Amphibious flying car and method of flying thereof

Abstract

The application discloses an amphibious flying automobile and a flying method thereof, and relates to the technical field of flying automobiles.The amphibious flying automobile comprises a shell wing, a shell wing support, a main cabin body, a middle shaft, two groups of propulsion mechanisms and two groups of steering mechanisms.The shell wing support comprises two first shell wing supports.The main cabin body is arranged at the center position of the shell wing and is located between the two first shell wing supports.The middle shaft is arranged in the shell wing and is located on the middle axis of the shell wing, the middle shaft is rotationally connected with the shell wing support, and the middle shaft is connected with the main cabin body.The two groups of propulsion mechanisms comprise first propellers arranged on the two radial sides of the middle shaft.The two groups of steering mechanisms comprise second propellers and second propeller arms, the second propeller arms are connected with the middle shaft and extend out of the shell wing, the second propellers are arranged at the end portions of the second propeller arms away from the middle shaft, and the second propeller arms can be rotationally driven.By controlling the uniformly distributed first propellers and the direction-adjustable second propellers, the horizontal steering and the vertical lifting of the flying automobile can be realized, and the flying efficiency and the flying stability are improved.

Description

Technical Field

[0001] This application relates to the field of flying car technology, and more particularly to an amphibious flying car and its flight method. Background Technology

[0002] As an important carrier of the future urban three-dimensional transportation system, the core value of flying cars lies in their ability to integrate the dual functions of ground driving and air flight, effectively solving the problem of ground traffic congestion and improving traffic efficiency and level.

[0003] Among them, Chinese patent CN118790473A discloses a free steering control device, system, and method for a hybrid-drive flying car, which enables the flying car to turn around and park horizontally through free steering control. Meanwhile, Chinese patent CN117022644B discloses a vertical takeoff and landing flying car and its flight method. By installing a rotatable main cabin on a fixed support of the frame wing and a rotating disk at the bottom of the upper cabin, vector thrust can meet the multi-mode flight requirements of the flying car. However, because the propeller is fixedly connected to the frame wing, and the flight platform configuration lacks a dedicated drive system for generating vertical thrust, during the transition flight phase, the frame wing cannot act as a fixed wing for the flying car during rotation, generating minimal lift. At this time, the propeller must operate at full power to decompose its own vector thrust into vertical thrust to offset the flying car's own weight, directly affecting flight efficiency and stability, and posing a stall risk during this phase.

[0004] Therefore, there is a need to provide an amphibious flying car and its flight method that can improve flight efficiency and flight stability while enhancing the technological maturity of flying cars. Summary of the Invention

[0005] The main purpose of this application is to provide an amphibious flying car and its flight method, which aims to solve the problems of unreasonable layout of existing flying car drive systems and insufficient vertical thrust during the transition from flight to level flight, which affect the stability and flight efficiency of flying cars during flight.

[0006] To achieve the above objectives, this application provides an amphibious flying vehicle, comprising: Shell wings; The shell wing support includes two first shell wing supports located inside the shell wing and connected to both sides of the shell wing, the two first shell wing supports being spaced apart and parallel to each other; The main body is located at the center of the wing and between the two first wing supports; A central axis is disposed inside the wing and located on the central axis of the wing. The central axis is rotatably connected to the wing support and to the main body. The wing can be driven to rotate around the central axis. Two sets of propulsion mechanisms are located on both sides of the main body, and each propulsion mechanism includes a first thruster disposed on both radial sides of the central axis; Two sets of steering mechanisms, including a second thruster and a second thruster arm, the second thruster arm being connected to the central shaft and extending out of the shell wing, the second thruster being disposed at the end of the second thruster arm away from the central shaft, the second thruster arm being drivably rotated to adjust the angle of the second thruster and achieve flight steering.

[0007] Optionally, the central shaft is hollow, and one end of the second thruster arm is movably inserted into the central shaft. The central shaft is provided with a rotation drive for driving the second thruster arm to rotate, so as to adjust the angle of the second thruster.

