Docking method and device of split flying car, controller and storage medium

Abstract

The application discloses a docking method and device of a split flying automobile, a controller and a storage medium, and relates to the technical field of vehicles. The method comprises the following steps: in the case that the split flying automobile meets a preset docking preparation triggering condition, controlling a flying module to descend according to a target flight trajectory; in the process of descending of the flying module, and in the case that a preset micro-adjustment triggering condition is met, controlling the flying module to continue descending according to a target control quantity corresponding to a next moment; the target control quantity is determined based on an initial control quantity required by the split flying automobile for tracking the target flight trajectory at the next moment and a corresponding control compensation quantity; the control compensation quantity is used for compensating external interference of a total disturbance estimation value acting on the split flying automobile; in the process of continuing to descend of the flying module, and in the case that a preset docking execution triggering condition is met, controlling the flying module to dock with a driving module. In this way, the accuracy of docking of the split flying automobile can be improved.

Description

Technical Field

[0001] This application relates to the field of flying car technology, and in particular to a docking method, device, controller and storage medium for a split-type flying car. Background Technology

[0002] Split-type flying cars consist of a flight module and a driving module. During the docking process between the flight module and the driving module, mechanical guidance structures are relied upon. When external interference is present, docking misalignment can easily occur.

[0003] Therefore, improving the docking accuracy of split-type flying cars has become an urgent problem to be solved. Summary of the Invention

[0004] This application provides a docking method, device, controller, and storage medium for a split-type flying car, which can improve the docking accuracy of the split-type flying car.

[0005] In a first aspect, embodiments of this application provide a docking method for a split-type flying car, the method comprising:

[0006] When the split-type flying car meets the preset docking preparation trigger conditions, the flight module in the split-type flying car is controlled to descend according to the target flight trajectory; the target flight trajectory is determined based on the global optimal estimated pose state of the flight module at the previous moment and the current control quantity at the current moment.

[0007] During the descent of the flight module, if the preset fine-adjustment trigger condition is met, the flight module is controlled to continue descending according to the target control quantity corresponding to the next moment of the current moment. The target control quantity is determined based on the initial control quantity required by the split flying car to track the target flight trajectory in the next moment and the control compensation quantity corresponding to the next moment. The control compensation quantity is used to compensate for the external disturbances that the total disturbance estimate acts on the split flying car.

[0008] As the flight module continues to descend, and if the preset docking execution trigger conditions are met, the flight module is controlled to dock with the driving module in the split-type flying car.

[0009] In this embodiment, on the one hand, since the target flight trajectory is determined based on the globally optimal estimated pose state of the flight module at the previous moment and the current control quantity at the current moment, compared with the method in related technologies that determines the real-time pose state of the flight module based on real-time acquired sensor signals, under the condition of meeting the preset docking preparation triggering conditions, the problem of low accuracy in estimating the target flight trajectory due to interference or temporary loss of sensor signals can be avoided as much as possible, thereby improving the accuracy of the target flight trajectory determined during docking; on the other hand, since the control compensation quantity is used to compensate for the external interference acting on the split-type flying car by the total disturbance estimate, Therefore, during the descent of the flight module, if the preset fine-adjustment trigger condition is met, the flight continues according to the target control quantity for the next moment, determined based on the initial control quantity required for the next moment and the corresponding control compensation quantity for the next moment. This can compensate for external disturbances before they affect the attitude state of the split-type flying car in the next moment, thus enabling the split-type flying car to fly stably along the target flight trajectory in the next moment. Therefore, by using a highly accurate flight trajectory and a highly stable flight state, the docking accuracy of the split-type flying car can be improved during the continued descent of the flight module, provided that the preset docking execution trigger condition is met.

[0010] In one optional implementation of the first aspect, during the continued descent of the flight module and upon detection that a preset docking execution trigger condition is met, the flight module is controlled to dock with the driving module in the split-type flying vehicle, comprising: during the continued descent of the flight module and upon detection that the preset docking execution trigger condition is met, controlling the flight module to establish a flexible connection with the driving module in the split-type flying vehicle, and calibrating the docking position of the flight module and the driving module; and based on the calibrated docking position, controlling the flight module and the driving module to dock.

[0011] By adopting this implementation method, the docking position of the split-type flying car is calibrated when the preset docking execution trigger condition is detected, and the split-type flying car is controlled to complete the docking based on the calibrated docking position, which can further improve the docking accuracy of the split-type flying car.

[0012] In an optional implementation of the first aspect, the method further includes any one of the following: when a preset termination docking condition is met and a flexible connection is not established, adjusting the control quantities corresponding to all effectors of the flight module to the maximum control quantities to control the flight module to ascend or avoid obstacles; when a preset termination docking condition is met and a flexible connection is not established, determining the safe landing area corresponding to the flight module and controlling the flight module to make an emergency landing in the safe landing area; when a preset termination docking condition is met and a flexible connection is established, controlling the flight module and the driving module to separate.

[0013] By adopting this implementation method, the docking of the flight module and the driving module of the split flying car can be terminated immediately when the preset termination docking conditions are met, thereby improving the driving safety of the split flying car.

[0014] In an optional implementation of the first aspect, the method further includes: determining that a preset termination docking condition is met if any of the following conditions are met: the trajectory tracking error of the flight module is greater than a preset first trajectory tracking error threshold; the power system of the flight module fails; the flight module loses control during near-ground flight; or an obstacle is detected in the docking area between the flight module and the driving module.

[0015] Using this implementation method, it is possible to know in a timely manner when the split-type flying car meets the preset termination docking conditions, thereby terminating the docking of the split-type flying car in a timely manner.

[0016] In an optional implementation of the first aspect, the method further includes at least one of the following: determining that a preset docking preparation trigger condition is met when the following conditions are met: the trajectory tracking error of the flight module is less than a preset second trajectory tracking error threshold; the attitude angle fluctuation amplitude of the flight module is less than a preset fluctuation amplitude threshold; determining that a preset fine adjustment trigger condition is met when any of the following conditions are met: the trajectory tracking error corresponding to the flight module is greater than the preset second trajectory tracking error threshold and less than or equal to a preset third trajectory tracking error threshold; the attitude angle fluctuation amplitude of the flight module is greater than a preset fluctuation amplitude threshold, or the attitude angle fluctuation duration of the flight module is greater than a preset fluctuation duration threshold; the tilt angle of the split-type flying car in the predicted docking attitude is greater than a preset tilt angle threshold; the flight module descends to a first preset altitude; determining that a preset docking execution trigger condition is met when any of the following conditions are met: the trajectory tracking error corresponding to the flight module is greater than a preset third trajectory tracking error threshold and less than or equal to a preset first trajectory tracking error threshold; during the continuous descent of the controlled flight module, the trajectory tracking error continuously increases within a preset duration; the flight module descends to a second preset altitude; the second preset altitude is less than the first preset altitude.

[0017] By adopting this implementation method, the current status of the split-type flying car can be obtained in a timely manner, so that when the preset conditions are met, the corresponding process can be executed to improve the docking accuracy of the split-type flying car.

[0018] In an optional implementation of the first aspect, the method further includes: acquiring the globally optimal estimated pose state of the flight module at the previous moment; determining the predicted pose state at the current moment based on the globally optimal estimated pose state and the current control variable at the current moment, and determining the predicted multi-source data at the current moment based on the predicted pose state; correcting the predicted pose state based on the actual multi-source data and the predicted multi-source data at the current moment to obtain the current pose state at the current moment; and generating the target flight trajectory based on the current pose state and the desired pose state.

[0019] This implementation method, since the predicted pose state at the current moment is determined based on the globally optimal estimated pose state at the previous moment and the current control quantity at the current moment, can avoid the problem of low accuracy in estimating the pose state of the flight module due to interference or temporary loss of sensor signals, compared with the method of determining the real-time pose state of the flight module based on real-time acquired sensor signals in related technologies. Then, based on the predicted pose state, the predicted multi-source data at the current moment is determined, and the predicted pose state is corrected based on the actual multi-source data and the predicted multi-source data at the current moment. In this way, the accuracy of the pose state at the current moment (i.e., the current pose state) can be further improved. Thus, based on the high-accuracy current pose state and the desired pose state, a high-accuracy flight trajectory can be generated.

