or the power of the battery 310 is insufficient due to low power, the second switch 350 is connected to connect the capacitor 320 and the battery 310 to jointly power the generator 100, and the engine 200 is started together. The low-temperature resistance of the capacitor 320 is better than that of the battery 310, which can provide sufficient power at low temperatures to ensure the reliable start of the engine 200 and improve the environmental adaptability of the flying car, so that the system can adapt to lower temperatures compared with traditional range extenders.

[0050] The aerial flight control strategy includes a flight driving control strategy and a flight braking control strategy.

[0051] When the flying car is in the flight driving control strategy, the first disconnecting device 610 is disconnected to reduce the drag loss between the front and rear axles and improve the system economy; at the same time, the second disconnecting device 620 is connected, so that the motor can drive the rotor 030 to operate. To ensure that the rotor 030 obtains sufficient and rapid power supply and realizes smoother and safer flight, the first switch 340 is disconnected and the second switch 350 is connected, so that the super capacitor and the power battery jointly provide energy for the motor driving the rotor 030. The start-stop control of the engine 200 is strictly managed according to the state of charge (SOC) of the power battery.

[0052] When the flying car is in the flight braking control strategy, when the flight braking power is less than or equal to the sum of the battery 310 capacity and the capacitor 320 capacity, it is a normal braking mode, and the corresponding first switch 340 is disconnected and the first disconnecting device 610 is disconnected; the electric energy is recovered to the battery 310 and the capacitor 320 at the same time, and the energy economy is maximized. When the flight braking power is less than or equal to the sum of the battery 310 capacity and the capacitor 320 capacity, it is an emergency braking mode, the first disconnecting device 610 is connected, and the mechanical resistance deceleration is enabled; the sliding rheostat is adjusted so that the power consumed is equal to the braking power minus (the battery 310 capacity + the capacitor 320 capacity).

[0053] Please refer to Figure 5 , Figure 5 The schematic diagram of the second start control in the power control system provided by the embodiment of the application.

[0054] The engine 200 starts or stops according to the state of charge of the battery 310: The engine 200 start condition: the battery 310 has a fault, the capacitor 320 has a fault; or the state of charge (SOC) of the battery 310 is lower than the set threshold SOC1 (for example, 30%); or the state of charge (SOC) of the battery 310 is lower than the set threshold SOC3 (for example, 45%, and SOC3>SOC2>SOC1).

[0055] The engine 200 stop condition: the battery 310 has no fault, the capacitor 320 has no fault; and the state of charge (SOC) of the battery 310 is higher than the set threshold SOC2 (for example, 40%, SOC2>SOC1); and the state of charge (SOC) of the battery 310 is higher than the set threshold SOC4 (for example, 50%, and SOC4>SOC3>SOC2>SOC1).

[0056] When the engine 200 starts (whether in the air or on the ground), the generator 100 is powered by the battery 310 alone by default (acting as a starter), in which case the second switch 350 is open; if the power is insufficient due to the battery 310 being too low in temperature or power, the second switch 350 is connected, so that the capacitor 320 and the battery 310 jointly power the generator 100, and the engine 200 is started together, significantly improving the starting adaptability and reliability of the system in harsh environments such as low temperature. The core role of the application of the capacitor 320 is: on the one hand, it can provide more transient driving power to the motor in time, and on the other hand, compared with the battery 310, its excellent low-temperature resistance can provide sufficient power in low-temperature environments, effectively making up for the insufficient low-temperature power output of the battery 310. In addition, by providing auxiliary power, it can reduce the need to start the engine 200 to power the motor due to insufficient power of the battery 310, thereby effectively avoiding frequent start-stop of the engine 200 and improving the driving comfort.

[0057] Among them, the control strategy of land driving and air flight switching is: when the air flight mode instruction is turned on, and the engine 200, the generator 100, the battery 310, the capacitor 320 and the first motor 510 are all fault-free, and the fuel tank oil quantity is greater than a certain value, switch to air flight mode; when the land driving mode instruction is turned on, and the rotor 030 rotation speed is lower than a certain value, switch to land driving mode.

[0058] Embodiment two Please refer to Figure 6 , Figure 6 The second schematic diagram of the power control system provided by the embodiment of the application.

