Power system, vehicle and control method thereof

Abstract

The invention discloses a power system, a vehicle and a control method of the vehicle. Wherein the power system comprises a plurality of driving motors which are connected with a power battery and are respectively used for controlling wheels and flight rotors of the vehicle; the different transmission mechanisms are connected between the different driving motors and the different wheels or the flight rotors, and the transmission mechanisms are used for transmitting the driving force output by the corresponding driving motors to the corresponding wheels or the flight rotors; and the plurality of controllers are respectively connected with the plurality of driving motors or the power batteries, are connected with the vehicle control unit through a communication bus, and are respectively used for controlling the corresponding driving motors to work or controlling the power batteries to output electric energy based on the control instructions output by the vehicle control unit. The technical problem that the power output efficiency is low due to the fact that a power system in the prior art is simple in structure is solved.

Description

Technical Field

[0001] This invention relates to the fields of vehicles and control, and more specifically, to a power system, a vehicle, and a control method thereof. Background Technology

[0002] With the widespread use of vehicles, people's demands for travel methods are constantly upgrading. The rapid development of technology has also driven vehicle innovation, and vehicles with flying capabilities are gradually being promoted and used as a new type of transportation.

[0003] However, the existing powertrain system structure is relatively simple, and it is difficult to provide efficient power output when facing increasingly complex environments and driving needs. In other words, the existing powertrain system has the defect of low power output efficiency.

[0004] There is currently no effective solution to the above problems. Summary of the Invention

[0005] This invention provides a power system, a vehicle, and a control method thereof, to at least solve the technical problem in the related art where the power system has a simple structure, resulting in low power output efficiency.

[0006] According to one aspect of the present invention, a power system is provided for a vehicle with flight capability. The power system includes: multiple drive motors connected to a power battery, which are respectively used to control the vehicle's wheels and flight rotors; multiple transmission mechanisms, which are connected between different drive motors and different wheels or flight rotors, and are used to transmit the driving force output by the corresponding drive motor to the corresponding wheel or flight rotor; and multiple controllers, which are respectively connected to the multiple drive motors or power batteries and connected to a vehicle controller via a communication bus, and are respectively used to control the operation of the corresponding drive motor or control the power battery to output electrical energy based on the control commands output by the vehicle controller.

[0007] Optionally, multiple drive motors are included, including: a first front drive motor connected to the power battery and the transmission mechanism corresponding to the front wheel, for driving the front wheel; a rear drive motor connected to the power battery and the transmission mechanism corresponding to the rear wheel, for driving the rear wheel; and a second front drive motor connected to the power battery and the transmission mechanism corresponding to the flight rotor, for driving the flight rotor.

[0008] Optionally, the multiple transmission mechanisms include: a first transmission mechanism, which is connected to the front wheel via a drive motor corresponding to the front wheel; a second transmission mechanism, which is connected to the rear wheel via a drive motor corresponding to the rear wheel; and a third transmission mechanism, which is connected to the rotor via a drive motor corresponding to the rotor.

[0009] Optionally, the first transmission mechanism is connected to the front wheel via a first clutch, and the third transmission mechanism is connected to the first clutch and the front wheel via a second clutch; the first transmission mechanism is also used to output the driving force output by the drive motor corresponding to the front wheel to the flight rotor, and the third transmission mechanism is also used to output the driving force output by the drive motor corresponding to the flight rotor to the front wheel.

[0010] Optionally, the aforementioned power system further includes: multiple disconnect devices, respectively connected between the corresponding transmission mechanism and the corresponding wheel or flight rotor; a first differential, connected between the disconnect device corresponding to the front wheel and the two front wheels; and a second differential, connected between the disconnect device corresponding to the rear wheel and the two rear wheels.

[0011] Optionally, the aforementioned power system may further include: a generator connected to the power battery for charging the power battery; an engine connected to the generator for driving the generator; and an engine controller connected to the communication bus and the engine for controlling the engine.

[0012] Optionally, the engine is also connected to the transmission mechanism corresponding to the rear wheels via a third clutch to drive the rear wheels.

[0013] According to another aspect of the present invention, a vehicle control method is also provided, comprising: determining a driving mode of the vehicle based on a selection signal output by a mode selection device, wherein the driving mode is used to drive the wheels or a flight rotor; generating control commands for a power system based on signals output by an accelerator pedal or a brake pedal and the driving mode, wherein the power system is the power system in various embodiments of the present invention; and controlling the operation of various components in the power system based on the control commands.

[0014] Optionally, based on the signals output from the accelerator pedal or brake pedal and the driving mode, control commands for the powertrain are generated, including: determining the output parameters of the powertrain based on the signals output from the accelerator pedal or brake pedal and vehicle status data, wherein the output parameters include torque and power; determining the operating state of each component in the powertrain based on the output parameters and the driving mode; and generating control commands for the powertrain based on the operating state of each component.

[0015] Optionally, based on output parameters and driving mode, the operating state of each component in the powertrain system is determined, including: acquiring vehicle state data, wherein the state data includes one of the following: vehicle speed, the state of each component in the powertrain system; and determining the operating state of each component in the powertrain system based on output parameters, driving mode, and state data.

[0016] According to another aspect of the present invention, a vehicle is also provided, including: the power system of various embodiments of the present invention.

[0017] According to another aspect of the present invention, an electronic device is also provided, comprising: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods of various embodiments of the present invention during runtime.

[0018] According to another aspect of the present invention, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein, when the executable program is executed, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of the present invention.

[0019] According to another aspect of the present invention, a computer program product is also provided, including a computer program that, when executed by a processor, implements the methods of various embodiments of the present invention.

[0020] According to another aspect of the present invention, a computer program product is also provided, including a non-volatile computer-readable storage medium storing a computer program that, when executed by a processor, implements the methods of various embodiments of the present invention.

[0021] According to another aspect of the present invention, a computer program is also provided, which, when executed by a processor, implements the methods of the various embodiments of the present invention.

[0022] In this embodiment of the invention, the power system includes: multiple drive motors connected to a power battery, respectively used to control the vehicle's wheels and rotor; multiple transmission mechanisms, each connected between a different drive motor and a different wheel or rotor, the transmission mechanism being used to transmit the driving force output by the corresponding drive motor to the corresponding wheel or rotor; and multiple controllers, respectively connected to the multiple drive motors or power batteries, and connected to the vehicle controller via a communication bus, respectively used to control the operation of the corresponding drive motor or control the power battery to output electrical energy based on the control commands output by the vehicle controller. The power system of this application utilizes multiple drive motors and their corresponding transmission mechanisms to drive the vehicle's wheels and rotor, simplifying the drive path. Furthermore, based on the control commands output by the vehicle controller, the controller can control the drive motors or power batteries separately to achieve efficient transmission of the driving force of the drive motors, thereby improving the power output efficiency of the power system. This achieves the technical effect of improving power output efficiency and solves the technical problem in related technologies where the power system structure is simple, resulting in low power output efficiency. Attached Figure Description

[0023] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0024] Figure 1 This is a schematic diagram of a power system according to an embodiment of the present invention;

[0025] Figure 2 This is a schematic diagram of an optional power system according to an embodiment of the present invention;

[0026] Figure 3 This is a flowchart of a vehicle control method according to an embodiment of the present invention;

[0027] Figure 4 This is a schematic diagram of a vehicle control device according to an embodiment of the present invention. Detailed Implementation

[0028] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0029] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0030] According to an embodiment of the present invention, an embodiment of a power system is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0031] Figure 1This is a schematic diagram of a power system according to an embodiment of the present invention, such as... Figure 1 As shown, the power system is applied to vehicles with flight capabilities, and the power system 200 includes:

[0032] Multiple drive motors 100 are connected to a power battery 120 and are used to control the vehicle's wheels 122 and flight rotors 124, respectively. Figure 1 The example shown uses two drive motors.