[0020] In an optional implementation of the first aspect, the method further includes: determining the initial control quantity required by the flight module to track the target flight trajectory at the next moment from the current moment; determining the total disturbance estimate of the flight module at the next moment, and determining the control compensation quantity corresponding to the next moment based on the total disturbance estimate; and correcting the initial control quantity based on the control compensation quantity to obtain the target control quantity corresponding to the next moment.

[0021] In this implementation method, in order to avoid external interference affecting the actual flight trajectory, the external interference acting on the flight module by the control compensation amount corresponding to the next moment is compensated by the total disturbance estimate of the next moment. That is, the initial control amount is corrected based on the control compensation amount corresponding to the next moment. This can compensate for the external interference before it affects the attitude state of the flight module in the next moment. In this way, the target control amount that enables the flight module to fly stably along the target flight trajectory in the next moment can be determined.

[0022] Secondly, embodiments of this application provide a docking device for a split-type flying car, the device comprising:

[0023] The first control module is used to control the flight module in the split flying car to descend according to the target flight trajectory when the preset docking preparation trigger conditions are met; the target flight trajectory is determined based on the global optimal estimated pose state of the flight module at the previous moment and the current control quantity at the current moment.

[0024] The second control module is used to control the flight module to continue descending according to the target control quantity corresponding to the next moment when the preset fine-adjustment trigger condition is detected during the descent of the flight module. The target control quantity is determined based on the initial control quantity required by the split flying car to track the target flight trajectory in the next moment and the control compensation quantity corresponding to the next moment. The control compensation quantity is used to compensate for the external disturbances acting on the split flying car by the total disturbance estimate.

[0025] The third control module is used to control the flight module to dock with the driving module in the split flying car when the flight module continues to descend and the preset docking execution trigger conditions are met.

[0026] Thirdly, embodiments of this application provide a controller, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps of the method provided in the first aspect above.

[0027] Fourthly, this application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the method provided in the first aspect above.

[0028] Fifthly, this application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the method provided in the first aspect above.

[0029] Regarding the beneficial effects of any of the technical solutions in the second to fifth aspects mentioned above, refer to the beneficial effects of the corresponding technical solutions in the first aspect; repeated examples will not be listed here. Attached Figure Description

[0030] To more clearly illustrate the technical solutions in the embodiments of this application or related technologies, the drawings used in the description of the embodiments of this application or related technologies will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0031] Figure 1 This is a schematic flowchart of an optional docking method for a split-type flying car provided in an embodiment of this application;

[0032] Figure 2 This is a schematic diagram of another optional process for docking a split-type flying car provided in an embodiment of this application;

[0033] Figure 3 This is a schematic diagram of an optional structure of a docking device for a split-type flying car provided in an embodiment of this application;

[0034] Figure 4 This is a schematic diagram of an optional structure of a controller provided in an embodiment of this application. Detailed Implementation

[0035] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0036] The docking method for the split-type flying car provided in the embodiments of this application will be described below.

[0037] Please see Figure 1 , Figure 1 This is a schematic flowchart of an optional docking method for a split-type flying car provided in an embodiment of this application. The method can be applied to the controller of the split-type flying car. In other words, the method can be executed by the controller of the split-type flying car. Figure 1 As shown, the docking method for this split-type flying car may include, but is not limited to, the following steps:

[0038] S101. When the split-type flying car meets the preset docking preparation trigger conditions, control the flight module in the split-type flying car to descend according to the target flight trajectory; the target flight trajectory is determined based on the global optimal estimated pose state of the flight module at the previous moment and the current control quantity at the current moment.

[0039] The modular flying car may include a flight module and a driving module. The flight module provides the cockpit with the ability to fly, while the driving module provides the cockpit with the ability to move on the ground. During the docking process, the flight module, guided by an autopilot system and high-precision positioning technology, autonomously lands at a predetermined docking point to dock with the driving module, which remains stationary or cruises at low speed.

[0040] In this application, the controller is pre-set with docking preparation trigger conditions. The controller can acquire motion information (such as attitude angle fluctuation amplitude, trajectory tracking error, etc.) of the flight module of the split flying car in real time or periodically, and determine whether the preset docking preparation trigger conditions are met based on the motion information. If they are met, the controller controls the flight module in the split flying car to descend according to the target flight trajectory.

[0041] The target flight trajectory refers to the flight path planned by the flight controller at the current moment for the split-type flying car to complete a specific task.

[0042] The global optimal estimated pose state of the flight module at the previous moment refers to the optimal pose estimate relative to the fixed world coordinate system determined based on all observation information at the previous sampling moment.

[0043] The current control variables at the current moment may include, but are not limited to, the motor speed of the motor in the flight module, the control surface deflection angle of the flight module, etc.

[0044] S102. During the descent of the flight module, if the preset fine-adjustment trigger condition is met, the flight module is controlled to continue descending according to the target control quantity corresponding to the next moment of the current moment; the target control quantity is determined based on the initial control quantity required by the split flying car to track the target flight trajectory in the next moment and the control compensation quantity corresponding to the next moment.

[0045] In this application, the controller is pre-set with fine-tuning trigger conditions. The controller can acquire motion information of the flight module of the split flying car in real time or periodically (such as attitude angle fluctuation amplitude, trajectory tracking error, tilt angle, height difference with the ground, etc.), and determine whether the preset fine-tuning trigger conditions are met based on one or more of the motion information. If met, the controller controls the flight module to continue descending according to the target control quantity corresponding to the next moment of the current moment.

[0046] The initial control quantity may include the initial force or torque used to control the flight of the split-type flying car.

[0047] In this context, the control compensation quantity refers to a reverse control quantity actively generated by the control system of the split-type flying car to counteract the various disturbances represented by the total disturbance estimate. The total disturbance estimate is a real-time estimate of the total disturbances experienced by the split-type flying car during flight. Optionally, the total disturbance estimate includes, but is not limited to, external disturbances and internal uncertainties. External disturbances may include wind disturbances; internal uncertainties may include parameter errors in the nonlinear dynamic model used to estimate the predicted attitude state. During the flight of the split-type flying car, wind disturbances can cause rapid oscillations in its attitude, thereby compromising its stability. Furthermore, the presence of internal uncertainties (such as unmodeled disturbances in the nonlinear dynamic modeling process, such as elastic deformation of the body and actuator response delays) can lead to control deviations, thus affecting the car's stability during flight.

[0048] In some embodiments, the control compensation amount may include a control amount used to compensate for wind disturbances caused by the total disturbance estimate acting on the split-type flying car.

[0049] In some embodiments, the controller determines the target control quantity for the next moment based on the initial control quantity required by the split-type flying car to track the target flight trajectory at the next moment and the corresponding control compensation quantity at the next moment. This can include: correcting the initial control quantity required by the split-type flying car to track the target flight trajectory at the next moment based on the corresponding control compensation quantity at the next moment, thereby obtaining the target control quantity for the next moment. When the flight controller corrects the initial control quantity based on the control compensation quantity, it must satisfy three principles: opposite compensation direction, matching compensation magnitude, and real-time online correction.

[0050] Specifically, "opposite compensation direction" means that the direction of the control compensation amount must be strictly opposite to that of the total disturbance estimate, which is used to offset the predicted disturbance effect. "Matching compensation magnitude" means that the magnitude of the control compensation amount should exactly offset the actual impact of the total disturbance estimate on the flight of the split-type flying car. "Real-time online correction" means that the control compensation amount and correction process need to be dynamically corrected based on the latest total disturbance estimate in each control cycle. Its purpose is to cope with rapidly changing external disturbances (such as wind disturbance, near-ground effects, etc.) to ensure the timeliness and effectiveness of the correction.

[0051] S103. During the descent of the flight module, if the preset docking execution trigger condition is met, control the flight module to dock with the driving module in the split flying car.

[0052] In this application, the controller is pre-set with docking execution trigger conditions. The controller can acquire the motion information of the flight module of the split flying car in real time or periodically (such as trajectory tracking error, height difference with the ground, etc.), and determine whether the preset fine adjustment trigger conditions are met based on one or more of the motion information. If met, the controller controls the flight module to continue descending according to the target control quantity corresponding to the next moment of the current moment.