[0059] The control assembly comprises: a first motor 510, a first speed reducer 410, and a first disconnecting device 610; the first motor 510 is mechanically connected with the first speed reducer 410; the first motor 510 is configured to drive an axle or a rotor 030 of the flying car; the first speed reducer 410 is configured to reduce the rotating speed of the first motor 510; and the first disconnecting device 610 is configured to directly or indirectly connect / disconnect the axle or the rotor 030 of the flying car. The axle of the flying car comprises: a front axle 010 and a rear axle 020; the system further comprises: a second disconnecting device 620; the first disconnecting device 610 is connected with the front axle 010 or the rear axle 020 of the flying car, and the second disconnecting device 620 is connected with the rotor 030 of the flying car; the first disconnecting device 610 is configured to directly connect / disconnect the axle of the flying car; the second disconnecting device 620 is configured to directly or indirectly connect / disconnect the rotor 030 of the flying car. The system further comprises: a transmission device 040; the first disconnecting device 610 is connected with the transmission device 040; the first motor 510 drives the rotor 030 of the flying car; the first disconnecting device 610 is configured to indirectly connect / disconnect the front axle 010 and / or the rear axle 020 of the flying car; the transmission device 040 is configured to drive the front axle 010 and / or the rear axle 020 of the flying car; one end of the transmission device 040 is connected with the front axle 010 of the flying car, and the other end is connected with the rear axle 020 of the flying car.

[0060] The difference between the embodiment one and the embodiment two is that the embodiment two adopts the motor to drive the front and rear axles of the vehicle through the speed reducer, the disconnecting device and the transmission device 040. The transmission device 040 is used as an intermediate pivot, so that the single first motor 510 can drive the rotor 030 and control the power input to the transmission device 040 through the first disconnecting device 610, thereby efficiently realizing the all-wheel drive of the front and rear axles 020 of the flying car.

[0061] In the embodiment two of the application, the corresponding control strategies also comprise: a land driving control strategy, an air flight control strategy and a land driving and air flight switching control strategy. The control strategies in the embodiment two are similar to those in the embodiment one, which are briefly described as follows: The land driving control strategy comprises: a land driving control strategy and a land braking control strategy.

[0062] When the flying car is in the land driving mode, the first disconnecting device 610 is closed to enter the pure electric drive, and the required power is compared with the maximum required power of the battery 310: If the required power is less than or equal to the capacity of the battery 310, the second switch 350 is kept open, and the battery 310 is powered alone; if the required power exceeds the capacity of the battery 310, the second switch 350 is closed, and the variable resistor 330 and the capacitor 320 are connected to be output by the battery 310 and the capacitor 320.

[0063] After entering the land braking mode, it is determined whether the braking power is greater than the maximum recovery power of the battery 310: If the braking power is not greater than the capacity of the battery 310, the first and second switches 350 are both open, and only the battery 310 recovers electric energy; if the braking power is greater than the capacity of the battery 310, the second switch 350 is closed, so that the capacitor 320 also participates in recovery, and it is further compared whether the braking power is greater than (the capacity of the battery 310 + the capacity of the capacitor 320): When the braking power is between the two, only the motor recovers energy through the battery 310 and the capacitor 320 together, and the mechanical brake is not enabled; When the braking power exceeds the sum of the two and the average temperature of the four brake discs is less than or equal to Tem1, the mechanical brake is intervened, and the power thereof is equal to the excess part, so that the motor and the mechanical brake are cooperated; if the average temperature of the brake discs is greater than Tem2 (wherein Tem2 > Tem1), the first switch 340 and the second switch 350 are closed at the same time, the excess part is dissipated in the form of heat energy through the adjustment of the rheostat 330, and the motor recovers energy and is stored in the battery 310 and the capacitor 320, so that the brake discs are prevented from overheating, the service life is prolonged, and the safety in the scene of long downhill or frequent braking is guaranteed.

[0064] In the case that the battery 310 has a fault, the capacitor 320 has a fault, or the state of charge (SOC) of the battery 310 is lower than a set threshold SOC1 (for example, 30%), the engine 200 is started; in the case that the battery 310 has no fault, the capacitor 320 has no fault, and the SOC of the battery 310 is higher than a set threshold SOC2 (for example, 40%, and SOC2 > SOC1), the engine 200 is stopped. When the engine 200 is started, the battery 310 is used to supply power to the generator 100 by default, and the second switch 350 is open; in the case that the temperature of the battery 310 is too low or the charge of the battery 310 is too low, so that the power thereof is insufficient to drive the generator 100 to start the engine 200, the second switch 350 is connected, so that the capacitor 320 and the battery 310 jointly supply power to the generator 100 to start the engine 200 together.

[0065] The air flight control strategy includes: a flight driving control strategy and a flight braking control strategy.

