Aerocar and pedal device thereof
By integrating a pedal device for both ground and flight modes, the control of flying cars is simplified and safety is improved. This solves the problem of high control complexity in existing technologies, reduces production costs, and maintains the control inertia of traditional cars.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2026-01-30
- Publication Date
- 2026-03-31
AI Technical Summary
Existing flying car pedal control systems are highly complex to operate in both ground driving and flight modes, increasing the learning difficulty and operational load for drivers. Furthermore, traditional solutions cannot meet the ergonomic requirements of both ground driving and flight control.
Design a pedal device that combines mechanical structure and electronic sensing to achieve automatic switching and function mapping of pedal functions, integrates ground mode and flight mode control functions, reduces the number of control elements, and maintains the traditional car handling inertia.
The device structure has been simplified, production costs have been reduced, the intuitiveness and safety of operation have been improved, the risk of misoperation has been reduced, and the needs of different working modes have been met.
Smart Images
Figure CN121756881A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of transportation technology, and in particular to a flying car and its pedal device. Background Technology
[0002] As an emerging mode of transportation, flying cars need to simultaneously meet the control requirements of ground driving and aerial flight, posing new challenges to the design of traditional automotive control systems. Among related technologies, the pedal control for flying cars mainly adopts two schemes: The first is a fixed dual-pedal design, using the accelerator and brake pedal layout of traditional cars, but requiring an additional joystick in flight mode to control flight parameters such as yaw. This scheme increases the complexity of operation, requiring the driver to frequently switch operating methods between different modes, which can easily lead to operational errors. The second is two completely independent control systems, with different pedal devices designed for ground driving and flight modes respectively. While this scheme has clear functions, it increases the number and cost of control components, and also increases the learning difficulty for the driver. Summary of the Invention
[0003] Therefore, it is necessary to provide a flying car and its pedal device that addresses at least one problem of the prior art, which simplifies the device structure, reduces production costs, and facilitates operation.
[0004] On one hand, this application provides a pedal device for a flying car, the pedal device having a ground mode and a flight mode and being able to switch between the ground mode and the flight mode, the pedal device comprising:
[0005] A first pedal mechanism, which controls power output when operating in ground mode and controls yaw angle output in a first direction when operating in flight mode; and
[0006] The second pedal mechanism, when operating in the ground mode, is used to control the braking force output, and when operating in the flight mode, the second pedal mechanism is used to control the yaw angle output in a second direction, which is opposite to the first direction.
[0007] In one embodiment, the first pedal mechanism and the second pedal mechanism are arranged along the width direction of the flying vehicle, and at least one of the first pedal mechanism and the second pedal mechanism can be moved and adjusted along the width direction so that the distance between the first pedal mechanism and the second pedal mechanism along the width direction is adjustable.
[0008] In one embodiment, along the direction of travel of the flying car, the first pedal mechanism is located to the right of the second pedal mechanism; the first pedal mechanism is fixedly mounted in the cockpit of the flying car, and the position of the second pedal mechanism is adjustable along the width direction.
[0009] In one embodiment, the pedal device further includes a pushing mechanism; the pushing mechanism is connected to the second pedal mechanism and is used to adjust the position of the second pedal mechanism along the width direction.
[0010] In one embodiment, the pushing mechanism includes a power source, a lead screw, a bushing, and a slide rail. The rotating shaft of the power source is connected to the lead screw, the lead screw is sleeved with the bushing, the bushing is connected to the second pedal mechanism, and the second pedal mechanism is slidably disposed on the slide rail, which is disposed along the width direction.
[0011] In one embodiment, the pedal device further includes a Hall effect sensor and a controller; the Hall effect sensor is used to sense the position of the second pedal mechanism, and the Hall effect sensor and the push mechanism are both electrically connected to the controller, which controls the push mechanism to work based on the position of the second pedal mechanism sensed by the Hall effect sensor.