[0053] In this embodiment, on the one hand, since the target flight trajectory is determined based on the globally optimal estimated pose state of the flight module at the previous moment and the current control quantity at the current moment, compared with the method in related technologies that determines the real-time pose state of the flight module based on real-time acquired sensor signals, under the condition of meeting the preset docking preparation triggering conditions, the problem of low accuracy in estimating the target flight trajectory due to interference or temporary loss of sensor signals can be avoided as much as possible, thereby improving the accuracy of the target flight trajectory determined during docking; on the other hand, since the control compensation quantity is used to compensate for the external interference acting on the split-type flying car by the total disturbance estimate, Therefore, during the descent of the flight module, if the preset fine-adjustment trigger condition is met, the flight continues according to the target control quantity for the next moment, determined based on the initial control quantity required for the next moment and the corresponding control compensation quantity for the next moment. This can compensate for external disturbances before they affect the attitude state of the split-type flying car in the next moment, thus enabling the split-type flying car to fly stably along the target flight trajectory in the next moment. Therefore, by using a highly accurate flight trajectory and a highly stable flight state, the docking accuracy of the split-type flying car can be improved during the continued descent of the flight module, provided that the preset docking execution trigger condition is met.

[0054] In one alternative implementation, Figure 1 In step S103 of the docking method for the split-type flying car, when the controller detects that the preset docking execution trigger condition is met during the continued descent of the flight module, the controller controls the flight module to dock with the driving module in the split-type flying car. This may include: when the flight module continues to descend and the preset docking execution trigger condition is met, the controller controls the flight module to establish a flexible connection with the driving module in the split-type flying car and calibrates the docking position of the flight module and the driving module; based on the calibrated docking position, the controller controls the flight module and the driving module to dock.

[0055] In some embodiments, the controller controls the flight module to establish a flexible connection with the driving module in the split-type flying car, which may include: controlling the flight module to hover at a preset altitude above the docking position with the driving module of the split-type flying car; activating the electromagnetic locking device to generate an electromagnetic field within a preset time before the flight module touches the ground; and establishing a flexible connection between the flight module and the driving module based on the attraction force generated by the combined action of the electromagnetic field and the permanent magnet in the electromagnetic locking device.

[0056] Optionally, the preset height can be determined based on expert experience or multiple trials, etc., and is not limited here. For example, the preset height could be 1 meter.

[0057] Optionally, during the hovering process, the controller can keep the flight module's pose error within a preset error range. This improves the hovering accuracy of the flight module.

[0058] Optionally, the preset duration can be determined based on expert experience or multiple trials, etc., and is not limited here. For example, the preset duration could be 0.5 seconds.

[0059] Among them, the electromagnetic locking device is a paired system pre-deployed on the split-type flying car, which can be installed on the bottom of the flight module and the top of the driving module of the split-type flying car respectively.

[0060] The bottom of the flight module may include a guide probe, a permanent magnet array, and an electromagnetic coil. The guide probe may be made of a high-strength, wear-resistant hard alloy (such as titanium alloy) with a conical or hemispherical head, serving as the first contact point for physical connection and coarse guidance. The permanent magnet array may include a multi-pole strong magnetic material (such as neodymium iron boron N52) embedded around the probe root, which can generate a high-intensity static magnetic field for initial attraction and pre-tightening. The electromagnetic coil may include an excitation coil surrounding the permanent magnet array, which can enhance or weaken the total magnetic field strength after a forward or reverse current is applied, achieving dynamic adjustment of the locking force.

[0061] The top of the flight module may include a guide funnel, a current-carrying coil array, a mechanical locking pin, and pressure / displacement sensors. The inner wall of the guide funnel is coated with a low-friction, high-wear-resistant composite material (such as PTFE or a ceramic coating) to receive and guide the guide probe. The current-carrying coil array may include multiple sets of independent coils arranged on the inner wall of the funnel. When a specific sequence of currents is applied, these coils interact with a permanent magnet at the bottom of the flight module to generate a controllable Lorentz force, achieving active alignment correction. The mechanical locking pin serves as a final redundancy safety measure. After electromagnetic locking is completed, a carbide pin driven by high-pressure hydraulic pressure or an electric motor pops out and inserts into the corresponding pin hole at the root of the guide probe, forming a purely mechanical connection to prevent detachment after power failure. Pressure / displacement sensors can be densely arranged on the inner wall of the funnel for real-time monitoring of contact force distribution and probe position.

[0062] In some embodiments, the controller calibrates the docking position of the flight module and the driving module, which may include: acquiring the pressure of each support leg of the flight module collected by a contact force sensor deployed on the flight module; performing preliminary calibration of the docking position of the flight module and the driving module based on the pressure of each support leg through a hydraulic leveling system; and recalibrating the preliminary calibrated docking position through a current-carrying coil array in an electromagnetic locking device.

[0063] Among them, the hydraulic leveling system is a system used in the split-type flying car to actively adjust the attitude of the platform. It is mainly used to compensate for ground unevenness and maintain the stable attitude of the split-type flying car after docking and locking the flight module.

[0064] Optionally, the hydraulic leveling system may include a sensing subsystem, a control subsystem, and an execution subsystem. The sensing subsystem may include tilt sensors (such as inertial measurement units), displacement sensors, and pressure sensors. The tilt sensors may be mounted on the main frame of the split-type flying car to monitor the roll and pitch angles of the vehicle. The displacement sensors may be mounted on hydraulic cylinders to monitor the extension of each support leg and calculate the current platform height. The pressure sensors may be mounted on the hydraulic lines of the hydraulic cylinders to monitor the pressure (support force) of each support leg to determine whether all support legs have reliably touched the ground and are bearing weight. The control subsystem may include a leveling controller, which, based on the sensing data from the sensing subsystem, runs a leveling control algorithm (e.g., a control algorithm combining closed-loop proportional-integral-derivative control and sequential logic control) and sends control commands to the execution subsystem. The execution subsystem may include a hydraulic pump station, an electro-hydraulic servo motor, and multiple (e.g., 4 or 6) leveling support legs. The hydraulic pump station provides high-pressure hydraulic oil as the power source for the system. The electro-hydraulic servo valve can receive electrical signals from the controller and control the flow rate and direction to the hydraulic cylinder, which is crucial for control accuracy. Each of the multiple leveling support legs can consist of a hydraulic cylinder and a support foot plate. The support legs are independently controllable, and the platform posture can be adjusted by combining their different extensions.

[0065] The controller calibrates the docking position of the flight module and the driving module based on the pressure of each support leg, with the following principle: to ensure uniform load distribution and eliminate tilting torque.

[0066] In some embodiments, the controller may also control a mechanical locking pin to insert into the pin hole corresponding to the guide probe in the flight module when it detects that the flight module and the driving module meet the locking conditions. This redundant mechanical locking improves docking stability.

[0067] In some embodiments, the controller can also control the flight module to decelerate and control the driving module to move actively, once a flexible connection has been established between the flight module and the driving module in the split-type flying car, in order to assist in completing the docking of the flight module and the driving module.

[0068] In some embodiments, the controller may also enter a degraded performance mode when it detects that a preset docking execution trigger condition is met, in order to reduce the docking accuracy requirements and ensure docking safety.

[0069] In some embodiments, the controller may also output an alarm message to instruct the target object to prepare to take over the split-type flying car.

[0070] By adopting this implementation method, the docking position of the split-type flying car is calibrated when the preset docking execution trigger condition is detected, and the split-type flying car is controlled to complete the docking based on the calibrated docking position, which can further improve the docking accuracy of the split-type flying car.

[0071] In one alternative implementation, Figure 1 The docking method for the split-type flying car shown may also include any of the following: if the preset termination docking conditions are met and the flexible connection is not established, adjust the control quantities corresponding to all effectors of the flight module to the maximum control quantities to control the flight module to ascend or avoid obstacles; if the preset termination docking conditions are met and the flexible connection is not established, determine the safe landing area corresponding to the flight module and control the flight module to make an emergency landing in the safe landing area; if the preset termination docking conditions are met and the flexible connection has been established, control the separation of the flight module and the driving module.