[0033] The aforementioned power system can be applied to vehicles or other flying equipment, such as aircraft. The power system integrates multiple power sources, including an engine, drive motors, and power batteries for energy storage. The power system works in coordination through a series of drive motors, transmission mechanisms, and controllers to provide power for the vehicle's ground driving and flight. The power system is designed to achieve efficient, flexible, and safe power conversion and management, meeting the vehicle's power performance requirements under different environments and demands. For example, in pure electric mode, the power system relies on the power battery and drive motor; while in hybrid mode, the engine and generator are also activated to increase power or charge the battery.

[0034] The aforementioned vehicles can refer to vehicles with flight capabilities, or flying vehicles. That is, these vehicles are amphibious vehicles, capable of traveling on land and simultaneously flying like airplanes. In other words, they are integrated land-air vehicles that can both travel on the ground and fly in the air. These vehicles can meet the needs of short-distance, rapid travel, alleviating traffic congestion. The design of these vehicles combines the technological characteristics of both vehicles and aircraft, aiming to provide rapid, short-distance travel solutions, alleviate ground traffic congestion, and improve travel efficiency and flexibility. Structurally, the vehicle may include, but is not limited to, a vehicle controller, body, wheels, flight rotors, and the aforementioned power system. The vehicle can select and control power distribution according to the driving mode.

[0035] The wheels are the primary contact surface for a vehicle when it is traveling on the ground, responsible for converting the mechanical energy output by the drive motor in ground driving mode into the driving force that propels the vehicle forward. Vehicles are typically equipped with four wheels, such as two at the front and two at the rear. The wheels can be adjusted via differentials to meet the stability requirements of cornering and ground driving. In ground driving mode, the wheels are connected to their corresponding drive motors through a transmission mechanism. However, when the vehicle switches to flight mode, the driving force on the wheels is disconnected to ensure safe flight.

[0036] The rotor is a key component of a vehicle when it is in flight. The rotation of the rotor generates lift, enabling the vehicle to fly. The rotor is typically driven by a drive motor, independent of the wheel drive in ground driving mode. In flight mode, the rotor's speed and angle can be controlled by the vehicle's overall controller via corresponding controllers to achieve stable flight and maneuverability.

[0037] The aforementioned drive motor is a key component of the power system. The drive motor converts electrical energy into mechanical energy to drive wheels or rotors. The specific operating state and power output of the drive motor can be controlled by a corresponding controller. Drive motors can be of various types, including permanent magnet synchronous motors and induction motors. The drive motor may include, but is not limited to, structures such as a stator, rotor, bearings, ventilation and cooling system, and sensors.

[0038] The driving force output by the drive motor can refer to the force that converts electrical energy into mechanical energy, which is then transmitted to the wheels or rotors through a transmission mechanism, propelling the vehicle forward or into flight. The magnitude of the driving force is determined by the power output of the drive motor and the efficiency of the transmission mechanism. Furthermore, the driving force can be adjusted by the vehicle controller based on a comprehensive judgment of the accelerator pedal signal, vehicle status data, and driving mode. In ground driving mode, the driving force is generated by the friction between the front and rear wheels acting on the ground, enabling forward movement. In flight mode, the driving force is converted into lift from the rotors, supporting the vehicle in flight.

[0039] The aforementioned power battery is an energy storage device in a power system. It provides electrical energy to the drive motor. A power battery typically consists of multiple battery cells, possessing high energy density and high power output to meet the vehicle's power demands. Through charging and discharging, the power battery forms a power chain with other power devices, such as the engine, generator, and drive motor, ensuring the vehicle receives sufficient power both on the ground and in the air. The battery management system can monitor the power battery's status, including charge level, temperature, and current, to ensure its safe and stable operation.

[0040] In one alternative embodiment, the drive motor can be closely connected to the power battery, which can convert chemical energy (i.e., the energy form inside the battery) into electrical energy and then transmit the electrical energy to the drive motor, which in turn converts the electrical energy into mechanical energy to drive the vehicle's wheels or flight rotor, thereby enabling the vehicle to move or fly.

[0041] To meet the dual needs of ground driving and aerial flight, the drive motor can also be used to drive the wheels, enabling the vehicle to travel smoothly on roads, and to drive the rotor blades, ensuring sufficient lift when the vehicle is in flight. This design improves the vehicle's dynamic flexibility and safety, allowing it to switch driving modes freely in different scenarios.

[0042] Multiple transmission mechanisms 102 are connected between different drive motors and different wheels or flight rotors. The transmission mechanisms are used to transmit the driving force output by the corresponding drive motor to the corresponding wheel or flight rotor.

[0043] The aforementioned transmission mechanism can be a mechanical structure connecting the drive motor to the wheels or rotor blades. The transmission mechanism is used to transmit the driving force output by the drive motor to the components that need to be driven. Transmission mechanisms include, but are not limited to, gears, belts, chains, and bearings. The transmission mechanism can achieve effective power distribution and conversion according to different driving modes and operating conditions.

[0044] In one alternative embodiment, the transmission mechanism is a mechanical connection between the drive motor and the wheels or rotor blades, used to efficiently transmit the driving force generated by the drive motor to the corresponding wheels or rotor blades. Due to the diverse power requirements of vehicles, the transmission mechanism can be designed to match specific drive motors and wheels or rotor blades, meaning each drive motor has its own dedicated transmission path. This can be determined based on power transmission efficiency, safety, and power conversion requirements in different modes (such as ground driving and air flight).

[0045] Multiple controllers 104 are connected to multiple drive motors or power batteries respectively, and are connected to the vehicle controller 126 through a communication bus. They are used to control the corresponding drive motor to work or control the power battery to output electrical energy based on the control commands output by the vehicle controller. Figure 1 The dashed line in the middle represents the communication bus.

[0046] The aforementioned controller can be a control device in a powertrain system. Controllers may include, but are not limited to, microprocessors, communication interfaces, and protection circuits. Controllers can be used to receive and process control commands issued by the vehicle controller. Each controller can be used to monitor and control specific components within its jurisdiction, ensuring they operate efficiently and safely according to the instructions of the vehicle controller. For example, a controller can be connected to a drive motor or power battery to adjust and monitor the operating status of the corresponding power components.

[0047] The aforementioned vehicle controller is the core intelligent control unit of the powertrain system. It receives input signals from the driver (such as accelerator pedal, brake pedal, and mode selection signals) and monitors the status data of various powertrain components. Based on this information, the vehicle controller uses control algorithms to determine the power and torque output of the powertrain, and then outputs control commands to guide each controller to adjust the connected powertrain components. Ultimately, this achieves real-time switching and control of the vehicle's powertrain modes, ensuring the vehicle's performance and safety while driving on the ground and in flight.

[0048] The aforementioned control commands are signals output by the vehicle controller and are used to adjust the operating status of various components in the powertrain system. These control commands are sent from the vehicle controller to the corresponding controllers via the communication bus, guiding engine start / stop, drive motor power output, battery charging / discharging status, clutch engagement / disengagement, etc. Control commands are crucial for the powertrain system to achieve switching and coordinated operation in different modes (such as pure electric mode, hybrid mode, ground driving mode, and flight mode). Utilizing control commands ensures the vehicle's performance, safety, and energy efficiency under various driving and flight conditions.

[0049] In one alternative embodiment, the controller can be connected to the corresponding drive motor or power battery to control the operation of the corresponding drive motor or control the power battery to output electrical energy.

[0050] Furthermore, the controller connects to the vehicle controller via a communication bus to receive control commands from the vehicle controller, and then controls the connected drive motor or power battery based on these commands. Specifically, after receiving a control command, the controller adjusts parameters such as the drive motor's speed and torque, and the power battery's charging and discharging state, to match the required driving mode and performance demands. For example, in pure electric ground driving mode, the front drive motor controller and the rear drive motor controller control the drive motor to rotate at an appropriate speed, while simultaneously controlling the power battery's energy output. In flight mode, the controller of the rotor motor needs to be adjusted, and the power battery needs to be controlled to increase the energy supply to the rotor to generate sufficient lift. This sophisticated control mechanism ensures that the vehicle maintains efficient and safe operation even in complex environments.