[0012] In one embodiment, when the pedal device switches to the ground mode, the pushing mechanism is used to move the second pedal device to a position relatively close to the first pedal device; when the pedal device switches to the flight mode, the pushing mechanism is used to move the second pedal device to a position relatively far away from the first pedal device; or...
[0013] When the pushing mechanism is used to move the second pedal mechanism to a position relatively close to the first pedal mechanism, the pedal device switches to the ground mode; when the pushing mechanism is used to move the second pedal mechanism to a position relatively far away from the first pedal mechanism, the pedal device switches to the flight mode.
[0014] In one embodiment, the first pedal mechanism includes a first base and a first pedal, the first base being fixedly disposed in the cockpit of the flying car, and the first pedal being rotatably disposed on the first base;
[0015] The second pedal mechanism includes a second base and a second pedal. The second base is adjustablely positioned in the cockpit of the flying car along the width direction, and the second pedal is rotatably mounted on the second base.
[0016] In one embodiment, the first pedal mechanism further includes a first sensor disposed on the first base. The first sensor is used to sense a first rotation angle and / or a first pressure of the first pedal, and outputs a power signal according to the first rotation angle and / or the first pressure in the ground mode, and outputs a yaw angle signal in a first direction according to the first rotation angle and / or the first pressure in the flight mode.
[0017] The second pedal mechanism further includes a second sensor disposed on the second base. The second sensor is used to sense a second rotation angle and / or a second pressure of the second pedal, and outputs a braking force signal according to the second rotation angle and / or the second pressure in the ground mode, and outputs a yaw angle signal in the second direction according to the second rotation angle and / or the second pressure in the flight mode.
[0018] On the other hand, this application also provides a flying car, which includes the aforementioned pedal device.
[0019] The aforementioned flying car and its pedal system, when operating in ground mode, have a first pedal mechanism controlling power output, functioning as an accelerator pedal, and a second pedal mechanism controlling braking force output, functioning as a brake pedal, conforming to ground driving conventions. When operating in flight mode, the first pedal mechanism controls the yaw angle output in the first direction, and the second pedal mechanism controls the yaw angle output in the second direction, conforming to flight control conventions. Therefore, the pedal system can adaptively adjust to ground or flight mode according to the flying car's operating mode, fulfilling functions suitable for different operating modes. This maintains consistency with traditional car control methods while meeting the demands of flight control. Furthermore, the pedal system integrates multiple control functions, simplifies the device structure, reduces production costs, and facilitates operation. Attached Figure Description
[0020] Figure 1 This is a structural diagram of a pedal device for a flying car according to an embodiment of this application.
[0021] Figure 2 for Figure 1 The diagram shows the structure of the first pedal mechanism in the pedal device.
[0022] Figure 3 for Figure 1 The diagram shows the structure of the second pedal mechanism in the pedal device.
[0023] Explanation of reference numerals in the attached figures:
[0024] 10. Pedal device; 11. First pedal mechanism; 111. First base; 112. First pedal; 113. First sensor; 12. Second pedal mechanism; 121. Second base; 122. Second pedal; 123. Second sensor; 13. Pushing mechanism; 131. Power source; 132. Slide rail; X, width direction; A, rightmost position; B, leftmost position. Detailed Implementation
[0025] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.
[0026] As described in the background section, the pedal control system for flying cars in related technologies suffers from the following main drawbacks: 1. Fixed dual-pedal systems require an additional joystick for yaw control in flight mode, increasing operational complexity. Drivers must simultaneously operate the pedals and joystick, easily generating operational load. Inconsistent operation during mode switching negatively impacts driving experience and safety. 2. Completely independent control systems employ two separate pedal devices. Excessive control components increase system complexity and cost, forcing drivers to relearn flight mode operation, resulting in significant learning costs and inertia issues. Furthermore, they fail to meet the ergonomic requirements of both ground driving and flight control. These shortcomings stem from the failure to effectively integrate the control logic of ground and flight modes and the lack of consideration for the continuity of driver muscle memory. These problems arise from the unique nature of flying cars as a new type of transportation; they require the integration of the control characteristics of both automobiles and airplanes, and simple superposition or independent design cannot adequately resolve this contradiction.