[0072] In some embodiments, the safe landing area may be determined by the controller by: acquiring ground images through an image acquisition device deployed in the flight module; determining multi-dimensional information corresponding to each region in the ground images, the multi-dimensional information including flatness, openness, and firmness; flatness is used to assess the slope variation of the landing point within a certain range; openness is used to ensure that the landing point is free of obstacles within a certain range; firmness is used to ensure that the ground is firm enough to support the flight module; determining at least one landing area based on the multi-dimensional information corresponding to each region; and determining a safe landing area from at least one candidate landing area.

[0073] Optionally, the controller may determine a safe landing area from at least one candidate landing area, which may include: determining a score for each candidate landing area based on the multidimensional information corresponding to each candidate landing area; and selecting the landing point with the highest score as the safe landing area.

[0074] In some embodiments, the controller may also determine that a preset termination docking condition is met if any of the following conditions are satisfied: the trajectory tracking error of the flight module is greater than a preset first trajectory tracking error threshold; the flight module's power system fails; the flight module loses control during near-ground flight; or an obstacle is detected in the docking area between the flight module and the driving module. This allows for timely detection of when the split-type flying car meets the preset termination docking condition, thus enabling timely termination of the split-type flying car's docking.

[0075] Optionally, the first trajectory tracking error threshold can be determined based on expert experience or through multiple trials, etc., and is not limited here. Optionally, the value of the first trajectory tracking error threshold can be between 25cm and 35cm. For example, the first trajectory tracking error threshold can be 30cm.

[0076] By adopting this implementation method, the docking of the flight module and the driving module of the split flying car can be terminated immediately when the preset termination docking conditions are met, thereby improving the driving safety of the split flying car.

[0077] In one alternative implementation, Figure 1 The docking method for the split-type flying car shown may further include any of the following: Determining that a preset docking preparation trigger condition is met under the following conditions: the trajectory tracking error of the flight module is less than a preset second trajectory tracking error threshold; the attitude angle fluctuation amplitude of the flight module is less than a preset fluctuation amplitude threshold; Determining that a preset fine-adjustment trigger condition is met under any of the following conditions: the trajectory tracking error corresponding to the flight module is greater than a preset second trajectory tracking error threshold and less than or equal to a preset third trajectory tracking error threshold; the attitude angle fluctuation amplitude of the flight module is greater than a preset fluctuation amplitude threshold, or the attitude angle fluctuation duration of the flight module is greater than a preset fluctuation duration threshold; the tilt angle of the split-type flying car in the predicted docking attitude is greater than a preset tilt angle threshold; the flight module descends to a first preset altitude; Determining that a preset docking execution trigger condition is met under any of the following conditions: the trajectory tracking error corresponding to the flight module is greater than a preset third trajectory tracking error threshold and less than or equal to a preset first trajectory tracking error threshold; during the continuous descent of the controlled flight module, the trajectory tracking error continuously increases within a preset duration; the flight module descends to a second preset altitude; the second preset altitude is less than the first preset altitude.

[0078] In some embodiments, at least one of the first trajectory tracking error threshold, the second trajectory tracking error threshold, and the third trajectory tracking error threshold may be determined based on expert experience or based on multiple trials, etc., and is not limited here. Optionally, the range of the first trajectory tracking error threshold may be [25cm, 35cm], the range of the second trajectory tracking error threshold may be [5cm, 10cm], and the range of the third trajectory tracking error threshold may be [12cm, 17cm]. For example, the first trajectory tracking error threshold may be 30cm; the second trajectory tracking error threshold may be 8cm; and the third trajectory tracking error threshold may be 15cm.

[0079] In some embodiments, at least one of the preset fluctuation amplitude threshold, preset fluctuation duration threshold, and preset tilt angle threshold may be determined based on expert experience or based on multiple experiments, etc., and is not limited here. Optionally, the value range of the preset fluctuation amplitude threshold may be [3°, 7°]. For example, the preset fluctuation amplitude threshold is 5°. Optionally, the value range of the preset fluctuation duration threshold may be [1s, 3s]. For example, the preset fluctuation duration threshold is 2s. Optionally, the value range of the preset tilt angle threshold may be [1°, 2°]. For example, the preset fluctuation duration threshold is 1.5°.

[0080] In some embodiments, the first preset height and / or the second preset height may be determined based on expert experience or based on multiple experiments, etc., and are not limited here. Optionally, the range of the first preset height may be [1m, 10m]; the range of the second preset height may be [0m, 1m].

[0081] This implementation method allows for timely detection of the current status of the modular flying car, enabling the execution of corresponding procedures when preset conditions are met, thereby improving the docking accuracy of the modular flying car. Furthermore, by monitoring key parameters in real time, assessing risk levels, and triggering corresponding countermeasures, it is possible to minimize over- or under-response.

[0082] In one alternative implementation, Figure 1 In the docking method of the split-type flying car shown, the controller can also obtain the global optimal estimated pose state of the flight module at the previous moment; based on the global optimal estimated pose state and the current control quantity at the current moment, determine the predicted pose state at the current moment, and based on the predicted pose state, determine the predicted multi-source data at the current moment; based on the actual multi-source data and the predicted multi-source data at the current moment, correct the predicted pose state to obtain the current pose state at the current moment; based on the current pose state and the desired pose state, generate the target flight trajectory.

[0083] In some embodiments, the global optimal estimated pose state of the flight module at the previous moment can be determined by the controller in the following manner: acquiring multi-source raw data collected by the flight module during the previous moment of flight at the current moment; performing spatiotemporal alignment processing on the multi-source raw data to obtain multi-source data; and performing data fusion on the multi-source raw data to obtain the global optimal estimated pose state of the flight module at the previous moment.

[0084] The multi-source raw data may include location data, millimeter-wave radar data, lidar data, and attitude data.

[0085] In this embodiment, the controller performs spatiotemporal alignment processing on the multi-source raw data to obtain multi-source data. This can include: performing time alignment processing on the multi-source raw data based on a time synchronization protocol to obtain processed multi-source raw data; and converting all processed multi-source raw data to the body coordinate system of the flight module's center of mass to obtain multi-source data. The time synchronization protocol may include a Precision Time Protocol (PTP).

[0086] In this embodiment, the controller fuses multi-source raw data to obtain the globally optimal estimated pose state of the flight module at the previous moment. This can include: determining the confidence levels of multiple acquisition devices associated with the multi-source data at the previous moment; determining the weights of each data point in the multi-source data based on the confidence levels of each acquisition device at the previous moment, with the goal of minimizing the variance after data fusion; and fusing the multi-source data based on the weights of each data point to obtain the globally optimal estimated pose state of the flight module at the previous moment. This approach minimizes the impact of unreliable high-precision data (where a particular acquisition device may have high precision, but its confidence level is low due to the current environment (e.g., a small number of GPS satellites), thus generating unreliable high-precision data) on the fusion result (the globally optimal estimated pose state of the flight module at the previous moment), thereby improving the accuracy of the determined globally optimal estimated pose state of the flight module at the previous moment.

[0087] Optionally, the multi-source data may include at least two of the following: position data, millimeter-wave radar data, lidar data, and attitude data; the controller determines the confidence levels of multiple acquisition devices associated with the multi-source data at the previous time step, including at least two of the following: determining the number of satellites, horizontal accuracy factor, and base station signal strength corresponding to the position sensor associated with the position data at the previous time step, and determining the confidence level of the position sensor at the previous time step based on the number of satellites, horizontal accuracy factor, and base station signal strength; the horizontal accuracy factor is used to represent the degree of influence of the spatial geometric distribution of satellites on the two-dimensional horizontal positioning accuracy; determining the signal-to-noise ratio and target position of the millimeter-wave radar sensor associated with the millimeter-wave radar data at the previous time step. The confidence level of the millimeter-wave radar at the previous time step is determined by using a target scattering point consistency index and, based on the signal-to-noise ratio and the target scattering point consistency index. The target scattering point consistency index is used to measure the quality of the synthetic image corresponding to the millimeter-wave radar. The point cloud density, rainfall intensity, and relative motion ambiguity of the lidar sensor associated with the lidar data at the previous time step are determined, and the confidence level of the lidar sensor at the previous time step is determined based on these parameters. Similarly, the vibration amplitude and temperature drift compensation residual of the attitude sensor associated with the attitude data at the previous time step are determined, and the confidence level of the attitude sensor at the previous time step is determined based on these residuals. In this way, the confidence level of each acquisition device at the previous time step can be quickly determined based on the information related to each acquisition device when collecting multi-source data from the previous time step.