[0066] When the flying car switches to the flight driving control strategy, the first disconnecting device 610 is disconnected to cut off the connection between the front and rear shafts, reduce mechanical drag loss, and improve flight economy; the second disconnecting device 620 is engaged, and the motor is connected to the rotor system 030. In this case, the system disconnects the first switch 340 and closes the second switch 350, and the super capacitor and the power battery are connected in parallel to supply power, so as to ensure that the rotor 030 obtains fast response and sufficient power output, and realizes flight stability and safety; the start and stop of the engine 200 is intelligently controlled according to the SOC state of the power battery, and the energy efficiency is optimized.

[0067] When the flying car switches to the flight braking control strategy, it is divided according to the comparison of the braking power and the total recovery capability of the battery 310 and the capacitor 320: when the braking power is less than or equal to the total recovery capability of the battery 310 and the capacitor 320, the first switch 340 and the first disconnecting device 610 are both disconnected, and the motor recovers energy to the battery 310 and the super capacitor at the same time, maximizing the energy recovery efficiency; if the braking power is still less than or equal to the total recovery capability of the battery 310 and the capacitor 320, the system enters the emergency mode, the first disconnecting device 610 is closed, mechanical resistance is introduced to slow down, and the sliding rheostat is adjusted so that its power consumption is equal to the braking power minus the sum of the recovery capability of the battery 310 and the capacitor 320, realizing redundant braking to ensure flight safety.

[0068] The engine 200 start-stop logic is managed by the power battery SOC, and the start conditions are that the battery 310 or the capacitor 320 has a fault, or SOC < 30% (SOC1), or SOC < 45% (SOC3, and SOC3 > SOC2 > SOC1); the stop conditions are that the battery 310 and the capacitor 320 have no faults, and SOC > 40% (SOC2), and SOC > 50% (SOC4, and SOC4 > SOC3 > SOC2 > SOC1).

[0069] Among them, the same as in example one, the control strategy for switching between land driving and air flight is that when the air flight mode instruction is turned on, and the engine 200, the generator 100, the battery 310, the capacitor 320, and the first motor 510 have no faults, and the fuel tank oil quantity is greater than a certain value, switch to air flight mode; when the land driving mode instruction is turned on, and the rotor 030 rotation speed is lower than a certain value, switch to land driving mode.

[0070] Example three Please refer to Figure 7 , Figure 7 The third schematic diagram of the power control system provided in the embodiment of the application.

[0071] The control assembly comprises: a first motor 510, a first speed reducer 410, a first disconnecting device 610; the first motor 510 is mechanically connected with the first speed reducer 410; the first motor 510 is configured to drive the axle or rotor 030 of the flying car; the first speed reducer 410 is configured to reduce the rotating speed of the first motor 510; and the first disconnecting device 610 is configured to directly or indirectly connect / disconnect the axle or rotor 030 of the flying car. The axle of the flying car comprises: a front axle 010 and a rear axle 020; the system further comprises: a second disconnecting device 620; the first disconnecting device 610 is connected with the front axle 010 or the rear axle 020 of the flying car, and the second disconnecting device 620 is connected with the rotor 030 of the flying car; the first disconnecting device 610 is configured to directly connect / disconnect the axle of the flying car; the second disconnecting device 620 is configured to directly or indirectly connect / disconnect the rotor 030 of the flying car. The system further comprises: a transmission device 040; the first disconnecting device 610 is connected with the transmission device 040; the first motor 510 drives the rotor 030 of the flying car; the first disconnecting device 610 is configured to indirectly connect / disconnect the front axle 010 and / or the rear axle 020 of the flying car; the transmission device 040 is configured to drive the front axle 010 and / or the rear axle 020 of the flying car; one end of the transmission device 040 is connected with the front axle 010 of the flying car, and the other end is connected with the rear axle 020 of the flying car. The system further comprises: a coupling device 050, a second motor 520 and a second speed reducer 420; the coupling device 050 is connected with the first motor 510 and the second motor 520; the second motor 520 is mechanically connected with the second speed reducer 420; the second speed reducer 420 is mechanically connected with the second disconnecting device 620; the second speed reducer 420 is configured to reduce the rotating speed of the second motor 520; the first motor 510 and the second motor 520 drive the rotor 030 of the flying car through the coupling device 050; the first motor 510 is configured to directly drive one of the front axle 010 and the rear axle 020 of the flying car; and the second motor 520 is configured to directly drive the other of the front axle 010 and the rear axle 020 of the flying car. The system further comprises: a third disconnecting device 630; one end of the third disconnecting device 630 is connected with the coupling device 050, and the other end is connected with the rotor 030 of the flying car; the first disconnecting device 610 is configured to directly connect / disconnect one of the front axle 010 and the rear axle 020 of the flying car; the second disconnecting device 620 is configured to directly connect / disconnect the other of the front axle 010 and the rear axle 020 of the flying car; and the third disconnecting device 630 is configured to directly connect / disconnect the rotor 030 of the flying car.