[0027] For the above reasons, this application provides a flying car and its pedal device, which automatically adjusts the pedal function according to the current operating mode of the flying car, maintaining consistency with the control method of traditional cars while meeting the needs of flight control. Furthermore, through innovative mechanical structure and electronic sensing design, multiple control functions are integrated into the pedal system, simplifying the device structure, reducing production costs, and facilitating operation.
[0028] See Figure 1 , Figure 1 The diagram shows a structural diagram of a pedal device 10 for a flying car according to an embodiment of this application. The pedal device 10 for a flying car provided in this application has a ground mode and a flight mode and can switch between the ground mode and the flight mode.
[0029] Please see Figure 1 and Figure 2 For example, the pedal device 10 includes a first pedal mechanism 11. The first pedal mechanism 11 is used to control power output when operating in ground mode, and to control yaw angle output in a first direction when operating in flight mode.
[0030] Please see Figure 1 and Figure 3 For example, the pedal device 10 also includes a second pedal mechanism 12. When the second pedal mechanism 12 operates in ground mode, it is used to control the braking force output. When the second pedal mechanism 12 operates in flight mode, it is used to control the yaw angle output in a second direction, which is opposite to the first direction.
[0031] The aforementioned pedal device 10 of the flying car, when operating in ground mode, uses a first pedal mechanism 11 to control power output, functioning as an accelerator pedal, and a second pedal mechanism 12 to control braking force output, functioning as a brake pedal, conforming to ground driving conventions. When operating in flight mode, the first pedal mechanism 11 controls the yaw angle output in the first direction, and the second pedal mechanism 12 controls the yaw angle output in the second direction, conforming to flight control conventions. Therefore, the pedal device 10 can adaptively adjust to ground mode or flight mode according to the flying car's operating mode, performing functions suitable for different operating modes of the flying car. This maintains consistency with traditional car control methods while also meeting the needs of flight control.
[0032] In this application, the three independent control devices (car throttle / brake + flight yaw stick) required by traditional flying cars are integrated into two multi-functional pedal mechanisms. The pedal device 10 integrates multiple control functions. Function reuse is achieved through mechanical structure adjustment rather than electronic system redundancy. Compared with the discrete solution, the number of parts is reduced by 50%, the device structure is simplified, the production cost is reduced, and the intuitiveness and safety of operation are improved.
[0033] For example, the first pedal mechanism 11 and the second pedal mechanism 12 are arranged along the width direction X of the flying car. Furthermore, along the driving direction of the flying car, the first pedal mechanism 11 can be arranged to the right or left of the second pedal mechanism 12. To maintain traditional car driving habits, the arrangement of the accelerator and brake pedals in a traditional car can be referenced. In this embodiment, the first pedal mechanism 11 is specifically arranged to the right of the second pedal mechanism 12.
[0034] Based on the aforementioned embodiments, at least one of the first pedal mechanism 11 and the second pedal mechanism 12 can be moved and adjusted along the width direction X, so that the distance between the first pedal mechanism 11 and the second pedal mechanism 12 along the width direction X is adjustable. Thus, in ground mode, the distance between the first pedal mechanism 11 and the second pedal mechanism 12 is reduced, making the distance between them conform to the distance requirements of the accelerator and brake pedals in traditional automobiles, maintaining traditional driving habits, with the right foot controlling the first pedal mechanism 11 and the second pedal mechanism 12. In flight mode, the distance between the first pedal mechanism 11 and the second pedal mechanism 12 is increased, so that the first pedal mechanism 11 and the second pedal mechanism 12 are spaced apart and correspond to the driver's left and right feet respectively, so that the left and right feet independently control yaw, conforming to aviation driving habits. Therefore, a seamless transition between two control habits is achieved through intelligent adjustment of the hardware layout.