[0051] In this embodiment of the invention, the power system includes: multiple drive motors connected to a power battery, respectively used to control the vehicle's wheels and rotor; multiple transmission mechanisms, each connected between a different drive motor and a different wheel or rotor, the transmission mechanism being used to transmit the driving force output by the corresponding drive motor to the corresponding wheel or rotor; and multiple controllers, respectively connected to the multiple drive motors or power batteries, and connected to the vehicle controller via a communication bus, respectively used to control the operation of the corresponding drive motor or control the power battery to output electrical energy based on the control commands output by the vehicle controller. The power system of this application utilizes multiple drive motors and their corresponding transmission mechanisms to drive the vehicle's wheels and rotor, simplifying the drive path. Furthermore, based on the control commands output by the vehicle controller, the controller can control the drive motors or power batteries separately to achieve efficient transmission of the driving force of the drive motors, thereby improving the power output efficiency of the power system. This achieves the technical effect of improving power output efficiency and solves the technical problem in related technologies where the power system structure is simple, resulting in low power output efficiency.

[0052] Optionally, multiple drive motors are included, including: a first front drive motor connected to the power battery and the transmission mechanism corresponding to the front wheel, for driving the front wheel; a rear drive motor connected to the power battery and the transmission mechanism corresponding to the rear wheel, for driving the rear wheel; and a second front drive motor connected to the power battery and the transmission mechanism corresponding to the flight rotor, for driving the flight rotor.

[0053] Multiple drive motors may be included, but are not limited to, a first front-drive motor, a second front-drive motor, and a rear-drive motor. By setting the first and rear-drive motors, the power output of the vehicle in ground driving mode is ensured, while the addition of the second front-drive motor enables the vehicle to obtain sufficient lift in flight mode. Through the coordinated operation of multiple motors, smooth transitions and efficient operation of the vehicle in different modes are achieved. In other embodiments, the number of drive motors can be increased or decreased, and their connection method with the wheels or flight rotors can be changed to adapt to the design requirements of different flying vehicles.

[0054] In one optional embodiment, the connection between each drive motor and the power battery ensures a stable power supply. This ensures that the drive motors can obtain the required electrical energy from the power battery in a timely and continuous manner. The power battery can be connected to the drive motor via electrical wiring, or it can be connected via voltage and current regulating devices such as inverters and converters to adapt to the specific needs of different motors. The direct connection between each drive motor and the power battery ensures minimal energy loss during transmission, improving the energy utilization efficiency of the entire power system.

[0055] Furthermore, the connection between the drive motor and the corresponding transmission mechanism enables efficient power transmission. The first front-drive motor and the rear-drive motor drive the front and rear wheels respectively, smoothly and efficiently transmitting power to the front and rear wheels for ground driving. The second front-drive motor drives the flight rotor, enabling the vehicle to fly.

[0056] Optionally, the multiple transmission mechanisms include: a first transmission mechanism, which is connected to the front wheel via a drive motor corresponding to the front wheel; a second transmission mechanism, which is connected to the rear wheel via a drive motor corresponding to the rear wheel; and a third transmission mechanism, which is connected to the rotor via a drive motor corresponding to the rotor.

[0057] In one optional embodiment, the first and second transmission mechanisms, which may include, but are not limited to, components such as gears, belts, chains, or universal joints, are used to effectively transmit the mechanical power output by the drive motor corresponding to the front wheel to the front wheel, enabling it to rotate and propel the vehicle forward. That is, in ground driving mode, the first and second transmission mechanisms enable the drive motor to effectively drive the front and rear wheels to jointly propel the vehicle forward, enhancing the vehicle's traction and stability.

[0058] The third transmission mechanism may include, but is not limited to, reduction gears, drive shafts, clutches, and disconnection devices, and is used to efficiently transmit the mechanical energy generated by the drive motor to the flight rotor to generate sufficient lift to support the vehicle in flight. In ground driving mode, the third transmission mechanism can be disconnected from the flight rotor, avoiding unnecessary rotation and energy consumption of the flight rotor, while ensuring the safety and comfort of ground driving.

[0059] These multiple transmission mechanisms ensure efficient power transmission from the drive motor to the wheels or rotors. Precise power path control guarantees the accuracy and stability of power distribution in different flight modes.

[0060] Optionally, the first transmission mechanism is connected to the front wheel via a first clutch, and the third transmission mechanism is connected to the first clutch and the front wheel via a second clutch; the first transmission mechanism is also used to output the driving force output by the drive motor corresponding to the front wheel to the flight rotor, and the third transmission mechanism is also used to output the driving force output by the drive motor corresponding to the flight rotor to the front wheel.

[0061] In one alternative embodiment, the first transmission mechanism is connected to the front wheels via a first clutch. This means that power transmission between the first transmission mechanism and the front wheels is achieved through a controllable first clutch. The function of the first clutch is to engage or disengage the connection between the front wheels and the drive motor when needed, thereby controlling whether the front wheels can receive power from the drive motor. For example, in ground driving mode, the first transmission mechanism transmits the power generated by the first front drive motor to the front wheels through the first clutch, propelling the vehicle forward. During the flight mode preparation phase, the first clutch disengages, preventing the motor power from continuing to be transmitted to the front wheels to avoid additional drag or safety hazards caused by the rotation of the front wheels during flight.

[0062] The third transmission mechanism is connected to the first clutch and the front wheels via the second clutch. This indicates that the third transmission mechanism is not only connected to the flight rotor but also indirectly connected to the front wheels via the second clutch, and through the path of the first clutch. The presence of the second clutch allows the third transmission mechanism to transfer power from the second front drive motor to the front wheels when necessary, rather than being limited to driving the flight rotor. This design is crucial when the vehicle transitions from ground driving mode to flight mode, helping to stabilize the vehicle and ensure that the vehicle is stationary before the flight rotor starts. Conversely, when landing and transitioning to ground driving after flight, the second clutch engages, allowing power to be transferred from the drive motor corresponding to the flight rotor to the front wheels via the third transmission mechanism, ensuring smooth driving after landing and avoiding unnecessary power input to the front wheels in flight mode.

[0063] Furthermore, the first transmission mechanism can also be used to output the driving force from the drive motor corresponding to the front wheels to the rotor. That is, the first transmission mechanism not only drives the wheels but also transmits the driving force from the drive motor corresponding to the front wheels to the rotor via a specific path. This means that in flight mode or during emergency power configuration adjustments, the drive motor corresponding to the front wheels can act as an auxiliary power source, providing power to the rotor via the first transmission mechanism and the second clutch. This flexibility in power transmission enhances the vehicle's power redundancy and improves the overall system reliability, especially in cases where the rotor's main power source fails or requires additional thrust support, allowing the remaining energy of the front wheel drive motors to propel the flight.

[0064] Furthermore, the third transmission mechanism can also be used to output the driving force from the drive motor corresponding to the rotor to the front wheels. That is, in addition to transmitting power from the second front-drive motor to the rotor, the third transmission mechanism can also operate in reverse, directing the driving force output from the rotor's drive motor to the front wheels. The potential of this bidirectional power transmission lies in the fact that when the vehicle is driving on the ground and the first front-drive motor encounters a problem, the second front-drive motor corresponding to the rotor can transmit excess driving force to the front wheels through the third transmission mechanism and the second clutch, maintaining normal vehicle operation. This mechanism increases the vehicle's driving flexibility and safety on the ground; even if one power source fails, it can be supplemented by other power sources, ensuring the continuity of the power system and the vehicle's driving capability.

[0065] This configuration, employing both a first and a second clutch, enables dynamic adjustment of the power path, allowing the front-wheel drive motor and the rotor drive motor to selectively drive either the wheels or the rotor. In other words, clutch control ensures smooth switching between different driving modes. Through flexible clutch control, power distribution can be adjusted between ground driving and flight modes, improving vehicle handling and safety.

[0066] Optionally, the power system also includes: multiple disconnect devices, each connected between a corresponding transmission mechanism and a corresponding wheel or flight rotor; a first differential, connected between the disconnect device corresponding to the front wheel and the two front wheels; and a second differential, connected between the disconnect device corresponding to the rear wheel and the two rear wheels.