[0008] Optionally, the central shaft is rotatably provided with two telescopic drive members, which are respectively used to drive the two second thruster arms to move axially, so as to drive the second thruster to move to the outside of the shell or retract into the shell.

[0009] Optionally, both ends of the shell wing are provided with openings; A grid is provided in one of the openings, and the grid can be driven to move out of the opening to open the opening. The telescopic drive drives the corresponding second thruster to extend or retract the shell wing through the opening. Another opening is provided with a baffle, which includes two movable plates, one above the other, which can be driven to open and close. The center of the baffle is provided with a through hole for the second thruster arm to extend. The two movable plates evenly separate the through hole. The telescopic drive drives the corresponding second thruster to extend or retract the shell wing through the opening.

[0010] Optionally, the wing support further includes two second wing supports, which are located on both sides of the two first wing supports. The two ends of the second wing supports are connected to the two side walls of the wing. The first and second wing supports are provided with wing rotation shafts, which are sleeved on the central axis and rotatably connected to the main body, so that the wing can rotate around the central axis through the wing rotation shafts.

[0011] Optionally, an arm rotating shaft is rotatably disposed on the outer side of the shell wing rotating shaft, the first thruster is connected to both sides of the arm rotating shaft, a limit groove is provided on the outer wall of the shell wing rotating shaft, and a locking block is provided on the inner wall of the arm rotating shaft. The locking block is slidably disposed in the limit groove to limit the rotation angle of the arm rotating shaft.

[0012] Optionally, at least one first thruster arm is provided on both radial sides of the shell wing rotation axis, and the first thruster is provided at the end of the first thruster arm so that multiple first thrusters are symmetrically arranged on both sides of the shell wing rotation axis.

[0013] Optionally, the main cabin includes: The upper cabin contains the pilot's seat, the flying car road driving control system, and the flight control system; The lower compartment, located below the upper compartment, is used to install the equipment required for the flying car; A bulkhead is used to separate the upper compartment and the lower compartment. At least one rotating disk is provided on the bulkhead, and the driver's seat is disposed on the rotating disk, which can be driven to rotate.

[0014] Optionally, it also includes a road travel mechanism, the road travel mechanism comprising: The wheels are located near the four corners of the shell wing, and the sidewall of the shell wing has a steering opening for the wheels to turn. The bogies are rotatably mounted at both ends of the second wing support and are used to mount the wheels to achieve steering. A fairing is connected to the bogie, and the wheels are disposed inside the fairing. The top of the fairing is arc-shaped. A baffle is disposed inside the steering opening and connected to the shell wing; the baffle is connected to the bogie and the fairing respectively. An airbag, used to connect the baffle and the shell wing, the airbag being inflatable and deflated; When the airbag is fully inflated, the cover plate is connected to the shell wing, and the connection between the cover plate and the shell wing is smooth. After the airbag is deflated, the cover plate is movably connected to the shell wing to enable the wheel to steer.

[0015] This application also provides a method for flying an amphibious flying car, including the following steps: Drive the flying car to the takeoff point and control the two second thrusters to move to the preset positions outside the wing shell; Control the rotation of the turntable so that the pilot inside the main cabin faces the direction of flight; The first and second thrusters are activated to perform vertical takeoff, and the vertical altitude of the flying car is controlled by controlling the power of the first and second thrusters. By controlling the power of the first thruster on one side of the central axis to be greater than that of the first thruster on the other side, the wing shell begins to flip under the force difference on both sides of the central axis, and the flying car's flight path is arc-shaped. When the designated altitude is reached, the sidewalls of the wing shell flip to a near-horizontal state, adjusting the power of the first thrusters on both sides of the central axis to be equal, and the flying car flies horizontally. During level flight, the second thruster arm in the corresponding direction of the turn is rotated according to the steering requirements to control the steering of the flying car; alternatively, the steering of the flying car can be controlled by controlling the thrust difference between the first thrusters on both sides of the main body. During level flight, the rotational speed of the first thrusters on both sides of the central axis is controlled, causing the locking blocks inside the arm's rotating shaft to move within the limiting grooves. This causes the first thrusters on both sides of the central axis to rotate along the limiting grooves, forming an upward or downward exhaust jet stream, thus controlling the flying car's ascent or descent. Alternatively, another method can be used, where the ascent or descent of the flying car is controlled by adjusting the thrust of the second thruster. During horizontal flight, as needed, the two sets of second thruster arms can be controlled to rotate simultaneously around the central axis in the forward direction, causing the second thrusters to tilt. Under the premise of ensuring stable flight of the flying car, the horizontal vector thrust generated by the second thrusters can increase the flight speed of the flying car to the set value. After flying to the target position, the power of the first thruster on the same side of the central axis is controlled to be greater than that of the first thruster on the other side. Under the action of the power difference on both sides of the central axis, the shell begins to flip until the side wall of the shell flips to a vertical state. The power of the first thrusters on both sides of the central axis is adjusted to be the same, the flying car hovers and aligns with the landing point, and lands stably and vertically on the ground.