[0072] The difference between the embodiment one is that the embodiment three utilizes one of the front axle 010 or the rear axle 020 connected by the first motor 510, the first reducer 410 and the first disconnect device 610, the other of the front axle 010 or the rear axle 020 connected by the second motor 520, the second reducer 420 and the second disconnect device 620, the rotor 030 connected by the coupling device 050 and the third disconnect device 630 to realize the dual-motor four-wheel drive power system, which replaces the traditional single-motor power distribution through the transfer case, realizes the complete decoupling of front and rear axle torque, and improves the response speed and energy efficiency.

[0073] In the embodiment three of the present application, the corresponding control strategy also includes: land travel control strategy, air flight control strategy and land travel and air flight switching control strategy. However, the control strategy in the embodiment three is slightly different from the embodiment one and the embodiment two, and the embodiment one and the embodiment two do not involve the distribution problem of the dual-motor.

[0074] The engine 200 starts or stops according to the state of charge of the battery 310, the fault state of the battery 310 and the fault state of the capacitor 320. When the battery 310 has a fault or the capacitor 320 has a fault, or the state of charge of the battery 310 is lower than a certain value SOC1 (for example, 30%), the engine 200 starts, and when the battery 310 has no fault and the capacitor 320 has no fault, and the state of charge of the battery 310 is higher than a certain value SOC2 (for example, 40%, SOC2>SOC1), the engine 200 stops. The engine 200 starting control is that the battery 310 supplies power to the generator 100 by default, the generator 100 acts as a starter, starts the engine 200, and in this case the second switch 350 is open; when the battery 310 temperature is low or the battery 310 power is low, the battery 310 power is insufficient to supply the generator 100 to start the engine 200, the second switch 350 is engaged, the capacitor 320 supplies power to the generator 100, and the capacitor 320 and the battery 310 jointly supply power to the generator 100 to start the engine 200, thereby improving the environmental adaptability of the vehicle. Compared with the traditional extended-range electric vehicle power system, this system can adapt to lower environmental temperature, because the capacitor 320 has stronger low-temperature resistance than the battery 310, and can provide larger power at lower temperature, so as to start the engine 200 more calmly.

[0075] The land travel control strategy includes: land driving control strategy and land braking control strategy.

[0076] When the first disconnect device 610 is engaged, the system enters the pure electric drive mode in the case that the flying car is in the land driving control strategy.

[0077] In this case, from the composite power supply 300, it is necessary to determine the size of the demand power of the flying car and the battery 310 capacity; wherein the battery 310 capacity is the maximum power that the battery 310 can participate in using, here refers to the maximum driving power that the battery 310 can provide; in the case of the demand power of the flying car is less than or equal to the battery 310 capacity, disconnect the connection of the second switch 350, disconnect the connection of the variable resistor 330 and the capacitor 320 and the battery 310, so that the battery 310 is powered alone; in the case of the demand power of the flying car is greater than the battery 310 capacity, connect the connection of the second switch 350, connect the connection of the variable resistor 330 and the capacitor 320 and the battery 310, so that the battery 310 and the capacitor 320 are powered together. In the case of the demand power of the flying car is greater than the battery 310 capacity, close the connection of the second switch 350, and the battery 310 and the capacitor 320 jointly provide the driving demand power.

[0078] In the driving working condition, the composite power supply 300 delivers electric energy to the motor, and the motor converts electric energy into mechanical torque output to directly drive the wheels to move forward, realizing instant conversion of electric energy to mechanical energy.

[0079] Among them, the theoretical output torque should be the motor torque times the speed ratio of the reducer But this ignores the loss. The actual output torque needs to be multiplied by the efficiency of the reducer Because the reducer will have energy loss when transmitting torque, the loss needs to be compensated by the motor. Therefore, the formula is adjusted to:

[0080] Among them, the maximum torque that the first motor 510 can drive to supply is , the maximum torque that the second motor 520 can drive to supply is ; the maximum driving actual torque of the output end of the first reducer 410 matched with the first motor 510 is , the maximum driving actual torque of the output end of the second reducer 420 matched with the second motor 520 is ; the driving demand torque of the flying car is ; the driving supply torque of the first motor 510 is , the driving supply torque of the second motor 520 is ; the speed ratio of the first reducer 410 is , the efficiency of the first reducer 410 is , the speed ratio of the second reducer 420 is , and the efficiency of the second reducer 420 is .