[0067] The aforementioned multiple disconnection devices are precisely arranged between each transmission mechanism and its corresponding wheel or rotor to disconnect the wheel from the power source in flight mode, preventing the wheel from spinning aimlessly in the air, wasting power, or interfering with flight stability. When traveling on the ground, they temporarily isolate the power to the rotor motor, preventing accidental rotor start-up and ensuring flight safety. The disconnection devices can take the form of electromagnetic clutches, hydraulic clutches, or mechanical clutches. Controlled by electromagnetic signals, hydraulic pressure, or mechanical levers, the disconnection devices can instantaneously engage or disengage the power path to achieve mode switching and power distribution.

[0068] The aforementioned first differential is connected between the disconnect device corresponding to the front wheels and the two front wheels. It can be used to adjust the speed difference between the two front wheels, ensuring the vehicle's stability and handling during cornering. The differential may include, but is not limited to, a planetary gear set, thereby automatically adjusting the speed of the two wheels based on the difference in resistance experienced by the inner and outer wheels when the vehicle is cornering. Connected to the disconnect device corresponding to the front wheels, the first differential can effectively receive or disconnect power from the first transmission mechanism, while intelligently distributing power to the two front wheels according to different driving conditions. In ground driving mode, this power distribution mechanism ensures that the vehicle maintains good stability and handling performance even in complex road conditions or high-speed cornering, greatly improving the driving experience and safety.

[0069] The aforementioned second differential connects the corresponding disconnect device between the rear wheels and the two rear wheels, allowing adjustment of the speed difference between the two rear wheels. Through the second differential, even in rear-wheel drive or four-wheel drive mode, the vehicle can flexibly handle cornering needs, ensuring balanced grip and traction on the rear wheels under different terrain conditions, thereby enhancing vehicle performance and safety. Especially when driving on flat ground, the second differential, by receiving or blocking power transmitted from the second transmission mechanism, can automatically adjust the drive torque of the two rear wheels based on vehicle dynamics and road feel feedback, making cornering smoother while reducing tire wear and improving fuel efficiency.

[0070] In one alternative embodiment, the flexibility and adaptability of the powertrain are further enhanced by utilizing a disconnect device and a differential. The disconnect device can selectively connect or disconnect power transmission between the drivetrain and the wheels or rotor, while the differential can adjust the rotational speed of the left and right wheels according to road conditions, ensuring stable vehicle operation under different road conditions. The coordinated operation of the disconnect device and the differential improves the vehicle's handling on the ground and its safety in flight.

[0071] Optionally, the power system may also include: a generator connected to the power battery for charging the power battery; an engine connected to the generator for driving the generator; and an engine controller connected to the communication bus and the engine for controlling the engine.

[0072] The aforementioned generator is a key power conversion component in the powertrain system. It converts mechanical energy into electrical energy to charge the battery, ensuring a sufficient power supply for the vehicle during flight or ground operation. A generator typically includes, but is not limited to, a rotating magnetic field and fixed coils. When the engine drives the generator via a transmission mechanism, the rotating magnetic field induces a current in the coils, thereby outputting electrical energy. This electrical energy is then delivered to the battery to charge it. The connection between the generator and the battery can be achieved via power cables, ensuring that in hybrid mode, the engine replenishes the battery's energy through the generator, and in pure electric mode, the generator can draw power from the battery as a backup or auxiliary power source.

[0073] The aforementioned engine is also one of the vehicle's main power sources. The engine can power the vehicle in both ground driving and hybrid flight modes. It can directly drive the vehicle's wheels or rotors, and also power a generator to produce electricity. The engine can be a gasoline or diesel engine. In hybrid mode, when the battery is low, the engine starts and connects to the generator, causing the generator to convert the engine's mechanical energy into electrical energy to charge the battery. This connection ensures stable operation of the power system under various driving conditions, and especially during long-distance travel or flight, the combined use of the engine and generator significantly extends the vehicle's range.

[0074] The aforementioned Engine Management System (EMS) monitors and controls the engine's operating status. Connected to the vehicle's communication bus, the EMS receives control commands from the vehicle controller and acquires operating data from other powertrain components. The EMS may include, but is not limited to, a central processing unit, signal input and output interfaces, and electronic modules for controlling key parameters such as fuel injection, ignition timing, and intake and exhaust valves. Through direct connection to the engine, the EMS dynamically adjusts the engine's output power based on the vehicle's current operating mode, the driver's intentions, and battery charge level, ensuring optimal engine performance. For example, when driving on the ground, the EMS can improve fuel efficiency and emissions performance; during flight mode transitions, the EMS controls engine start-up or shutdown and adjusts generator output to meet the vehicle's power and range requirements.

[0075] In one alternative embodiment, the configuration of the engine and generator provides the vehicle with an additional power source and charging method, especially when the battery is low, the engine can charge the battery through the generator to ensure continuous vehicle operation. The engine controller is connected to the engine via a communication bus to control the engine's start-up and operating status, thereby achieving engine control. The combined operation of the engine and generator improves the vehicle's range and power output in hybrid mode.

[0076] Optionally, the engine is also connected to the transmission mechanism corresponding to the rear wheels via a third clutch to drive the rear wheels.

[0077] The aforementioned third clutch can be a power transmission control device, enabling physical connection or disconnection between the engine and the transmission mechanism corresponding to the rear wheels (i.e., the second transmission mechanism) to achieve power transmission or cessation. The control of the third clutch can be based on control commands from the vehicle controller, achieving effective power transmission from the engine in different driving modes. In ground driving mode, when the vehicle requires additional traction or the engine directly participates in driving (e.g., in hybrid mode), the engagement of the third clutch allows the mechanical energy generated by the engine to be smoothly transmitted to the rear wheels through the transmission mechanism, causing the rear wheels to rotate and propel the vehicle forward. In flight mode or other situations where direct engine drive to the rear wheels is not required, the third clutch disengages, preventing the connection of this power path and ensuring that the vehicle's flight is not unnecessarily interfered with or wasteful of energy by rear-wheel drive.

[0078] The third clutch can flexibly adjust the engine's engagement method according to different driving conditions and needs, such as indirectly providing electrical energy through the generator, or directly driving the wheels through the rear wheel drive mechanism. Through the control of the third clutch, the engine can become a multifunctional and adjustable component in the power system, significantly improving the vehicle's driving efficiency and flexibility on the ground, while ensuring safety and precise energy management in flight mode.

[0079] In one alternative embodiment, the engine can also be connected to the transmission mechanism corresponding to the rear wheels via a third clutch to drive the rear wheels. This means that the engine can not only provide power to the front wheels (i.e., convert electrical energy through a generator and motor), but also directly participate in driving the rear wheels by establishing a connection with the transmission mechanism corresponding to the rear wheels through the third clutch. In other words, the third clutch enables the engine to drive the rear wheels, increasing the power output options for the vehicle in ground driving mode. The direct connection between the engine and the rear wheels improves the vehicle's power performance and handling agility when driving on the ground.

[0080] This provides the engine with a wider range of uses and stronger power output, allowing the engine's mechanical energy to directly drive the rear wheels when the vehicle is on the ground, thus enhancing the vehicle's traction and driving performance.

[0081] like Figure 2 As shown, an optional power system is illustrated. (As...) Figure 2 As shown, the power system 200 includes: a front drive motor (including front drive motor 1 and front drive motor 2), a rear drive motor, a power battery, an engine, a generator, a transmission mechanism 1 and disconnection device 1, a transmission mechanism 2 and disconnection device 2, a transmission mechanism 3 and disconnection device 3, a clutch (including clutch C1, clutch C2, and clutch C3), a differential (including differential 1 and differential 2), and a controller (including controller 1, controller 2, and controller 3).

[0082] The front drive motor, rear drive motor, and generator are all connected to the power battery.

[0083] The front drive motor 1 is connected to the front wheels of the vehicle in sequence through the transmission mechanism 1, clutch C1, disconnection device 1 and differential 1.