[0016] The beneficial effects achievable by this application are as follows: Vertical takeoff is achieved by controlling the activation of the first and second thrusters through a control system; when horizontal flight is required, the power of the first thruster on the same side of the central axis is adjusted to be greater than that on the other side, causing the wing to flip under the force difference on both sides of the central axis; upon reaching a designated altitude, the wing flips to near the horizontal plane, adjusting the power of the first thrusters on both sides of the central axis to be equal, at which point the flying car flies horizontally; when turning is required, the second thruster arm at one end is controlled to rotate, causing the second thruster on that arm to rotate in one direction, completing the turn; conversely, controlling the second thruster arm at the other end allows for control of the flying car's turning during flight. The evenly distributed first thrusters and the adjustable-direction second thrusters enable stable flight while achieving horizontal turning and vertical takeoff and landing, offering advantages in improved flight stability, control safety, and flight efficiency. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. In all the drawings, similar elements or parts are generally identified by similar reference numerals. In the drawings, the elements or parts are not necessarily drawn to scale.

[0018] Figure 1 This is a schematic diagram of the structure of an amphibious flying car according to an embodiment of this application. Figure 1 ; Figure 2 This is a schematic diagram of the structure of an amphibious flying car in horizontal flight, according to an embodiment of this application. Figure 3 This is a schematic diagram of the structure of the second thruster arm of an amphibious flying car cooperating with the central shaft, according to an embodiment of this application. Figure 4 This is a schematic diagram illustrating the installation of a telescopic drive component for an amphibious flying vehicle, as described in an embodiment of this application. Figure 5 This is a schematic diagram of the structure of an amphibious flying car with wheels and wing shells, as an embodiment of this application. Figure 6 This is a schematic diagram of the structure of the upper cabin of an amphibious flying car, as described in an embodiment of this application. Figure 1 ; Figure 7 This is a schematic diagram of the structure of the upper cabin of an amphibious flying car, as described in an embodiment of this application. Figure 2 ; Figure 8 This application provides a schematic diagram of the arrangement structure of the first thruster of an amphibious flying car, as an embodiment of the present application. Figure 1 ; Figure 9This application provides a schematic diagram of the arrangement structure of the first thruster of an amphibious flying car, as an embodiment of the present application. Figure 2 .

[0019] Figure label: 1-Wing plate, 2-End plate, 3-First wing support, 4-First thruster, 5-Central shaft, 6-Second thruster, 7-Upper hull, 8-Lower hull, 9-Bullet, 10-Wing rotation axis, 11-First thruster arm, 12-Arm rotation axis, 13-Limiting groove, 14-Clamping block, 15-Second wing support, 16-Telescopic drive component, 17-Arc plate, 18-Grate, 19-Baffle, 20-Through hole, 21-Rotating disk, 22-Wheel, 23-Second thruster arm, 24-Rotation drive component, 25-Hatch door, 26-Bogie, 27-Fairing, 28-Shielding plate, 29-Airbag, 30-Connecting rod.