[0035] Based on the aforementioned embodiment, along the driving direction of the flying car, the first pedal mechanism 11 is located to the right of the second pedal mechanism 12. The first pedal mechanism 11 is fixedly mounted in the cockpit of the flying car, while the second pedal mechanism 12 is adjustable in the width direction X. Thus, in both ground mode and flight mode, the position of the first pedal mechanism 11 in the cockpit remains fixed, while the position of the second pedal mechanism 12 is adaptively adjusted in the width direction X. In ground mode, the second pedal mechanism 12 is adjusted in the width direction X to a position closer to the first pedal mechanism 11, specifically, for example, moving to the far right position; in flight mode, the second pedal mechanism 12 is adjusted in the width direction X to a position farther from the first pedal mechanism 11, specifically, for example, moving to the far left position. This mechanical displacement design allows the driver to intuitively perceive mode switching while maintaining the optimal control posture in both modes, reducing the risk of misoperation.
[0036] The first pedal mechanism 11 is fixed to the cockpit, meaning its position cannot be adjusted along the width direction X, and is designed for operation with the pilot's right foot, accommodating both throttle control in ground mode and right yaw control in flight mode. The second pedal mechanism 12 is designed to be movable and adjustable along the width direction X, accommodating both brake control with the left foot in ground mode and left yaw control with the left foot in flight mode. Therefore, this ergonomic dual-continuity design eliminates the need for the pilot to re-establish neural reflexes, making it particularly advantageous for applications requiring frequent switching between ground and flight modes.
[0037] Of course, as an alternative, along the direction of travel of the flying car, the first pedal mechanism 11 is located to the right of the second pedal mechanism 12. The second pedal mechanism 12 is fixedly mounted in the cockpit of the flying car, and the position of the first pedal mechanism 11 is adjustable along the width direction X.
[0038] Of course, in other embodiments, the positions of the first pedal mechanism 11 and the second pedal mechanism 12 are adjustable along the width direction X, and each can adjust its position according to its own needs. This embodiment does not impose any restrictions on this.
[0039] In some embodiments, the pedal device 10 further includes a pushing mechanism 13. The pushing mechanism 13 includes, but is not limited to, various power mechanisms such as motor screws, cylinders, hydraulic cylinders, and cam mechanisms, as long as they can drive the second pedal mechanism 12 to move; no limitation is imposed here, and it can be flexibly adjusted and set according to actual needs. The pushing mechanism 13 is connected to the second pedal mechanism 12 and is used to adjust the position of the second pedal mechanism 12 along the width direction X. When the pedal device 10 is operating in ground mode, the pushing mechanism 13 pushes the second pedal mechanism 12 along the width direction X, causing the second pedal mechanism 12 to move to the far right; when the pedal device 10 is operating in flight mode, the pushing mechanism 13 pulls back the second pedal mechanism 12 along the width direction X, causing the second pedal mechanism 12 to move to the far left. This eliminates the need for manual adjustment of the second pedal mechanism 12's position in the lateral direction, resulting in a high degree of automation, and the position of the second pedal mechanism 12 along the width direction X is precisely adjusted.
[0040] In one specific embodiment, the pushing mechanism 13 includes a power source 131, a lead screw, a bushing, and a slide rail 132. The rotating shaft of the power source 131 is connected to the lead screw, and the lead screw is sleeved with the bushing. The bushing is connected to the second pedal mechanism 12. The second pedal mechanism 12 is slidably disposed on the slide rail 132, which is arranged along the width direction X. When the power source 131 rotates, it drives the lead screw to rotate, and when the lead screw rotates, it drives the bushing to move. The bushing causes the second pedal mechanism 12 to slide along the slide rail 132 to adjust its position, with a positioning accuracy of ±0.1mm.