[0084] The front drive motor 2 is connected to the vehicle's rotor via the transmission mechanism 2 and the disconnection device 2. The front drive motor 2 can also be connected to the vehicle's front wheels via the transmission mechanism 2, clutch C2, disconnection device 1, and differential 1.

[0085] The rear drive motor is connected to the rear wheels of the vehicle in sequence through the transmission mechanism 3, the disconnection device 3, and the differential 2.

[0086] The engine is connected to the generator, and the engine is connected to the rear drive motor in sequence through clutch C3, transmission mechanism 3.

[0087] The controller system includes controller 1, controller 2, and controller 3, which are connected to front drive motor 1, front drive motor 2, and rear drive motor respectively to control the front and rear drive motors (dashed arrows in the diagram indicate the transmission of control signals). These controllers are connected to the vehicle controller via a communication bus to control the front and rear drive motors based on the control commands output by the vehicle controller. The vehicle controller can generate control commands based on signals transmitted from the mode selection device, accelerator pedal, and brake pedal.

[0088] Based on the above power system, the following power transmission paths can be achieved. For example, the first power transmission path: the power battery outputs electrical energy to the front drive motor 1 through discharge. The front drive motor 1 passes through the transmission mechanism 1, clutch C1, disconnection device 1, and differential to reach the wheels, driving the vehicle in ground driving mode.

[0089] The second power transmission path: the power battery outputs electrical energy to the front drive motor 1 through discharge. The front drive motor 1 passes through the transmission mechanism 1, clutch C1, clutch C2, transmission mechanism 2, disconnection device 2, and then reaches the flight rotor, which drives the vehicle to fly in the air flight mode.

[0090] The third power transmission path: the power battery outputs electrical energy to the front drive motor 2 through discharge. The front drive motor 2 passes through the transmission mechanism 2, clutch C2, clutch C2, disconnection device 1, and then through the differential to reach the wheels, driving the vehicle in ground driving mode.

[0091] Fourth power transmission path: The power battery outputs electrical energy to the front drive motor 2 through the discharge, and the front drive motor 2 passes through the transmission mechanism 2 and the disconnection device 2, and then reaches the flight rotor, which drives the vehicle to fly in the air flight mode.

[0092] Fifth power transmission path: The power battery outputs electrical energy to the rear drive motor through the discharge mechanism 3, disconnection device 3, and then through the differential to reach the wheels, driving the vehicle in ground driving mode.

[0093] The sixth power transmission path: The engine outputs mechanical energy, which passes through the transmission mechanism 3, the disconnection device 3, and then through the differential to reach the wheels, driving the vehicle in ground driving mode.

[0094] The seventh power transmission path: When the power battery is low on power, the engine is started to output mechanical energy, and then the engine charges the power battery through the generator.

[0095] During vehicle operation, the vehicle controller receives real-time operating status data from each component of the power system. Based on signals from the driver's accelerator and brake pedals, as well as feedback from each component, the controller uses control algorithms to determine the power and torque output of the power system, ultimately achieving real-time drive control of the flying car's power system. Vehicles using this power system can achieve the following power control modes.

[0096] The ground driving control methods in pure electric mode include the following:

[0097] The rear-drive motor is controlled independently as follows: When the vehicle speed is 0, the gear lever is in D or R, the parking brake is not activated, and the state of charge (SOC) of the power battery is greater than a threshold value (e.g., >35%, this value is only for example), and the driver releases the brake pedal (without pressing the accelerator), the power system drives the vehicle in pure electric crawl mode, controlling the rear-drive motor to drive. In this mode, the control status of each assembly is as follows: engine off, power battery discharging, front-drive motor 1 off, clutch C1 disengaged, front-drive motor 2 off, clutch 2 disengaged, disconnector 1 disengaged, disconnector 2 disengaged, rear-drive motor driving, clutch C3 disengaged, disconnector 3 engaged.

[0098] The front drive motor 1 is controlled independently as follows: When the vehicle starts moving from a standstill, if the driver presses the accelerator pedal, and the accelerator pedal position travel signal exceeds a specified value (e.g., 20%, which can be calibrated), and the power battery SOC is greater than a threshold value, then the power system is controlled to drive the vehicle in pure electric mode, and the front drive motor 1 is controlled to drive. In this mode, the control states of each assembly are as follows: engine off, power battery discharging, front drive motor 1 driving, clutch C1 engaged, front drive motor 2 off, clutch 2 disengaged, disconnector 1 engaged, disconnector 2 disengaged, rear drive motor off, clutch C3 disengaged, and disconnector 3 disengaged.

[0099] Independent control of the front drive motor 2 is achieved as follows: During pure electric drive, if the front drive motor 1 malfunctions, the front drive motor 2 can be controlled to drive the vehicle; otherwise, the front drive motor 1 is controlled first. At this time, the control status of each assembly is as follows: engine off, power battery discharging, front drive motor 1 off, clutch C1 disengaged, front drive motor 2 driving, clutch 2 engaged, disconnector 1 engaged, disconnector 2 disengaged, rear drive motor off, clutch C3 disengaged, and disconnector 3 disengaged.

[0100] Joint control of front drive motor 1 and front drive motor 2 is achieved as follows: During pure electric drive, if the vehicle's drive power exceeds a threshold, and neither front drive motor 1 nor front drive motor 2 alone can meet the vehicle's drive requirements, the power system controls the joint drive of the vehicle by both front drive motor 1 and front drive motor 2. At this time, the control states of each assembly are: engine off, power battery discharging, front drive motor 1 driving, clutch C1 engaged, front drive motor 2 driving, clutch 2 engaged, disconnector 1 engaged, disconnector 2 disengaged, rear drive motor off, clutch C3 disengaged, and disconnector 3 disengaged.

[0101] The front drive motor 1 and the rear drive motor are jointly controlled as follows: When the vehicle speed is 0, the gear lever is in D or R, the parking brake is not activated, and the SOC of the power battery is greater than a threshold (e.g., >40%), if the vehicle is detected to be on a low-traction surface such as ice, snow, or mud, and the driver releases the brake pedal and depresses the accelerator (accelerator pedal position travel signal is less than or equal to a specified value, such as 50%), then the power system is controlled to drive the vehicle in four-wheel drive start mode. In this mode, the control status of each assembly is as follows: engine off, power battery discharging, front drive motor 1 driving, clutch C1 engaged, front drive motor 2 off, clutch 2 disengaged, disconnector 1 engaged, disconnector 2 disengaged, rear drive motor driving, clutch C3 disengaged, disconnector 3 engaged.

[0102] The front drive motor 2 and the rear drive motor are jointly controlled as follows: When the vehicle speed is 0, the gear lever is in D or R, the parking brake is not activated, and the power battery SOC is greater than a threshold (e.g., >40%), if the vehicle is detected to be on a low-traction surface such as ice, snow, or mud, the driver releases the brake pedal and presses the accelerator, thus controlling the power system to drive the vehicle in four-wheel drive start mode. If the front drive motor 1 fails, the front drive motor 2 is controlled to drive. In this mode, the control status of each assembly is as follows: engine off, power battery discharging, front drive motor 1 off, clutch C1 disengaged, front drive motor 2 driving, clutch 2 engaged, disconnector 1 engaged, disconnector 2 disengaged, rear drive motor driving, clutch C3 disengaged, disconnector 3 engaged.

[0103] The combined control of front drive motor 1, front drive motor 2, and rear drive motor is achieved as follows: When the vehicle speed is greater than 0, the gear lever is in D or R gear, the power battery SOC is greater than the threshold value, the brake pedal is not depressed, the accelerator pedal travel exceeds the specified value, the air conditioning has no heating or defrosting / defogging requirements, and the vehicle's drive power is greater than the threshold value, and the vehicle's drive requirements cannot be met by either front drive motor 1 or front drive motor 2, the power system is controlled to drive the vehicle in pure electric four-wheel drive mode. In this mode, the control status of each assembly is as follows: engine off, power battery discharging, front drive motor 1 driving, clutch C1 engaged, front drive motor 2 driving, clutch 2 engaged, disconnector 1 engaged, disconnector 2 disengaged, rear drive motor driving, clutch C3 disengaged, disconnector 3 engaged.