[0081] Taking the first motor 510 as an example, when 0 ≤ In this case, the first disconnecting device 610 engages, the second disconnecting device 620 disengages, and the first motor 510 drives the vehicle independently. In this situation, the driving torque supplied by the first motor 510 is... .

[0082] exist < ≤ In this case, the first disconnect device 610 is engaged, the second disconnect device 620 is engaged, and the first motor 510 and the second motor 520 jointly drive the vehicle. In this case, the driving torque supplied by the first motor 510 is... The drive torque supplied by the second motor 520 is .

[0083] Similarly, taking the second motor 520 as an example, when 0 < ≤ In this case, the second disconnecting device 620 engages, the first disconnecting device 610 disengages, and the second motor 520 drives the vehicle independently. In this situation, the driving torque supplied by the second motor 520 is... .

[0084] exist < ≤ In this case, the second disconnect device 620 engages, the first disconnect device 610 engages, and the second motor 520 and the first motor 510 jointly drive the vehicle. In this case, the driving torque supplied by the second motor 520 is... The drive torque supplied by the first motor 510 is .

[0085] When the flying car is under land braking control strategy, when the vehicle enters the braking phase, inertia causes the wheels to continue rotating and drags the motor rotor. In this case, the motor switches to power generation mode, converting the mechanical inertia of the wheels into electrical energy, which is then fed back into the composite power supply 300, completing the efficient recovery of mechanical energy into electrical energy.

[0086] Among them, the theoretical output torque should be the motor torque. Multiply by the speed ratio of the reducer However, this ignores losses. Actual output torque It needs to be multiplied by the efficiency of the reducer. Because the reducer incurs energy loss when transmitting torque, this loss needs to be compensated for by the motor. Therefore, the formula is adjusted to:

[0087] Among them, the maximum torque that the first motor 510 can recover is , the maximum torque supplied by the second motor 520 for recovery is ; the maximum actual torque outputted by the first reducer 410 matched with the first motor 510 is , the maximum actual torque outputted by the second reducer 420 matched with the second motor 520 is ; the torque required for recovery of the flying car is ; the torque supplied by the first motor 510 for recovery is , the torque supplied by the second motor 520 for recovery is ; the speed ratio of the first reducer 410 is , the efficiency of the first reducer 410 is , the speed ratio of the second reducer 420 is , the efficiency of the second reducer 420 is .

[0088] Taking the first motor 510 as an example, when 0 , , the first disconnecting device 610 is combined, the second disconnecting device 620 is separated, and the first motor 510 alone performs brake energy recovery, in which case the torque supplied by the first motor 510 for recovery is .

[0089] When , , , the first disconnecting device 610 is combined, the second disconnecting device 620 is combined, and the first motor 510 and the second motor 520 jointly perform brake energy recovery, in which case the torque supplied by the first motor 510 for recovery is , the torque supplied by the second motor 520 for recovery is .

[0090] Taking the second motor 520 as an example, when 0 , , the second disconnecting device 620 is combined, the first disconnecting device 610 is separated, and the second motor 520 alone performs brake energy recovery, in which case the torque supplied by the second motor 520 for recovery is .

[0091] When , , , the second disconnecting device 620 is combined, the first disconnecting device 610 is combined, and the second motor 520 and the first motor 510 jointly perform brake energy recovery, in which case the torque supplied by the second motor 520 for recovery is , the torque supplied by the first motor 510 for recovery is .

[0092] From the perspective of the composite power supply 300, similar to Embodiment One and Embodiment Two, when the flying car brakes, first compare the braking power with the maximum recovery power of the battery 310: if the braking power is small, disconnect the first and second switches 350, and recover alone by the battery 310; if the braking power is greater than the capacity of the battery 310, close the second switch 350, so that the capacitor 320 is connected in parallel with the battery 310, and then compare the braking power with the sum of the capacity of the battery 310 and the capacity of the capacitor 320; if it is still within the sum, recover alone by the motor; if it exceeds the sum, detect the average temperature of the brake disc: when the temperature ≤ Tem1, mechanical braking is involved, and the power is the total braking power minus the sum of the capacity of the battery 310 and the capacity of the capacitor 320; when the temperature > Tem2 (Tem2 > Tem1), close the first and second switches 350, dissipate the excess power through the sliding resistor, and mechanical braking is withdrawn, only recovered by the motor, to prevent the brake disc from overheating, prolong the service life and ensure the safety of long downhill or frequent braking conditions.