[0041] For example, the pedal device 10 also includes a Hall effect sensor. The Hall effect sensor is used to sense the position of the second pedal mechanism 12. Both the Hall effect sensor and the push mechanism 13 are electrically connected to the controller. The controller controls the push mechanism 13 to operate based on the position of the second pedal mechanism 12 sensed by the Hall effect sensor, thereby precisely adjusting the position of the second pedal mechanism 12 along the width direction X. Furthermore, the Hall effect sensor enables contactless position detection, avoiding mechanical wear and ensuring reliable mode switching. Its service life is more than three times longer than traditional mechanical switches, and the maintenance cycle is extended to 5000 switches.
[0042] Based on the aforementioned embodiments, the number of slide rails 132 is not limited to one; specifically, it is set to at least two, such as two, three, four, or more. At least two slide rails 132 are arranged side-by-side with intervals, and both slide rails 132 are in sliding engagement with the second pedal mechanism 12. Thus, the second pedal mechanism 12 exhibits high operational stability along the width direction X.
[0043] In some embodiments, when the pedal device 10 switches to ground mode, the pushing mechanism 13 moves the second pedal device 12 to a position relatively close to the first pedal device 11; when the pedal device 10 switches to flight mode, the pushing mechanism 13 moves the second pedal device 12 to a position relatively far away from the first pedal device 11. Specifically, when the pedal device 10 switches to ground mode, the pushing mechanism 13 moves the second pedal device 12 to the rightmost position A; when the pedal device 10 switches to flight mode, the pushing mechanism 13 moves the second pedal device 12 to the leftmost position B.
[0044] In some alternative solutions, when the pushing mechanism 13 moves the second pedal mechanism 12 to a position relatively close to the first pedal mechanism 11, the pedal device 10 switches to ground mode; when the pushing mechanism 13 moves the second pedal mechanism 12 to a position relatively far from the first pedal mechanism 11, the pedal device 10 switches to flight mode. In other words, the operating mode of the flying car is adjusted accordingly by adjusting the position of the second pedal mechanism 12 laterally. Specifically, when the second pedal mechanism 12 is adjusted to the rightmost position A, the flying car switches to ground mode; when the second pedal mechanism 12 is adjusted to the leftmost position B, the flying car switches to flight mode. This allows for explicit switching of the control mode, adding tactile feedback compared to purely electronic switching schemes and reducing the error rate.
[0045] Furthermore, an automatic identification and function mapping switching between flight mode and ground mode is achieved through a hybrid design combining mechanical linkage and electronic sensing. Specifically, the first pedal mechanism 11 is fixedly mounted in the cockpit along the width direction X, adapting to throttle control in ground mode and right yaw control in flight mode; the second pedal mechanism 12 is movable in the cockpit along the width direction X, adapting to brake control in ground mode and left yaw control in flight mode, with both modes sharing the same set of pedal hardware.
[0046] For example, the first pedal mechanism 11 includes a first base 111 and a first pedal 112. The first base 111 is fixedly mounted in the cockpit of the flying car, meaning that the first base 111 cannot be moved or adjusted in the width direction X. The first pedal 112 is rotatably mounted on the first base 111. When the first pedal 112 is stepped on and rotated, it can adjust the power output or the right yaw angle.
[0047] For example, the second pedal mechanism 12 includes a second base 121 and a second pedal 122. The second base 121 is adjustable in position within the cab along the width direction X. Specifically, the second base 121 is slidably mounted on a slide rail 132 along the width direction X, and its position is adjusted by sliding along the slide rail 132 under the pushing and pulling action of the pushing mechanism 13. The second pedal 122 is rotatably mounted on the second base 121. When the second pedal 122 is depressed and rotated, it can adjust the braking force output or the left yaw angle.
[0048] Based on the foregoing embodiments, the first pedal mechanism 11 further includes a first sensor 113. The first sensor 113 is disposed on the first base 111. Optionally, the first sensor 113 may include, but is not limited to, at least one or a combination of an angle sensor and a pressure sensor.