[0104] The ground driving control methods in hybrid mode include the following:

[0105] Individual engine control is achieved as follows: When the vehicle speed is 0, the gear lever is in D or R, the parking brake is not activated, and the SOC of the power battery is less than or equal to the threshold value, the driver releases the brake pedal (without pressing the accelerator). This starts the engine, which charges the power battery via the generator, and simultaneously outputs mechanical energy through the transmission mechanism to drive the vehicle at low speed. In this mode, the control status of each assembly is as follows: engine starts and outputs mechanical energy; power battery is charging; front drive motor 1 stops, clutch C1 disengages; front drive motor 2 stops, clutch 2 disengages; disconnector 1 disengages; disconnector 2 disengages; rear drive motor stops, clutch C3 engages; disconnector 3 engages.

[0106] The front drive motor 1 and the engine are jointly controlled as follows: The vehicle starts moving from a standstill. If the driver presses the accelerator pedal, and the accelerator pedal travel signal exceeds a specified value while the power battery's SOC is less than or equal to a threshold value, the engine starts, entering range-extending mode. The engine charges the power battery via the generator, and the power battery simultaneously charges and discharges. This controls the front drive motor 1 to operate, driving the vehicle. In this mode, the control status of each assembly is as follows: the engine starts and outputs mechanical energy; the power battery simultaneously charges and discharges; the front drive motor 1 is driven; clutch C1 is engaged; the front drive motor 2 stops; clutch 2 disengages; disconnector 1 engages; disconnector 2 disengages; the rear drive motor stops; clutch C3 disengages; and disconnector 3 disengages.

[0107] Joint control of the front drive motor 2 and the engine is achieved as follows: During vehicle driving, if the front drive motor 1 malfunctions and the SOC of the power battery is less than or equal to a threshold value, the engine is started, entering range-extending mode. The engine charges the power battery through the generator, and the power battery charges and discharges simultaneously. The front drive motor 2 is controlled to operate, driving the vehicle. Otherwise, the front drive motor 1 is controlled to drive first. At this time, the control status of each assembly is as follows: the engine is running and outputting mechanical energy, the power battery is charging and discharging simultaneously, the front drive motor 1 is stopped, clutch C1 is disengaged, the front drive motor 2 is driven, clutch 2 is engaged, disconnector 1 is engaged, disconnector 2 is disengaged, the rear drive motor is stopped, clutch C3 is disengaged, and disconnector 3 is disengaged.

[0108] The joint control of front drive motor 1, front drive motor 2, and the engine is achieved as follows: During vehicle driving, if the vehicle's driving power exceeds a threshold, and neither front drive motor 1 nor front drive motor 2 can individually meet the vehicle's driving requirements, and the power battery's SOC is less than or equal to a threshold, then the engine is started, entering range-extending mode. The engine charges the power battery via the generator, and the power battery simultaneously charges and discharges. At this time, the power system controls the front drive motor 1 and front drive motor 2 to jointly drive the vehicle. The control state of each assembly is as follows: the engine is running and outputting mechanical energy; the power battery is simultaneously charging and discharging; front drive motor 1 is driven, clutch C1 is engaged; front drive motor 2 is driven, clutch 2 is engaged; disconnector 1 is engaged; disconnector 2 is disengaged; the rear drive motor is stopped; clutch C3 is disengaged; and disconnector 3 is disengaged.

[0109] The front drive motor 1, rear drive motor, and engine are jointly controlled as follows: When the vehicle speed is 0, the gear lever is in D or R, the parking brake is not activated, and the power battery SOC is greater than a threshold value (e.g., >40%, this value is only an example), if the vehicle is detected to be on a low-traction surface such as ice, snow, or mud, and the driver releases the brake pedal and depresses the accelerator (accelerator pedal position travel signal is greater than a specified value, such as 50%), then the power system is controlled to drive the vehicle in four-wheel drive (multi-power source combined). In this mode, the control status of each assembly is as follows: the engine starts and outputs mechanical energy, the power battery discharges, the front drive motor 1 is driven, clutch C1 is engaged, the front drive motor 2 is stopped, clutch 2 is disengaged, disconnector 1 is engaged, disconnector 2 is disengaged, the rear drive motor is driven, clutch C3 is engaged, and disconnector 3 is engaged.

[0110] The system performs joint control of the front drive motor 2, rear drive motor, and engine. When the vehicle speed is 0, the gear lever is in D or R, the parking brake is not activated, and the power battery SOC is greater than a threshold, if the vehicle is detected on a low-traction surface such as ice, snow, or mud, and the driver releases the brake pedal and depresses the accelerator (accelerator pedal position travel signal is greater than a specified value, such as 50%), and if the front drive motor 1 malfunctions, then the system controls the front drive motor 2 to drive, i.e., controls the power system to drive the vehicle in four-wheel drive (multi-power source combined). In this mode, the control status of each assembly is as follows: engine starts and outputs mechanical energy, power battery discharges, front drive motor 1 stops, clutch C1 disengages, front drive motor 2 drives, clutch 2 engages, disconnector 1 engages, disconnector 2 disengages, rear drive motor drives, clutch C3 engages, and disconnector 3 engages.

[0111] The flight control methods in pure electric mode include the following:

[0112] The front drive motor 2 is controlled independently as follows: When the vehicle speed is less than a specified value (e.g., 3 km / h, this value is for illustrative purposes only), if the driver presses the flight mode button, the vehicle enters flight mode. The front drive motor 2 can be controlled to drive the rotor, thus controlling the vehicle's flight. At this time, the control status of each assembly is as follows: engine off, power battery discharging, front drive motor 1 off, clutch C1 disengaged, front drive motor 2 driven, clutch 2 disengaged, disconnector 1 disengaged, disconnector 2 engaged, rear drive motor off, clutch C3 disengaged, and disconnector 3 disengaged.

[0113] The front drive motor 1 is controlled independently as follows: when the vehicle speed is less than a specified value, if the driver presses the flight mode button, the vehicle enters flight mode. If the front drive motor 2 malfunctions, the vehicle can be controlled to fly by operating the front drive motor 1 to drive the rotor. At this time, the control status of each assembly is as follows: engine off, power battery discharging, front drive motor 1 driving, clutch C1 engaged, front drive motor 2 off, clutch 2 engaged, disconnector 1 disengaged, disconnector 2 engaged, rear drive motor off, clutch C3 disengaged, disconnector 3 disengaged.

[0114] The front drive motors 1 and 2 are controlled in conjunction as follows: When the vehicle speed is less than a specified value, if the driver presses the flight mode button, the vehicle enters flight mode. If the flight drive power is greater than a specified value, and either front drive motor 1 or front drive motor 2 cannot meet the flight power requirements on its own, then both front drive motors 1 and 2 are controlled to jointly drive the rotor. At this time, the control states of each assembly are: engine off, power battery discharging, front drive motor 1 driving, clutch C1 engaged, front drive motor 2 driving, clutch 2 engaged, disconnector 1 disengaged, disconnector 2 engaged, rear drive motor off, clutch C3 disengaged, and disconnector 3 disengaged.

[0115] The flight control methods in hybrid power mode include the following:

[0116] The front drive motor 2 and the engine are jointly controlled as follows: When the vehicle speed is less than a specified value, if the driver presses the flight mode button, the vehicle enters flight mode. In flight mode, if the power battery SOC is less than a specified value (e.g., 35%), the engine starts, entering range extender mode. The engine charges the power battery through the generator and further controls the front drive motor 2 to drive the rotor, controlling the vehicle's flight. At this time, the control status of each assembly is as follows: the engine starts and outputs mechanical energy; the power battery charges and discharges simultaneously; the front drive motor 1 stops; clutch C1 disengages; the front drive motor 2 starts; clutch 2 disengages; disconnector 1 disengages; disconnector 2 engages; the rear drive motor stops; clutch C3 disengages; disconnector 3 disengages.