[0020] The realization of the purpose, functional features and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0021] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0022] It should be noted that all directional indications (such as up, down, left, right, front, back, etc.) in the embodiments of this application are only used to explain the relative positional relationship and movement of each component in a specific posture. If the specific posture changes, the directional indication will also change accordingly.

[0023] In this application, unless otherwise expressly specified and limited, the terms "connection," "fixed," etc., should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral part; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0024] Furthermore, if the embodiments of this application involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the meaning of "and / or" throughout the text includes three parallel solutions; for example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed in this application.

[0025] Example 1 See attached document Figures 1-9 This embodiment provides an amphibious flying car, including: Shell wings; The shell wing support includes two first shell wing supports 3 located inside the shell wing and connected to both sides of the shell wing. The two first shell wing supports 3 are spaced apart and parallel to each other. The main cabin is fixedly installed between the two first shell wing supports 3. The main cabin always maintains a single attitude regardless of whether the flying car is stationary on the ground, driving on the road, or flying in the air, so that the driver's line of sight in the main cabin is parallel to the ground. The central axis 5 is located inside the wing and on the central axis of the wing. The central axis 5 is rotatably connected to the wing support 3 and the main body. The wing can be driven to rotate around the central axis 5. Two sets of propulsion mechanisms are located on both sides of the main body, and the propulsion mechanism includes a first thruster 4 set on both radial sides of the central axis 5; Two sets of steering mechanisms, including a second thruster 6 and a second thruster arm 23, the second thruster arm 23 is connected to the central shaft 5 and extends out of the shell wing, the second thruster 6 is located at the end of the second thruster arm 23 away from the central shaft 5, the second thruster arm 23 can be driven to rotate to adjust the angle of the second thruster 6 and achieve flight steering.

[0026] In this embodiment, the wing shell serves as the external structure of the flying car, comprising two wing plates 1, two end plates 2, and four arc-shaped plates 17. The two wing plates 1 are parallel to each other, and the four arc-shaped plates 17 are arranged in pairs at both ends of the two wing plates 1. The two end plates 2 connect the arc-shaped plates 17 at the same end of the two wing plates 1 to form a closed frame structure. This frame structure provides structural strength and aerodynamic shape for the flying car. For example, the wing shell can be made of lightweight, high-strength materials, which can reduce the overall weight while ensuring structural integrity, thereby improving flight performance. Simultaneously, the two wing plates 1 adopt the structure of an aircraft wing, generating stronger lift. In one implementation, the end plates 2 can be connected to the two wing plates 1 by welding or riveting to form a rigid frame. In another implementation, the end plates 2 can be connected with detachable fasteners for easy maintenance or component replacement. To ensure the flying car achieves ultra-lightweight construction, the entire wing shell can also be formed in one piece using advanced processes.

[0027] To facilitate airflow during level flight, enhance the flying car's appearance, and reduce safety hazards, a mesh grille can be installed on the top of the wing. The mesh grille extends from the wing's tip to near the main cabin, without affecting the wing's rollover. Made of lightweight, high-strength materials, the mesh grille minimizes the possibility of foreign objects entering the wing and damaging equipment during flight.

[0028] Meanwhile, in order to facilitate the entry and exit of the pilots into and out of the main cabin, a door 25 is set in the middle of the two wing panels 1. The door 25 is made of the same material as the wing shell. In order to ensure that the strength of the two wing panels 1 is not affected during flight, the door 25 can be opened by sliding or pushing and pulling. The door 25 adopts a dual guarantee of mechanical lock and electronic lock, which can minimize the impact on the strength of the two wing panels 1.

[0029] The primary function of the wing support is to provide a stable mounting base for other critical components. For example, the first wing support 3 can be made of a metal alloy to provide sufficient strength and rigidity to withstand loads generated during flight and operation. In one implementation, the first wing support 3 can be fixed to the inner wall of the wing. In another implementation, the first wing support 3 can be connected to the wing via a vibration-damping structure to reduce vibration transmission.

[0030] The wing can be driven to rotate. This rotatable design allows the wing to rotate smoothly to be basically parallel to the horizontal plane, forming a fixed wing similar to an airplane to generate upward lift, thereby reducing energy loss and enabling the flying car to fly for longer and farther.