[0093] When driving on land, whether driving or braking, the third disconnecting device 630 is separated, and the rotor 030 does not work.

[0094] The air flight control strategy includes: flight driving control strategy and flight braking control strategy.

[0095] When the flying car switches to the flight driving control strategy, the first disconnecting device 610 is disconnected, the second disconnecting device 620 is disconnected, thereby reducing the drag loss of the front axle 010 and the rear axle 020, and improving the economy. The third disconnecting device 630 is engaged, and the first motor 510 and the second motor 520 jointly drive the rotor 030 to operate. The flight driving demand torque is evenly distributed to the first motor 510 and the second motor 520. The first switch 340 is disconnected, and the second switch 350 is engaged, and the capacitor 320 and the battery 310 jointly provide driving power for the two motors, so as to ensure sufficient power supply and timely power supply, so that the flight is smoother and safer. The engine 200 starts or stops according to the state of charge of the battery 310. The starting strategy of the engine 200 in the air is the same as that on land, which is as follows: by default, the battery 310 supplies power to the generator 100, the generator 100 acts as a starter, starts the engine 200, and at this time the second switch 350 is disconnected; when the battery 310 temperature is low or the battery 310 power is low, the battery 310 cannot supply power to the generator 100 to start the engine 200, the second switch 350 is engaged, the capacitor 320 supplies power to the generator 100, and the capacitor 320 and the battery 310 jointly supply power to the generator 100 to start the engine 200, thereby improving the environmental adaptability of the vehicle. Compared with the power system without using the composite power supply 300, this system can adapt to a lower environment temperature, because the capacitor 320 has stronger low-temperature resistance than the battery 310, and can provide larger power at a lower temperature, thereby starting the engine 200 more calmly.

[0096] When the flying car switches to the flight driving control strategy, according to the comparison of the brake power and the total recovery capacity of the battery 310 and the capacitor 320, it is divided into: when the brake power is less than or equal to the total recovery capacity of the battery 310 and the capacitor 320, the first switch 340, the first disconnecting device 610 and the second disconnecting device 620 are all disconnected, and the motor recovers energy to the battery 310 and the super capacitor at the same time, maximizing the energy recovery efficiency; if the brake power is still less than or equal to the total recovery capacity of the battery 310 and the capacitor 320, the system enters the emergency mode, the first disconnecting device 610 and the second disconnecting device 620 are closed, the mechanical resistance is introduced to slow down, and the sliding rheostat is adjusted to consume power equal to the brake power minus the sum of the recovery capacity of the battery 310 and the capacitor 320, realizing redundant braking to ensure flight safety. The engine 200 start-stop logic is uniformly managed by the power battery SOC, and the starting conditions are that the battery 310 or the capacitor 320 has a fault, or SOC<30% (SOC1), or SOC<45% (SOC3, and SOC3>SOC2>SOC1); the stop conditions are that the battery 310 and the capacitor 320 are both fault-free, and SOC>40% (SOC2), and SOC>50% (SOC4, and SOC4>SOC3>SOC2>SOC1).

[0097] Wherein, as in example one and example two, the control strategy of switching between land travel and air flight is that when the air flight mode instruction is turned on, and the engine 200, the generator 100, the battery 310, the capacitor 320, and the first motor 510 are all fault-free, and the fuel tank oil quantity is greater than a certain value, switch to the air flight mode; when the land travel mode instruction is turned on, and the rotor 030 rotation speed is lower than a certain value, switch to the land travel mode.

[0098] Please refer to Figure 8 , Figure 8 A block schematic diagram of an electronic device provided by the present application.

[0099] The electronic device 700 can include a memory 711, a storage controller 712, a processor 713, a peripheral interface 714, an input output unit 715, and a display unit 716. Those skilled in the art can understand that Figure 8 The structure shown is only a schematic, which does not limit the structure of the electronic device 700. For example, the electronic device 700 can also include more or fewer components than those shown in Figure 8 , or have a different configuration from Figure 8 .

[0100] The memory 711, the storage controller 712, the processor 713, the peripheral interface 714, the input output unit 715, and the display unit 716 are directly or indirectly electrically connected to each other to realize data transmission or interaction. For example, these elements can be electrically connected to each other through one or more communication buses or signal lines. The processor 713 is used to execute the executable modules stored in the memory.

[0101] The memory 711 can be, but is not limited to, a random access memory (RAM), a read only memory (ROM), a programmable read only memory (PROM), an erasable programmable read only memory (EPROM), an electrically erasable programmable read only memory (EEPROM), etc. The memory 711 is used to store programs, and the processor 713 executes the programs after receiving execution instructions. The method executed by the electronic device 700 defined by the processes disclosed in any embodiment of the present application can be applied in the processor 713, or implemented by the processor 713.