[0088] Optionally, the expression for the variance after data fusion can be shown in the following formula (1).

[0089] (1)

[0090] In formula (1), W represents the variance after data fusion. i This represents the fusion weight of the i-th acquisition device, which can be determined by the following formula (2); This represents the measurement variance (or measurement noise variance) of the i-th acquisition device.

[0091] (2)

[0092] In formula (2), This represents the dynamic confidence level of the i-th data acquisition device. .

[0093] Optionally, the controller can determine the globally optimal estimated pose state using the following formula (3).

[0094] (3)

[0095] In formula (3), X f W represents the globally optimal estimated pose state. i This represents the fusion weight of the i-th acquisition device, which can be determined by the aforementioned formula (2); X i This represents the data collected by the i-th acquisition device.

[0096] In this embodiment, the controller determines the predicted pose state at the current moment based on the globally optimal estimated pose state and the current control quantity at the current moment. This can include: predicting the predicted pose state at the current moment using the nonlinear dynamics model of the aircraft based on the globally optimal estimated pose state and the current control quantity at the current moment. Optionally, when the controller predicts the predicted pose state at the current moment using the nonlinear dynamics model of the aircraft based on the globally optimal estimated pose state and the current control quantity at the current moment, it can use the following formula (4).

[0097] (4)

[0098] In formula (4), X k This represents the predicted pose state at the current moment; X k-1 This represents the globally optimal estimated pose state from the previous time step; u k This represents the control input parameters at the current moment; w k denoted by , where the process noise follows a Gaussian distribution; f() represents the nonlinear dynamic model of the aircraft.

[0099] In some embodiments, the controller corrects the predicted pose state based on the actual multi-source data and the predicted multi-source data at the current moment to obtain the current pose state at the current moment, which may include: determining a correction factor for correcting the predicted pose state; and determining the current pose state at the current moment based on the correction factor, the actual multi-source data and the predicted multi-source data at the current moment.

[0100] Optionally, the controller determines the correction factor used to correct the predicted pose state, which may include: determining the error covariance matrix corresponding to the predicted pose state based on the process noise covariance matrix at the current time, the first Jacobian matrix, and the previous error covariance matrix at the previous time; the error covariance matrix is ​​used to characterize the uncertainty of the predicted pose state; the first Jacobian matrix is ​​the Jacobian matrix of the prediction function of the error covariance matrix; the Kalman gain is determined based on the error covariance matrix, the second Jacobian matrix, and the measurement noise covariance matrix at the current time; the Kalman gain is used as the correction factor for correcting the predicted pose state; the second Jacobian matrix is ​​the Jacobian matrix of the prediction function of multi-source data. In this way, the correction factor used to correct the predicted pose state can be determined simply and quickly.

[0101] The process noise covariance matrix can be used to describe the statistical characteristics of the total error between the actual motion state (actual pose state) and the predicted pose state of the aircraft.

[0102] The Jacobian matrix is ​​used to describe the best linear approximation of a vector-valued function at a point in its domain. It is a matrix in which the first-order partial derivatives are arranged in a specific way.

[0103] The measurement noise covariance matrix is ​​used to describe the statistical characteristics of the error between sensor measurements (i.e., actual multi-source data) and predicted multi-source data.

[0104] Optionally, when the controller determines the current pose state at the current moment based on the correction factor, the actual multi-source data at the current moment, and the predicted multi-source data, it can use the following formula (5).

[0105] (5)

[0106] In formula (5), It represents the current pose state at the current moment; K k Z represents the Kalman gain (i.e., the correction factor); k This represents the actual multi-source data at the current moment; h(X) k ) represents the predicted multi-source data at the current moment, where h() represents the multivariate data prediction function; It represents the difference (or innovation) between the actual multi-source data and the predicted multi-source data at the current moment.

[0107] In some embodiments, the controller generates the target flight trajectory based on the current pose state and the desired pose state in a manner that may include: constructing the parametric equation of a Bézier curve based on the current pose state and the desired pose state, and constructing an objective function for solving the target flight trajectory based on the parametric equation of the Bézier curve; determining the minimum value of the objective function as the objective, solving the objective function based on predetermined safe flight channel constraints, dynamic constraints, and obstacle constraints, and determining the target flight trajectory based on the solution results.

[0108] This implementation method, since the predicted pose state at the current moment is determined based on the globally optimal estimated pose state at the previous moment and the current control quantity at the current moment, can avoid the problem of low accuracy in estimating the pose state of the flight module due to interference or temporary loss of sensor signals, compared with the method of determining the real-time pose state of the flight module based on real-time acquired sensor signals in related technologies. Then, based on the predicted pose state, the predicted multi-source data at the current moment is determined, and the predicted pose state is corrected based on the actual multi-source data and the predicted multi-source data at the current moment. In this way, the accuracy of the pose state at the current moment (i.e., the current pose state) can be further improved. Thus, based on the high-accuracy current pose state and the desired pose state, a high-accuracy flight trajectory can be generated.

[0109] In one alternative implementation, Figure 1 In the docking method of the split-type flying car shown, the controller can also determine the initial control quantity required by the flight module to track the target flight trajectory at the next moment; determine the total disturbance estimate of the flight module at the next moment, and determine the control compensation quantity corresponding to the next moment based on the total disturbance estimate; and correct the initial control quantity based on the control compensation quantity to obtain the target control quantity corresponding to the next moment.

[0110] In some embodiments, the controller determines the initial control quantity required by the flight module to track the target flight trajectory at the next moment from the current moment in a manner that may include: inputting the current pose state and current control quantity of the flight module at the current moment into a state prediction model to obtain the predicted pose state of the flight module at the next moment; constructing a first objective function using the predicted pose state, the expected pose state of the flight module at the next moment for tracking the target flight trajectory as known variables, and the initial control quantity required by the flight module at the next moment as variables to be solved; and solving the first objective function to obtain the initial control quantity required by the flight module at the next moment for tracking the target flight trajectory.

[0111] Optionally, the first objective function can be shown in the following formula (6).

[0112] (6)

[0113] In formula (6), J represents the first objective function; X k+i This represents the state prediction model and control variable U at the future time k+i. k+i The predicted pose state of the flight module at time k+i; X ref _ k+iThe k+i time represents the target flight trajectory and the expected pose state of the flight module; Q, R, and P represent the weight matrices corresponding to the penalty tracking error (first term on the right side of the equals sign), control energy consumption (second term on the right side of the equals sign), and terminal (flight controller) error (third term on the right side of the equals sign), respectively; N represents the prediction time domain, indicating how many steps to look ahead.

[0114] The principle of formula (6) can be summarized as follows: under the premise of satisfying the system dynamics constraints, the optimal control sequence is solved by minimizing the comprehensive performance index (penalty tracking error, control energy consumption, and terminal error) in a finite time domain, so that the system state is as close as possible to the desired trajectory, while taking into account control energy consumption and terminal stability.

[0115] Optionally, the first objective function shown in formula (6) can be equivalent to the following formula (7).

[0116] (7)

[0117] In formula (7), All of these represent the weighted Euclidean norm; the physical meanings of the other parameters can be found in the previous description of formula (6), and will not be repeated here.

[0118] Optionally, the first objective function may satisfy the following constraints: the value of each component in the predicted pose state of the first objective function is greater than or equal to the minimum allowable value corresponding to the component, and less than or equal to the maximum allowable value corresponding to the component; the initial control quantity in the first objective function is greater than or equal to the preset minimum control quantity, and less than or equal to the preset maximum control quantity; the change in the initial control quantity in the first objective function is greater than or equal to the preset minimum change, and less than or equal to the preset maximum change. This helps ensure that the subsequently determined initial control quantity meets flight safety and actuator physical limitations.

[0119] Optionally, the controller solves the first objective function to obtain the initial control quantity required by the flight module for tracking the target flight trajectory at the next moment. This may include: transforming the first objective function into a constrained quadratic programming form; solving the quadratic programming form to obtain the initial control quantity required by the flight module for tracking the target flight trajectory at the next moment.