[0049] When the first sensor 113 is set as an angle sensor, the first sensor 113 is used to sense the first rotation angle of the first pedal 112, and outputs a power signal according to the first rotation angle in ground mode, and outputs a yaw angle signal in the first direction according to the first rotation angle in flight mode.
[0050] When the first sensor 113 is set as a pressure sensor, the first sensor 113 is used to sense the first pressure of the first pedal 112, and outputs a power signal according to the first pressure in ground mode, and outputs a yaw angle signal in the first direction according to the first pressure in flight mode.
[0051] Therefore, based on the sensing signal from the first sensor 113, a single pedal can simultaneously meet the requirements of linear throttle control in automobiles and yaw angle control in the first direction of an aircraft.
[0052] Based on the foregoing embodiments, the second pedal mechanism 12 further includes a second sensor 123. The second sensor 123 is disposed on the second base 121. Optionally, the second sensor 123 may include, but is not limited to, at least one or a combination of an angle sensor and a pressure sensor.
[0053] When the second sensor 123 is an angle sensor, the second sensor 123 is used to sense the second rotation angle of the second pedal 122, and outputs a braking force signal according to the second rotation angle in ground mode, and outputs a yaw angle signal in the second direction according to the second rotation angle in flight mode.
[0054] When the second sensor 123 is a pressure sensor, the second sensor 123 is used to sense the second pressure of the second pedal 122, and outputs a braking force signal based on the second pressure in ground mode, and outputs a yaw angle signal in the second direction based on the second pressure in flight mode.
[0055] Therefore, based on the sensing signal from the second sensor 123, a single pedal can simultaneously meet the requirements of linear control of automotive braking and yaw angle control of the second direction of an aircraft.
[0056] In one specific embodiment, both the first sensor 113 and the second sensor 123 are configured as angle sensors. When the first pedal 112 is pressed, the first sensor 113 identifies the angle signal and translates it into different signals corresponding to the mode: in ground mode, it functions as a throttle, controlling power output; in flight mode, it functions as a right yaw, controlling the yaw angle output. When the second pedal 122 is pressed, the second sensor 123 identifies the angle signal and translates it into different signals corresponding to the mode: in ground mode, it functions as a brake, controlling braking force output; in flight mode, it functions as a left yaw, controlling the yaw angle output.
[0057] Both the first pedal mechanism 11 and the second pedal mechanism 12 employ a structure combining a rotatable pedal and a sensor, enabling a single pedal to simultaneously perform two functional mappings. In ground mode, the pedal rotation angle corresponds to throttle / brake force; in flight mode, the same mechanical action is converted into a yaw control signal. This dual-resolution mechanism achieves 100% hardware reuse, reducing the number of control components by 50% compared to traditional dual-system solutions, directly lowering manufacturing costs.
[0058] Furthermore, the coordinated operation of sensors and mechanical linkages enables precise signal conversion. In ground mode, the rotation angle or pressure of the pedal can be converted into changes in power output / braking force output; in flight mode, the rotation angle or pressure of the pedal can be converted into changes in yaw angle. This programmable parameter mapping relationship allows the control system to be flexibly calibrated according to the needs of different vehicle models, improving adaptability by 200%.
[0059] In the description of this application, it should be understood that if terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" appear, these terms indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.
[0060] Furthermore, where the terms "first" and "second" appear, these terms are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, where the term "multiple" appears, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.
[0061] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.
[0062] In this application, unless otherwise expressly specified and limited, the use of descriptions such as "above" or "below" the second feature indicates that the first and second features are in direct contact or indirect contact via an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. Similarly, "below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.
[0063] It should be noted that if an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. If an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. If so, the terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used in this application are for illustrative purposes only and do not represent the only possible implementation.
[0064] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.
[0065] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.