[0102] The processor 713 can be an integrated circuit chip having a signal processing capability. The processor 713 can be a general purpose processor, including a central processing unit (CPU), a network processor (NP), or the like. The processor 713 can also be a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components. The processor 713 can implement or execute the various methods, steps, and logical block diagrams disclosed in the embodiments of the present application. The general purpose processor can be a microprocessor, or any conventional processor, or the like.

[0103] The peripheral interface 714 couples various input / output devices to the processor 713 and the memory 711. In some embodiments, the peripheral interface 714, the processor 713, and the memory controller 712 can be implemented in a single chip. In other embodiments, they can be implemented by independent chips.

[0104] The input / output unit 715 is configured to provide input data to a user. The input / output unit 715 can be, but is not limited to, a mouse, a keyboard, or the like.

[0105] The display unit 716 provides an interactive interface (e.g., a user operation interface) between the electronic device 700 and a user, or is configured to display image data for a user to refer. In the present embodiment, the display unit can be a liquid crystal display or a touch display. If the display unit is a touch display, it can be a capacitive touch screen or a resistive touch screen supporting single-point and multi-point touch operations. The support of single-point and multi-point touch operations means that the touch display can sense a touch operation generated from one or more positions on the touch display at the same time, and transfer the sensed touch operation to the processor for calculation and processing.

[0106] The embodiments of the present application also provide a computer readable storage medium, which stores computer program instructions. When the computer program instructions are read and executed by a processor, the steps of the power control method are performed.

[0107] In summary, the application provides a power control system, method, electronic device and computer storage medium, and relates to the technical field of flying car power control. The system comprises an energy component and a control component. The energy component comprises a generator, an engine and a composite power supply. The generator is mechanically connected to the engine, and the generator is electrically connected to the composite power supply. The engine is configured to drive the generator to generate electric energy, and the composite power supply is configured to recover electric energy and / or amplify electric power. The control component comprises a first motor, a first speed reducer and a first disconnecting device. The first motor is mechanically connected to the first speed reducer, and the first speed reducer is mechanically connected to the first disconnecting device. The first motor is configured to drive the axle or rotor of the flying car, the first speed reducer is configured to reduce the rotating speed of the first motor, and the first disconnecting device is configured to directly or indirectly connect / disconnect the axle or rotor of the flying car. The safety of air flight is improved, and the comprehensive power performance in the land and flight states is enhanced.

[0108] In several embodiments provided in the present application, it should be understood that the disclosed device can also be implemented in other manners. The above described device embodiments are merely schematic. For example, the block diagram in the drawings shows a possible implementation architecture, function and operation of the device according to the embodiments of the present application. In this regard, each block in the block diagram can represent a module, a program segment or a part of code, which contains one or more executable instructions for implementing a specified logic function. It should also be noted that, in some alternative implementation manners, the functions noted in the blocks can occur in different orders from those noted in the drawings. For example, two consecutive blocks can actually be executed substantially in parallel, and sometimes they can be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagram, and the combination of the block diagram, can be implemented by a dedicated hardware-based system for implementing the specified function or action, or can be implemented by a combination of dedicated hardware and computer instructions.

[0109] In addition, each functional module in the embodiments of the present application can be integrated together to form an independent part, or each module can exist independently, or two or more modules can be integrated to form an independent part.

[0110] If the functions are implemented in the form of software function modules and sold or used as independent products, they can be stored in a computer readable storage medium. Based on this understanding, the technical solutions of the present application essentially or the parts that make contributions to the prior art or parts of the technical solutions can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present application. The aforementioned storage medium includes: a U disk, a mobile hard disk, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), a magnetic disk or an optical disk, and various media that can store program codes.

[0111] The above merely provides an example of the present application and is not intended to limit the protection scope of the present application. For those skilled in the art, the present application can have various modifications and changes. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application. It should be noted that similar reference numbers and letters represent similar items in the following drawings, so once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings.

[0112] The above merely provides an example of the present application and is not intended to limit the protection scope of the present application. For those skilled in the art, the present application can have various modifications and changes. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application. It should be noted that similar reference numbers and letters represent similar items in the following drawings, so once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings.

[0113] It should be noted that, in the present document, the relationship terms such as first and second are merely used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between the entities or operations. Moreover, the terms "include", "contain" or any other variants thereof are intended to cover non-exclusive inclusion, so that the processes, methods, articles or devices including a series of elements not only include those elements, but also include other elements not explicitly listed or inherent to such processes, methods, articles or devices. Without more limitations, the elements defined by the statement "include" do not exclude the presence of other identical elements in the processes, methods, articles or devices including the elements.