[0120] In some embodiments, the flight controller may determine the total disturbance estimate of the flight module at the next moment by inputting the current pose state of the flight module at the current moment, the preset inertia, the internal state vector of the disturbance observer, and the disturbance observer gain into the disturbance estimation model to obtain the total disturbance estimate of the flight module at the next moment.

[0121] Optionally, the expression for the perturbation estimation model can be shown in the following formula (8).

[0122] (8)

[0123] In formula (8), denoted by , z represents the total disturbance estimate of the flight module at the next moment; z represents the internal state vector of the disturbance observer; L represents the disturbance observer gain; M represents the design baseline mass of the flying car; and X represents the current pose state of the flight module at the current moment. A larger L indicates faster convergence of the total disturbance estimation model, but reduces noise robustness.

[0124] The inertial measurement unit (IMU) of the flying car measures its actual acceleration and calculates the actual total force acting on the aircraft at the current moment. Using formula (18), through an internal state z, historical deviations are continuously accumulated, which can serve as a filter and smoother. The instantaneous deviation term... Adding the total disturbance to the historical cumulative value z yields an estimate of the total disturbance. This estimate ensures both a rapid response to sudden disturbances and stability and noise resistance, thus enabling high-precision and robust real-time estimation of unknown disturbances.

[0125] In some embodiments, the controller determines the control compensation amount corresponding to the next moment based on the total disturbance estimate, which may include: decomposing at least one external disturbance component from the total disturbance estimate; determining the control compensation amount for the next moment based on each external disturbance component and a pre-constructed disturbance dynamic transfer function; wherein the disturbance dynamic transfer function is used to characterize the dynamic transfer relationship between the external disturbance and the attitude state change; the disturbance dynamic transfer function includes multiple parameters; each parameter is estimated based on an online parameter identification algorithm.

[0126] Optionally, each external disturbance component may include a wind disturbance component; when the flight controller determines the control compensation amount for the next moment based on each external disturbance component and a pre-built disturbance dynamic transfer function, it may include: inputting the wind disturbance component for the next moment into the control compensation amount calculation model to obtain the control compensation amount for the next moment. Optionally, the control compensation amount calculation model may be as shown in the following formula (9).

[0127] (9)

[0128] In formula (9), U ff This indicates the amount of compensation to be controlled; This represents the wind disturbance dynamic transfer function; This represents the wind disturbance component.

[0129] The wind disturbance dynamic sensing function can be represented by the following formula (10).

[0130] (10)

[0131] In formula (10), This represents the wind disturbance dynamic transfer function, which is used to characterize the dynamic transfer relationship between wind disturbance components and the attitude state changes of the split-type flying car. This represents the wind disturbance gain; This indicates the damping ratio; represents the natural frequency; s represents the complex frequency variable in the Laplace transform, which is used to describe the dynamic characteristics of a linear time-invariant system.

[0132] Formula (10) uses the transfer function of a classical second-order system, takes wind disturbance as input and the pose change of the split flying car as output, and linearizes the dynamic response process from wind disturbance to motion in the frequency domain through three parameters: natural frequency, damping ratio and gain.

[0133] Among them, several parameters in the wind disturbance dynamic transfer function, namely wind disturbance gain Damping ratio Natural frequency This is not a fixed value, but rather an estimate by the flight controller using an online parameter identification algorithm. Optional, wind disturbance gain. Damping ratio Natural frequency The initial value can be set based on the aerodynamic shape characteristics of the split-type flying car, using prior knowledge obtained through computational fluid dynamics simulation and wind tunnel testing.

[0134] In some embodiments, the controller corrects the initial control quantity based on the control compensation quantity to obtain the target control quantity corresponding to the next moment. This may include using the sum of the control compensation quantity and the initial control quantity as the target control quantity for the next moment. For example, the flight controller may use the following formula (11) to determine the target control quantity for the next moment.

[0135] (11)

[0136] In formula (11), U total This represents the target control quantity; U mpc This represents the initial control quantity; U ff This indicates the amount of compensation to be controlled.

[0137] In this implementation method, in order to avoid external interference affecting the actual flight trajectory, the external interference acting on the flight module by the control compensation amount corresponding to the next moment is compensated by the total disturbance estimate of the next moment. That is, the initial control amount is corrected based on the control compensation amount corresponding to the next moment. This can compensate for the external interference before it affects the attitude state of the flight module in the next moment. In this way, the target control amount that enables the flight module to fly stably along the target flight trajectory in the next moment can be determined.

[0138] The following is combined Figure 2 This paper provides an overall description of the docking method for the split-type flying car provided in the embodiments of this application. Please refer to [link to relevant documentation]. Figure 2 , Figure 2 This is a schematic diagram of another optional process for docking a split-type flying car provided in an embodiment of this application. For example... Figure 2 As shown, the docking method for this split-type flying car may include, but is not limited to, the following steps:

[0139] S201. Under the condition that the split-type flying car meets the preset docking preparation triggering conditions, determine the target flight trajectory of the flight module in the split-type flying car.

[0140] In some embodiments, step S201 may correspond to the docking preparation stage in the docking process of the split-type flying car (referred to as stage T0, at which time the height of the flying module may be, for example, 30m).

[0141] In some embodiments, determining the target flight trajectory of the flight module in a split-type flying car may include, but is not limited to, the following steps:

[0142] (1) Activation of the perception system: The fusion perception system (millimeter-wave radar, lidar, vision) of the control flight module is activated, successfully scanning, identifying and locking the UWB beacon and electromagnetic marker on the top of the driving module, and establishing a precise relative pose relationship.

[0143] (2) Environmental modeling and safe flight path construction: Based on the perception information, construct an environmental map containing static obstacles and predicted dynamic obstacles, and generate an initial, safe three-dimensional flight path (and safe flight path).

[0144] (3) Initial trajectory planning: Based on the current pose state, desired state and safe flight path, the first optimal descent trajectory is planned using the Bézier curve algorithm, which serves as the first target flight trajectory.

[0145] In some embodiments, the controller may also determine the system state as Level 0 in a preset multi-level security protocol (corresponding to the monitoring state (denoted as Level 0)).

[0146] S202, Control the flight module in the split-type flying car to descend according to the target flight trajectory.

[0147] In some embodiments, this process may correspond to the initial approach phase (referred to as the T1 phase) in the docking process of a split-type flying car, at which time the height of the flying module may, for example, decrease from 30m to 10m.

[0148] In some embodiments, the controller controls the flight module in the split-type flying car to descend according to the target flight trajectory, which may include: tracking the target flight trajectory through an adaptive model predictive control (MPC) and controlling the multi-rotor power system to make the flight module descend smoothly along the target flight trajectory.

[0149] In some embodiments, as the controller controls the flight module in the split-type flying car to descend along the target flight trajectory, the controller can also observe disturbances in real time through a Dynamic Stability Compensator (DSC). If no significant external disturbance (such as wind disturbance) is detected, a small compensation amount is output in the form of feedforward compensation.

[0150] In some embodiments, the controller may also maintain the system state at level 0 in a preset multi-level security protocol (corresponding to the monitoring state (denoted as Level 0)).

[0151] S203. During the descent of the flight module, and if the preset fine-adjustment trigger condition is met, determine the target control quantity corresponding to the flight module at the next moment.

[0152] In some embodiments, this process may correspond to the fine approach phase in the docking process of a split-type flying car (referred to as phase T2, during which the altitude of the flight module may decrease from, for example, 10m to 1m). During this phase, the flight module enters the low-altitude turbulent zone of the building complex, the crosswind speed increases (for example, to 8m / s), the aircraft exhibits continuous roll and yaw fluctuations, and the trajectory tracking error increases (for example, to 12cm).

[0153] In some embodiments, the controller determines the target control quantity, which may include: estimating the force / torque of wind disturbance through a nonlinear disturbance observer, generating and injecting a compensation control quantity through a feedforward compensator; determining the initial control quantity required by the flight module to track the target flight trajectory at the next moment; determining the total disturbance estimate of the flight module at the next moment, and determining the corresponding control compensation quantity at the next moment based on the total disturbance estimate; and correcting the initial control quantity based on the control compensation quantity to obtain the target control quantity at the next moment.

[0154] In some embodiments, the controller may also update the safe flight path and regenerate a new target flight trajectory.