[0117] The front drive motor 1 and the engine are jointly controlled as follows: When the vehicle speed is less than a specified value, if the driver presses the flight mode button, the vehicle enters flight mode. If the front drive motor 2 malfunctions, the front drive motor 1 can be activated to drive the rotor and control the vehicle's flight. In flight mode, if the battery's state of charge (SOC) is less than a specified value, the engine is started, entering range-extending mode. The engine charges the battery via the generator and further controls the front drive motor 1 to drive the rotor and control the vehicle's flight. At this time, the control status of each assembly is as follows: the engine is running and outputting mechanical energy; the battery is simultaneously charging and discharging; the front drive motor 1 is activated; clutch C1 is engaged; the front drive motor 2 is stopped; clutch 2 is engaged; disconnector 1 is disengaged; disconnector 2 is engaged; the rear drive motor is stopped; clutch C3 is disengaged; disconnector 3 is disengaged.

[0118] The front drive motor 1, front drive motor 2, and engine are jointly controlled as follows: When the vehicle speed is less than a specified value, if the driver presses the flight mode button, the vehicle enters flight mode. If the flight drive power is greater than a specified value, and either front drive motor 1 or front drive motor 2 cannot meet the flight power requirements alone, then both front drive motors 1 and 2 are controlled to jointly drive the rotor. In flight mode, if the power battery SOC is less than a specified value, the engine is started, entering range extender mode, and the engine charges the power battery through the generator. At this time, the control status of each assembly is as follows: the engine is running and outputting mechanical energy, the power battery is charging and discharging simultaneously, front drive motor 1 is driven, clutch C1 is engaged, front drive motor 2 is driven, clutch 2 is engaged, disconnector 1 is disengaged, disconnector 2 is engaged, the rear drive motor stops, clutch C3 is disengaged, and disconnector 3 is disengaged.

[0119] According to an embodiment of the present invention, a vehicle control method is provided. The specific implementation scheme and application scenario of this embodiment are the same as those of the above embodiments, and will not be repeated here.

[0120] Figure 3 This is a flowchart of a vehicle control method according to an embodiment of this application, such as... Figure 3 As shown, the method includes:

[0121] Step S202: Determine the vehicle's driving mode based on the selection signal output by the mode selection device.

[0122] The driving mode is used to drive the wheels or the rotor.

[0123] The aforementioned mode selection device is a hardware or software control device. It allows the driver to manually or automatically switch the vehicle's operating mode according to environmental conditions and driving preferences. In flight scenarios, the mode selection device may be a control panel or button, allowing the driver to select driving modes such as ground driving mode or flight mode.

[0124] The aforementioned selection signal is an electronic or mechanical signal output by the mode selection device, used to transmit the driving mode to the vehicle's powertrain. The selection signal may include, but is not limited to, the driver's specific selection of the driving mode, mode switching requests, etc. The selection signal can be determined manually, or automatically generated based on driving habits or driving plans.

[0125] The selection signal serves as the basis for recognizing driver intent and adjusting power output and energy management strategies. The selection signal triggers a series of transitions in the powertrain from one mode to another, including but not limited to clutch engagement and disengagement, electric motor start and stop, and engine status adjustments, ensuring the vehicle smoothly transitions to the desired driving mode according to the driver's selection or intelligent settings.

[0126] The aforementioned driving mode refers to the driving mode determined by the vehicle based on the selection signal from the mode selection device. Driving modes may include, but are not limited to, ground driving modes and flight modes. In ground driving mode, the vehicle can move using its wheels; while in flight mode, the rotor provides lift and thrust, enabling the vehicle to fly. Furthermore, there may be transition modes for a smooth transition from ground driving to flight, or vice versa. The driving mode determines the control logic and energy flow path of the powertrain to ensure its efficiency and safety. For example, in ground driving mode, the powertrain focuses on improving wheel drive efficiency and fuel economy; while in flight mode, the focus is on the power output and energy management of the rotor to maintain a stable flight attitude and extend flight time.

[0127] In one alternative embodiment, the driver can select a driving mode using a physical or virtual button on the mode selection device, thereby generating a selection signal based on the button touch. This selection signal can be encoded for transmission via a communication bus to determine the corresponding driving mode. For the virtual button, it can be a mode icon to indicate mode selection.

[0128] In another optional embodiment, upon receiving a selection signal, the driving mode can be determined based on a preset mapping relationship. The preset mapping relationship characterizes the correspondence between the selection signal and the driving mode; it can be a one-to-one relationship or a many-to-one relationship. The preset mapping relationship can be manually defined or automatically generated through a generative model.

[0129] Step S204: Based on the signal output from the accelerator pedal or brake pedal and the driving mode, generate control commands for the powertrain.

[0130] The power system is the same as the power system in the above embodiments.

[0131] The aforementioned accelerator pedal, also known as the accelerator pedal, is the interface used by the driver to control the vehicle's acceleration. The accelerator pedal not only controls acceleration and deceleration when the vehicle is on the ground, but also adjusts flight speed and attitude in flight mode. The accelerator pedal may include, but is not limited to, a pedal arm, a displacement sensor, and connecting wiring. The driver can change the position of the pedal by applying pressure with their foot; the displacement sensor detects the change in pedal position and converts it into an electrical signal.

[0132] The aforementioned brake pedal can be a control device used for deceleration or stopping. The brake pedal may include, but is not limited to, components such as a pedal, brake booster, and brake master cylinder. When the driver depresses the brake pedal, the braking system is activated, slowing the vehicle down until it comes to a stop. In flight, the brake pedal may also be used for deceleration during flight and for energy recovery during mode switching. Similarly, the driver can change the position of the pedal by applying pressure with their foot; a displacement sensor detects the change in pedal position and converts it into an electrical signal.

[0133] In one alternative embodiment, a fuzzy logic algorithm can be used to generate control commands by comprehensively considering the signals output from the accelerator or brake pedal, as well as the driving mode. This can improve driving comfort and energy efficiency.

[0134] In another alternative embodiment, a pre-trained neural network model can be used to learn the mapping relationship between historical pedal signals and driving modes and historical control commands. Thus, after obtaining the signals output by the accelerator or brake pedal and the driving mode, control commands can be generated.

[0135] Step S206: Control the operation of each component in the power system based on control commands.

[0136] In one alternative embodiment, control commands can be sent to the controllers corresponding to each component to control the operation of each component. Alternatively, control commands can be sent to the vehicle controller to achieve unified control of all components.

[0137] The vehicle control method in this embodiment enables a smooth transition between ground driving and air flight modes. Signals from the mode selection device are received and analyzed to determine the current driving mode, while signals from the accelerator and brake pedals are used to adjust the output parameters of the power system. This allows for precise control commands, ensuring optimal power distribution and handling performance across different driving modes.

[0138] Optionally, based on the signals output from the accelerator pedal or brake pedal and the driving mode, control commands for the powertrain are generated, including: determining the output parameters of the powertrain based on the signals output from the accelerator pedal or brake pedal and vehicle status data, wherein the output parameters include torque and power; determining the operating state of each component in the powertrain based on the output parameters and the driving mode; and generating control commands for the powertrain based on the operating state of each component.

[0139] The aforementioned status data refers to the operational data fed back by various vehicle systems during operation. This status data reflects the vehicle's current operating status and external conditions, serving as a crucial basis for the control system's decision-making. Status data may include, but is not limited to, vehicle speed and the status of various components in the powertrain system, such as battery status, temperature, current, and voltage. Status data provides real-time vehicle and environmental information, helping to dynamically generate control commands for the powertrain system and ensuring efficient and safe operation of the vehicle in different driving modes.

[0140] The aforementioned output parameters reflect the output behavior of the powertrain. Output parameters may include, but are not limited to, torque and power. Torque is a measure of the powertrain's output force, directly affecting the vehicle's acceleration and hill-climbing ability. Power is a measure of the energy output by the powertrain per unit time, determining the vehicle's speed and energy efficiency. By combining output parameters with driving modes, the operating state of each component in the powertrain can be determined.