Claims

1. A power control system, characterized in that, For use in flying cars, the system includes: an energy component and a control component; The energy components include: generator, engine, and composite power supply; The generator is mechanically connected to the engine, and the generator is electrically connected to the composite power supply; the engine is configured to drive the generator to generate electrical energy, and the composite power supply is configured to recover electrical energy and / or amplify electrical power. The control components include: a first motor, a first reducer, and a first disconnection device; The first motor is mechanically connected to the first reducer, and the first reducer is mechanically connected to the first disconnection device; the first motor is configured to drive the axle or rotor of the flying car, the first reducer is configured to reduce the speed of the first motor, and the first disconnection device is configured to directly or indirectly connect / disconnect the axle or rotor of the flying car.

2. The system according to claim 1, characterized in that, The composite power supply includes: a first switch, a second switch, a battery, a capacitor, and a rheostat; The battery, the capacitor, and the rheostat are connected in parallel. The first switch is configured to control the rheostat to connect or disconnect from the battery; The second switch is configured to control the connection of the rheostat and the capacitor to or from the battery.

3. The system according to claim 1, characterized in that, in, The flying car's axles include a front axle and a rear axle; the system also includes a second disconnection device. The first disconnection device is connected to the front axle or the rear axle of the flying car, and the second disconnection device is connected to the rotor of the flying car; The first disconnection device is configured to directly connect / disconnect the axle of the flying car; the second disconnection device is configured to directly or indirectly connect / disconnect the rotor of the flying car.

4. The system according to claim 3, characterized in that, The system also includes: a transmission device; The first disconnection device is connected to the transmission device; the first motor drives the rotor of the flying car; the first disconnection device is configured to indirectly connect / disconnect the front axle and / or the rear axle of the flying car. The transmission device is configured to drive the front axle and / or rear axle of the flying car; one end of the transmission device is connected to the front axle of the flying car, and the other end is connected to the rear axle of the flying car.

5. The system according to claim 3, characterized in that, The system also includes: a coupling device, a second motor, and a second reducer; The coupling device connects the first motor and the second motor, and the second motor is mechanically connected to the second reducer, and the second reducer is mechanically connected to the second disconnection device; The second reducer is configured to reduce the speed of the second motor; the first motor and the second motor drive the rotor of the flying car through the coupling device; the first motor is configured to directly drive one of the front axle and the rear axle of the flying car, and the second motor is configured to directly drive the other of the front axle and the rear axle of the flying car.

6. The system according to claim 5, characterized in that, The system also includes: a third disconnection device; The third disconnection device is connected at one end to the coupling device and at the other end to the rotor of the flying car; The first disconnection device is configured to directly connect / disconnect one of the front axle and the rear axle of the flying car; the second disconnection device is configured to directly connect / disconnect the other of the front axle and the rear axle of the flying car; and the third disconnection device is configured to directly connect / disconnect the rotor of the flying car.

7. A power control method, characterized in that, The method is applied to the power control system according to any one of claims 1 to 6, and the method includes: The flying car is under braking control: Determine the braking power and battery capacity of the flying car; wherein, the battery capacity is the maximum power that the battery can utilize. When the braking power of the flying car is less than or equal to the battery capacity, the connection of the first switch and the second switch is disconnected, the rheostat and the capacitor are disconnected from the battery, and the battery recovers electrical energy independently. When the braking power of the flying car exceeds the battery capacity, the second switch is connected, and the rheostat and the capacitor are connected to the battery, allowing the battery and the capacitor to recover electrical energy together.

8. The method according to claim 7, characterized in that, The method further includes: The flying car is under drive control: Determine the required power of the flying car and the battery capacity; wherein, the battery capacity is the maximum power that the battery can utilize. If the power demand of the flying car is less than or equal to the battery capacity, the second switch is disconnected, the rheostat and capacitor are disconnected from the battery, and the battery is powered alone. When the power demand of the flying car exceeds the battery capacity, the second switch is connected, and the rheostat and the capacitor are connected to the battery, so that the battery and the capacitor are powered together.

9. An electronic device, characterized in that, The electronic device includes a memory and a processor. The memory stores program instructions, and when the processor executes the program instructions, it performs the steps of the method described in claim 7.

10. A computer storage medium, characterized in that, The computer storage medium stores computer program instructions, which, when executed by a processor, perform the steps of the method of claim 7.

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