[0155] In some embodiments, the controller may also upgrade the system state to Level 1 of a preset multi-level security protocol (corresponding to a fine-tuning state (denoted as Level 1)).

[0156] S204. The flight control module continues to descend according to the target control quantity corresponding to the next moment.

[0157] S205. As the flight module continues to descend, and if the preset docking execution trigger condition is met, control the flight module to dock with the driving module in the split-type flying car.

[0158] In some embodiments, this process may correspond to the final docking stage in the docking process of a split-type flying car (referred to as stage T3, at which point the altitude of the flying module may, for example, decrease from 1 to contact with the driving module).

[0159] In some embodiments, the controller controls the flight module to interface with the driving module in the split-type flying car, which may include, but is not limited to, the following steps:

[0160] (1) Precise hovering and pre-docking: The flight module achieves stable hovering 1 meter above the docking point, and the position and attitude error is controlled within an extremely high precision.

[0161] (2) Electromagnetic pre-adsorption: About 0.5 seconds before ground contact, the electromagnetic locking device is activated, generating a medium-intensity magnetic field of about 1.5T. Under the combined action of the permanent magnet and the electromagnetic field in the electromagnetic locking device, a significant adsorption force is generated between the flight module and the driving module, establishing a flexible connection. In this way, it can play a role in compliant guidance and buffering, avoiding rigid impacts as much as possible.

[0162] (3) Contact and leveling: The probe contacts the funnel opening, the contact force sensor starts to monitor the pressure of the support leg and feeds back the pressure of the support leg to the hydraulic leveling mechanism; the hydraulic leveling mechanism makes micron-level adjustments based on the pressure of the support leg to ensure that the load is evenly distributed and to eliminate any slight tilting torque.

[0163] (4) The current-carrying coil array of the electromagnetic locking device is finally aligned and corrected.

[0164] In some embodiments, the controller may also, upon determining that the locking conditions are met, control the electromagnetic field strength to increase (e.g., instantaneously increase to 3.2T) to completely tighten the flight module and the driving module; control the mechanical locking pin to pop out and embed into the corresponding pin hole of the guide probe in the flight module. In this way, a final, redundant mechanical locking is achieved.

[0165] In some embodiments, the controller can also de-adjust the state (Level 1).

[0166] S206. After confirming that the flight module and driving module have completed docking, switch the power mode of the split-type flying car.

[0167] In some embodiments, the controller may switch the power mode of the split-type flying car, including: turning off the multi-rotor power system of the flight module, activating the power system of the driving module, and controlling the split-type flying car to enter the preparation stage for receiving driving commands.

[0168] In some embodiments, the controller broadcasts a signal indicating that docking is complete when it determines that the flight module and the driving module have successfully docked.

[0169] In this embodiment, on the one hand, since the target flight trajectory is determined based on the globally optimal estimated pose state of the flight module at the previous moment and the current control quantity at the current moment, compared with the method in related technologies that determines the real-time pose state of the flight module based on real-time acquired sensor signals, under the condition of meeting the preset docking preparation triggering conditions, the problem of low accuracy in estimating the target flight trajectory due to interference or temporary loss of sensor signals can be avoided as much as possible, thereby improving the accuracy of the target flight trajectory determined during docking; on the other hand, since the control compensation quantity is used to compensate for the external interference acting on the split-type flying car by the total disturbance estimate, Therefore, during the descent of the flight module, if the preset fine-adjustment trigger condition is met, the flight continues according to the target control quantity for the next moment, determined based on the initial control quantity required for the next moment and the corresponding control compensation quantity for the next moment. This can compensate for external disturbances before they affect the attitude state of the split-type flying car in the next moment, thus enabling the split-type flying car to fly stably along the target flight trajectory in the next moment. Therefore, by using a highly accurate flight trajectory and a highly stable flight state, the docking accuracy of the split-type flying car can be improved during the continued descent of the flight module, provided that the preset docking execution trigger condition is met.

[0170] It should be understood that although the steps in the flowcharts of the embodiments described above are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the embodiments described above may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages of other steps.

[0171] Based on the same inventive concept, this application also provides a docking device for a split-type flying car to implement the docking method of the split-type flying car described above. The solution provided by this device is similar to the solution described in the above method. Therefore, the specific limitations of one or more embodiments of the docking device for split-type flying cars provided below can be found in the limitations of the docking method for split-type flying cars above, and will not be repeated here.

[0172] Please see Figure 3 , Figure 3 This is a schematic diagram of an optional structure for a docking device of a split-type flying car provided in an embodiment of this application. For example... Figure 3 As shown, the docking device for this split-type flying car may include, but is not limited to:

[0173] The first control module 301 is used to control the flight module in the split flying car to descend according to the target flight trajectory when the split flying car meets the preset docking preparation trigger conditions; the target flight trajectory is determined based on the global optimal estimated pose state of the flight module at the previous moment and the current control quantity at the current moment.

[0174] The second control module 302 is used to control the flight module to continue descending according to the target control quantity corresponding to the next moment of the current moment when the flight module is descending and the preset fine adjustment trigger condition is detected; the target control quantity is determined based on the initial control quantity required by the split flying car to track the target flight trajectory in the next moment and the control compensation quantity corresponding to the next moment; the control compensation quantity is used to compensate for the external disturbances acting on the split flying car by the total disturbance estimate.

[0175] The third control module 303 is used to control the flight module to dock with the driving module in the split flying car when the flight module continues to descend and the preset docking execution trigger condition is detected.

[0176] In some embodiments, when the third control module 303 controls the flight module to dock with the driving module in the split-type flying car during the continued descent of the flight module and when a preset docking execution trigger condition is detected, it specifically controls the flight module to establish a flexible connection with the driving module in the split-type flying car and calibrates the docking position of the flight module and the driving module; based on the calibrated docking position, it controls the flight module and the driving module to dock.

[0177] In some embodiments, the device may further include a fourth control module; the fourth control module is configured to perform at least one of the following: when a preset termination docking condition is met and a flexible connection is not established, adjust the control quantities corresponding to all effectors of the flight module to the maximum control quantities to control the flight module to ascend or avoid obstacles; when a preset termination docking condition is met and a flexible connection is not established, determine the safe landing area corresponding to the flight module and control the flight module to make an emergency landing in the safe landing area; when a preset termination docking condition is met and a flexible connection is established, control the flight module and the driving module to separate.

[0178] In some embodiments, the device may further include a determining module; the determining module may be used to determine that a preset termination docking condition is met when any of the following conditions are met: the trajectory tracking error of the flight module is greater than a preset first trajectory tracking error threshold; the power system of the flight module fails; the flight module loses control during near-ground flight; or an obstacle is detected in the docking area of ​​the flight module and the driving module.

[0179] In some embodiments, the determining module may also be used to perform at least one of the following: determining that a preset docking preparation trigger condition is met when the following conditions are met: the trajectory tracking error of the flight module is less than a preset second trajectory tracking error threshold; the attitude angle fluctuation amplitude of the flight module is less than a preset fluctuation amplitude threshold; determining that a preset fine adjustment trigger condition is met when any of the following conditions are met: the trajectory tracking error corresponding to the flight module is greater than a preset second trajectory tracking error threshold and less than or equal to a preset third trajectory tracking error threshold; the attitude angle fluctuation amplitude of the flight module is greater than a preset fluctuation amplitude threshold, or the attitude angle fluctuation duration of the flight module is greater than a preset fluctuation duration threshold; the tilt angle of the split-type flying car in the predicted docking attitude is greater than a preset tilt angle threshold; the flight module descends to a first preset altitude; determining that a preset docking execution trigger condition is met when any of the following conditions are met: the trajectory tracking error corresponding to the flight module is greater than a preset third trajectory tracking error threshold and less than or equal to a preset first trajectory tracking error threshold; during the continuous descent of the control flight module, the trajectory tracking error continuously increases within a preset duration; the flight module descends to a second preset altitude; the second preset altitude is less than the first preset altitude.