[0141] The aforementioned operating states refer to the operational states of various components in the powertrain system, determined based on control commands and output parameters. Clearly defining the operating states of each component is crucial for achieving powertrain system control under specific driving modes. By determining the operating states, it is easier to ensure that the powertrain operates according to the driver's intentions and the vehicle's needs, while simultaneously adjusting energy utilization and system efficiency. For example, the operating states of the engine may include, but are not limited to, idling, acceleration, and deceleration; the operating states of the drive motor may include, but are not limited to, driving and stopping; the operating states of the clutch may include, but are not limited to, disengagement and engagement; and the operating states of the power battery may include, but are not limited to, charging and discharging.

[0142] In one optional embodiment, the control command generation process fully considers the driver's intentions and the actual state of the vehicle, achieving precise control of the powertrain system in different driving modes. Specifically, the accelerator pedal and brake pedal signals reflect the driver's acceleration and deceleration needs, while state data provides information on battery status, engine temperature, motor health, vehicle speed, etc. This data is used to calculate the powertrain output parameters—torque and power—to meet driving needs and ensure safe vehicle operation. Furthermore, based on the signals output from the accelerator or brake pedal and the vehicle's state data, the powertrain output parameters can be determined to meet driving needs and ensure safe vehicle operation. Then, based on the output parameters and driving mode, the operating state of each component in the powertrain system can be determined to determine how each component operates, thereby generating accurate control commands.

[0143] Optionally, based on output parameters and driving mode, the operating state of each component in the powertrain system is determined, including: acquiring vehicle state data, wherein the state data includes one of the following: vehicle speed, the state of each component in the powertrain system; and determining the operating state of each component in the powertrain system based on output parameters, driving mode, and state data.

[0144] In one optional embodiment, after acquiring the vehicle's status data, the operating status of each component is accurately determined by analyzing the data and combining it with output parameters and driving modes. This allows for the determination of appropriate power output and energy utilization, ensuring efficient collaborative operation of each component under different driving modes and avoiding unnecessary energy consumption and damage. Dynamic adjustment of operating status improves the vehicle's power performance and energy efficiency in both ground driving and flight modes.

[0145] According to an embodiment of the present invention, a device embodiment of a vehicle control device is provided. It should be noted that the device can be used to execute the above-described vehicle control method.

[0146] Figure 4This is a schematic diagram of a vehicle control device according to an embodiment of this application, such as... Figure 4 As shown, the device includes the following:

[0147] The determining module 40 is used to determine the driving mode of the vehicle based on the selection signal output by the mode selection device, wherein the driving mode is used to drive the wheels or the flight rotor.

[0148] The generation module 42 is used to generate control commands for the power system based on the signals output by the accelerator pedal or brake pedal and the driving mode, wherein the power system is the power system in the above embodiment.

[0149] The control module 44 is used to control the operation of various components in the power system based on control commands.

[0150] Optionally, the generation module is also used to: determine the output parameters of the power system based on the signals output by the accelerator pedal or brake pedal and the vehicle's status data, wherein the output parameters include torque and power; determine the operating status of each component in the power system based on the output parameters and driving mode; and generate control commands for the power system based on the operating status of each component.

[0151] Optionally, the generation module is also used to: acquire vehicle status data, wherein the status data includes one of the following: vehicle speed, status of various components in the power system; and determine the operating status of various components in the power system based on output parameters, driving mode, and status data.

[0152] Embodiments of this application also provide a vehicle, including: the power system of various embodiments of the present invention.

[0153] Embodiments of this application also provide an electronic device, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods in various embodiments of the present invention during runtime.

[0154] Embodiments of this application also provide a computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of the present invention.

[0155] Embodiments of this application also provide a computer program product, including a computer program that, when executed by a processor, implements the methods of various embodiments of the present invention.

[0156] Embodiments of this application also provide a computer program product, including a non-volatile computer-readable storage medium for storing a computer program that, when executed by a processor, implements the methods in various embodiments of the present invention.

[0157] Embodiments of this application also provide a computer program that, when executed by a processor, implements the methods described in the various embodiments of the present invention.

[0158] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0159] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0160] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0161] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0162] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0163] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A power system, characterized by, The power system is applied to a vehicle with flight function, and comprises: a plurality of drive motors connected with a power battery and respectively used for controlling wheels and flight rotors of the vehicle; a plurality of transmission mechanisms, different transmission mechanisms being connected between different drive motors and different wheels or the flight rotors, and the transmission mechanisms being used for transmitting driving force output by the corresponding drive motors to the corresponding wheels or the flight rotors; a plurality of controllers connected with the plurality of drive motors or the power battery respectively and connected with a vehicle controller through a communication bus, and respectively used for controlling the corresponding drive motor to work or controlling the power battery to output electric energy based on control instructions output by the vehicle controller.

2. The power system of claim 1, wherein, The plurality of drive motors comprises: a first front drive motor connected with the power battery and a transmission mechanism corresponding to a front wheel and used for driving the front wheel; a rear drive motor connected with the power battery and a transmission mechanism corresponding to a rear wheel and used for driving the rear wheel; a second front drive motor connected with the power battery and a transmission mechanism corresponding to the flight rotor and used for driving the flight rotor.

3. The power system of claim 1, wherein, The plurality of transmission mechanisms comprises: a first transmission mechanism connected with a drive motor corresponding to a front wheel and the front wheel; a second transmission mechanism connected with a drive motor corresponding to a rear wheel and the rear wheel; a third transmission mechanism connected with a drive motor corresponding to the flight rotor and the flight rotor.

4. The power system of claim 3, wherein, The first transmission mechanism is connected with the front wheel through a first clutch, the third transmission mechanism is connected with the first clutch and the front wheel through a second clutch, the first transmission mechanism is further used for outputting driving force output by the drive motor corresponding to the front wheel to the flight rotor, and the third transmission mechanism is further used for outputting driving force output by the drive motor corresponding to the flight rotor to the front wheel.

5. The power system of any one of claims 1 to 4, wherein, The power system further comprises: a plurality of disconnecting devices connected between corresponding transmission mechanisms and corresponding wheels or the flight rotor; a first differential mechanism connected between a disconnecting device corresponding to a front wheel and two front wheels; a second differential mechanism connected between a disconnecting device corresponding to a rear wheel and two rear wheels.

6. The power system of any one of claims 1 to 4, wherein, The power system further comprises: a generator connected with the power battery and used for charging the power battery; an engine connected with the generator and used for driving the generator to work; an engine controller connected with the communication bus and the engine and used for controlling the engine.

7. The power system of claim 6, wherein, The engine is further connected with a transmission mechanism corresponding to a rear wheel through a third clutch and used for driving the rear wheel.

8. A vehicle control method characterized by, comprises: determining a driving mode of the vehicle based on a selection signal output by a mode selection device, wherein the driving mode is used for driving the wheels or the flight rotors; generating control instructions of a power system based on signals output by a throttle pedal or a brake pedal and the driving mode, wherein the power system is the system in any one of claims 1 to 7; and controlling each component in the power system to work based on the control instructions.

9. The vehicle control method according to claim 8, characterized by, Generating control instructions of a power system based on signals output by a throttle pedal or a brake pedal and a driving mode comprises: determining an output parameter of the power system based on the signal output by the accelerator pedal or the brake pedal and the state data of the vehicle, wherein the output parameter comprises torque and power; determining an operating state of each component in the power system based on the output parameter and the driving mode; generating the control instruction based on the operating state of each component.

10. The vehicle control method according to claim 9, characterized by determining an operating state of each component in the power system based on the output parameter and the driving mode comprises: obtaining the state data of the vehicle, wherein the state data comprises one of the following: vehicle speed, state of each component in the power system; determining an operating state of each component in the power system based on the output parameter, the driving mode and the state data.

11. A vehicle characterized by comprising: comprises: the power system according to any one of claims 1 to 7.

12. A computer-readable storage medium, characterized in that, the computer readable storage medium comprises a stored executable program, wherein the executable program, when executed, controls a device in which the storage medium is located to perform the method according to any one of claims 8 to 10.

13. A computer program product, characterised in that, comprises a computer program which, when executed by a processor, implements the method according to any one of claims 8 to 10.

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