Claims
1. A pedal device of an air car, characterized by, The pedal device has a ground mode and a flight mode and can switch between the ground mode and the flight mode, and the pedal device comprises: a first pedal mechanism, which is used for controlling power output when working in the ground mode and is used for controlling yaw angle output in a first direction when working in the flight mode; and a second pedal mechanism, which is used for controlling brake force output when working in the ground mode and is used for controlling yaw angle output in a second direction when working in the flight mode, the second direction being opposite to the first direction.
2. The pedal device of claim 1, wherein The first pedal mechanism and the second pedal mechanism are arranged along a width direction of the flying car, and at least one of the first pedal mechanism and the second pedal mechanism can be moved to adjust a position along the width direction, so that a spacing of the first pedal mechanism and the second pedal mechanism along the width direction is adjustable.
3. The pedal device of claim 2, wherein In a driving direction of the flying car, the first pedal mechanism is located at a right side of the second pedal mechanism; the first pedal mechanism is used for fixedly setting in a driver's room of the flying car, and the second pedal mechanism is adjustable in position along the width direction.
4. The pedal device of claim 3, wherein The pedal device further comprises a pushing mechanism; the pushing mechanism is connected with the second pedal mechanism, and the pushing mechanism is used for adjusting the position of the second pedal mechanism along the width direction.
5. The pedal device of claim 4, wherein The pushing mechanism comprises a power source, a screw rod, a shaft sleeve and a slide rail, a rotating shaft of the power source is connected with the screw rod, the screw rod is sleeved with the shaft sleeve, the shaft sleeve is connected with the second pedal mechanism, the second pedal mechanism is slidably arranged in the slide rail, and the slide rail is arranged along the width direction.
6. The pedal device of claim 4, wherein The pedal device further comprises a Hall effect sensor and a controller; the Hall effect sensor is used for sensing the position of the second pedal mechanism, the Hall effect sensor and the pushing mechanism are electrically connected with the controller, and the controller controls the pushing mechanism to work according to the position of the second pedal mechanism sensed by the Hall effect sensor.
7. A pedal device according to any one of claims 4 to 6, wherein When the pedal device switches to the ground mode, the pushing mechanism is used for moving the second pedal mechanism to a position relatively close to the first pedal mechanism; when the pedal device switches to the flight mode, the pushing mechanism is used for moving the second pedal mechanism to a position relatively far away from the first pedal mechanism; or, When the pushing mechanism is used for moving the second pedal mechanism to the position relatively close to the first pedal mechanism, the pedal device switches to the ground mode; when the pushing mechanism is used for moving the second pedal mechanism to the position relatively far away from the first pedal mechanism, the pedal device switches to the flight mode.
8. Pedal device according to any of claims 1 to 6, characterized in that The first pedal mechanism comprises a first base and a first pedal, the first base is fixedly arranged in a driver's room of the flying car, and the first pedal is rotatably arranged in the first base. The second pedal mechanism comprises a second base and a second pedal, the second base is adjustably arranged on the driver cabin of the flying car along the width direction of the flying car, and the second pedal is rotatably arranged on the second base.
9. The pedal device of claim 8, wherein The first pedal mechanism further comprises a first sensor arranged on the first base, the first sensor is used for sensing the first rotation angle and / or the first pressure of the first pedal, and outputting a power signal according to the first rotation angle and / or the first pressure in the ground mode, and outputting a yaw angle signal of the first direction according to the first rotation angle and / or the first pressure in the flight mode. The second pedal mechanism further comprises a second sensor arranged on the second base, the second sensor is used for sensing the second rotation angle and / or the second pressure of the second pedal, and outputting a braking force signal according to the second rotation angle and / or the second pressure in the ground mode, and outputting a yaw angle signal of the second direction according to the second rotation angle and / or the second pressure in the flight mode.
10. A flying car characterized by, The flying car comprises the pedal device according to any one of claims 1 to 9.