[0180] In some embodiments, the device may further include a trajectory generation module, which is configured to: acquire the globally optimal estimated pose state of the flight module at the previous moment; determine the predicted pose state at the current moment based on the globally optimal estimated pose state and the current control variable at the current moment; determine the predicted multi-source data at the current moment based on the predicted pose state; correct the predicted pose state based on the actual multi-source data and the predicted multi-source data at the current moment to obtain the current pose state at the current moment; and generate the target flight trajectory based on the current pose state and the desired pose state.

[0181] In some embodiments, the determining module can also be used to determine the initial control quantity required by the flight module to track the target flight trajectory at the next moment from the current moment; determine the total disturbance estimate of the flight module at the next moment, and determine the control compensation quantity corresponding to the next moment based on the total disturbance estimate; and correct the initial control quantity based on the control compensation quantity to obtain the target control quantity corresponding to the next moment.

[0182] It is understood that the specific implementation of each module in the docking device of the split-type flying car provided in this application embodiment and the beneficial effects that can be achieved can be referred to the description of the docking method embodiment of the split-type flying car, and will not be repeated here.

[0183] Each module in the docking device of the aforementioned split-type flying car can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in the processor of the onboard terminal device in hardware form or stored in the memory of the docking device of the split-type flying car in software form, so that the processor can call and execute the corresponding operations of each module.

[0184] In one exemplary embodiment, a controller is provided, the internal structure of which can be shown in the following diagram. Figure 4 As shown, the controller includes a processor, memory, input / output interfaces, a communication interface, and input devices. The processor, memory, and input / output interfaces are connected via a system bus, while the communication interface, display unit, and input devices are also connected to the system bus via the input / output interfaces. The processor provides computational and control capabilities. The memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system and computer programs. The internal memory provides the environment for the operation of the operating system and computer programs stored in the non-volatile storage media. The input / output interfaces are used for exchanging information between the processor and external devices. The communication interface is used for wired or wireless communication with external terminals; wireless communication can be achieved through Wi-Fi, mobile cellular networks, NFC (Near Field Communication), or other technologies. When the computer program is executed by the processor, it implements a docking method for a split-type flying car.

[0185] Those skilled in the art will understand that Figure 4 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the controller to which the present application is applied. A specific controller may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0186] In one exemplary embodiment, this application provides a controller, including a memory and a processor, wherein the memory stores a computer program; when the processor executes the computer program, it implements the steps in the docking methods of the various split-type flying cars described above.

[0187] In one exemplary embodiment, this application provides a computer-readable storage medium having a computer program stored thereon. When executed by a processor, the computer program implements the steps in the docking methods for the various split-type flying cars described above.

[0188] In one exemplary embodiment, this application provides a computer program product, including a computer program. When executed by a processor, the computer program implements the steps in the docking methods for the various split-type flying cars described above.

[0189] It should be noted that the data involved in this application (including but not limited to data used for analysis, data stored, data displayed, etc.) are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of the relevant data must comply with relevant regulations.

[0190] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile memory and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, artificial intelligence (AI) processors, etc., and are not limited to these.

[0191] 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 application.

[0192] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this 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 application should be determined by the appended claims.

Claims

1. A docking method for a split-type flying car, characterized in that, The method includes: When the split-type flying car meets the preset docking preparation trigger conditions, the flight module in the split-type flying car is controlled to descend according to the target flight trajectory; the target flight trajectory is determined based on the global optimal estimated pose state of the flight module at the previous moment and the current control quantity at the current moment; During the descent of the flight module, if a preset fine-adjustment trigger condition is detected, the flight module is controlled to continue descending according to the target control quantity corresponding to the next moment of the current moment; the target control quantity is determined based on the initial control quantity required by the flight module to track the target flight trajectory at the next moment and the control compensation quantity corresponding to the next moment; the control compensation quantity is used to compensate for external interferences acting on the split-type flying car by the total disturbance estimate. As the flight module continues to descend, and if the preset docking execution trigger condition is detected, the flight module is controlled to dock with the driving module in the split-type flying car.

2. The method according to claim 1, characterized in that, During the continued descent of the flight module, and upon detection that a preset docking trigger condition is met, the flight module is controlled to dock with the driving module in the split-type flying car, including: As the flight module continues to descend, and if the preset docking execution trigger condition is detected, the flight module is controlled to establish a flexible connection with the driving module in the split flying car, and the docking position of the flight module and the driving module is calibrated. Based on the calibrated docking position, the flight module and the driving module are controlled to dock.

3. The method according to claim 2, characterized in that, The method further includes any one of the following: If the preset termination docking conditions are met and the flexible connection is not established, the control quantities corresponding to all effectors of the flight module are adjusted to the maximum control quantities to control the flight module to ascend or avoid obstacles. If the preset termination docking conditions are met and the flexible connection is not established, determine the safe landing area corresponding to the flight module and control the flight module to make an emergency landing in the safe landing area; If the preset termination docking conditions are met and the flexible connection has been established, the flight module and the driving module are controlled to separate.

4. The method according to claim 3, characterized in that, The method further includes: The preset termination docking condition is determined to be met if any of the following conditions are met: The trajectory tracking error of the flight module is greater than a preset first trajectory tracking error threshold; The flight module's power system malfunctioned; The flight module lost control during near-ground flight; An obstacle was detected in the docking area between the flight module and the driving module.

5. The method according to claim 1, characterized in that, The method further includes at least one of the following: The preset docking preparation trigger condition is determined to be met if the following conditions are met: The trajectory tracking error of the flight module is less than a preset second trajectory tracking error threshold; The attitude angle fluctuation amplitude of the flight module is less than a preset fluctuation amplitude threshold; The preset fine-tuning trigger condition is determined to be satisfied if any of the following conditions are met: The trajectory tracking error corresponding to the flight module is greater than a preset second trajectory tracking error threshold and less than or equal to a preset third trajectory tracking error threshold; The attitude angle fluctuation amplitude of the flight module is greater than a preset fluctuation amplitude threshold, or the attitude angle fluctuation duration of the flight module is greater than a preset fluctuation duration threshold. The tilt angle of the split-type flying car in the predicted docking attitude is greater than a preset tilt angle threshold; The flight module descends to a first preset altitude; The preset docking execution trigger condition is determined to be met if any of the following conditions are met: The trajectory tracking error corresponding to the flight module is greater than the preset third trajectory tracking error threshold, but less than or equal to the preset first trajectory tracking error threshold. During the continuous descent of the flight module, the trajectory tracking error continues to increase within a preset time period; The flight module descends to a second preset altitude; the second preset altitude is less than the first preset altitude.

6. The method according to any one of claims 1 to 5, characterized in that, The method further includes: Obtain the global optimal estimated pose state of the flight module at the previous moment; Based on the globally optimal estimated pose state and the current control variable at the current moment, the predicted pose state at the current moment is determined, and based on the predicted pose state, the predicted multi-source data at the current moment is determined. Based on the actual multi-source data and the predicted multi-source data at the current moment, the predicted pose state is corrected to obtain the current pose state at the current moment. Based on the current pose state and the desired pose state, the target flight trajectory is generated.

7. The method according to any one of claims 1 to 5, characterized in that, The method further includes: Determine the initial control quantity required by the flight module to track the target flight trajectory at the next moment from the current moment; Determine the total disturbance estimate of the flight module at the next moment, and based on the total disturbance estimate, determine the control compensation amount corresponding to the next moment; The initial control quantity is corrected based on the control compensation quantity to obtain the target control quantity corresponding to the next moment.

8. A docking device for a split-type flying car, characterized in that, The device includes: The first control module is used to control the flight module in the split flying car to descend according to the target flight trajectory when the split flying car meets the preset docking preparation trigger conditions; the target flight trajectory is determined based on the global optimal estimated pose state of the flight module at the previous moment and the current control quantity at the current moment. The second control module is used to control the flight module to continue descending according to the target control quantity corresponding to the next moment of the current moment when the flight module is descending and a preset fine-adjustment trigger condition is detected; the target control quantity is determined based on the initial control quantity required by the split flying car to track the target flight trajectory at the next moment and the control compensation quantity corresponding to the next moment; the control compensation quantity is used to compensate for external interferences acting on the split flying car by the total disturbance estimate. The third control module is used to control the flight module to dock with the driving module in the split-type flying car when the flight module continues to descend and a preset docking execution trigger condition is detected.

9. A controller comprising a memory and a processor, the memory storing a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 7.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 7.

Images