[0031] The propulsion mechanism is configured to provide driving force for the flying car. The first thruster 4 can be an electric propeller, a ducted fan, or a jet engine, driven by an electric motor. The steering mechanism is configured to enable the flying car to steer. The second thruster arm 23 can be driven by a servo motor, which is controlled by the control system to achieve precise angle adjustment.

[0032] The main cabin houses the control system, which serves as the core of the flying car's control system. This system controls the operation of the propulsion and steering mechanisms. For example, the control system may include a central processing unit, sensors, actuators, and a user interface, using software algorithms to achieve precise control of the flying car's various functions. In one implementation, the control system communicates with the propulsion and steering mechanisms via a wired connection. In another implementation, the control system transmits control signals wirelessly.

[0033] During flight, the control system is activated, and the driver issues a takeoff command through the system. At this time, multiple first thrusters 4 in the propulsion mechanism and second thrusters 6 in the steering mechanism are activated, jointly generating upward thrust to enable the flying car to take off vertically. During the vertical ascent, the control system continuously monitors the flight altitude and precisely controls the power output of the first thrusters 4 and second thrusters 6 according to the preset flight path or the driver's instructions to maintain the flying car's vertical altitude stability.

[0034] Once the flying car reaches the preset transition altitude, the control system initiates the transition from vertical to horizontal flight. Specifically, the control system adjusts the power output of the first thruster 4 on one side of the central axis 5 to be greater than that of the first thruster 4 on the other side. As a result, under the influence of the power difference between the two sides of the central axis 5, the fuselage begins to rotate around the central axis 5. Simultaneously, the main cabin maintains its original attitude under the influence of gravity, ensuring the driver's field of vision remains directly facing the flight direction. The rotation planes of the two second thrusters 6 remain parallel to the horizontal plane, generating upward thrust. When the fuselage is fully rotated to a horizontal position, the control system adjusts the power output of the first thrusters 4 on both sides of the central axis 5 to be equal, at which point the flying car stabilizes in a horizontal direction. During the transition flight, the flying car's flight path exhibits an arc shape.

[0035] During level flight, if a turn is required, the control system will rotate the second thruster arm 23 in the steering mechanism. For example, to turn left, the second thruster arm 23 of the right steering mechanism can be driven to rotate in one direction, causing the right second thruster 6 to generate a horizontal forward thrust component, while the second thruster arm 23 of the left steering mechanism is driven to rotate in the opposite direction, causing the left second thruster 6 to generate a horizontal backward thrust component. The reverse is also true. Through this differential thrust, the flying car can achieve smooth turns without significantly changing the power of the main thrusters, thus maintaining flight stability.

[0036] Meanwhile, another steering method exists, which involves adjusting the power of the first thruster 4 on one side of the main cabin to create a power difference between the two sets of propulsion mechanisms on both sides of the main cabin, thereby achieving steering. For example, when a right turn is needed, the power of the propulsion mechanism on the left side of the main cabin can be increased or decreased to achieve a right turn; when a left turn is needed, the power of the propulsion mechanism on the right side of the main cabin can be increased or decreased to achieve a left turn. Therefore, with this steering method, another propulsion power arrangement structure can also exist, in which the steering mechanism is eliminated, and the second thruster arm 23 and the second thruster 6 do not need to be installed on the central shaft 5. Only two sets of propulsion mechanisms need to be installed inside the wing shell, and the power of the first thruster 4 is adjusted in the above manner to achieve steering. In this steering method, the arrangement structure of the first thruster 4 is the same as that of the first thruster 4 in this embodiment.

[0037] Meanwhile, during horizontal flight, the two sets of second thruster arms can be controlled to rotate simultaneously around the central axis from 0° to 45°, causing the second thrusters to tilt from 0° to 45°. Under the premise of ensuring stable flight of the flying car, the horizontal vector thrust generated by the second thrusters can increase the flight speed of the flying car to the set value, which is the so-called "afterburner" flight.

[0038] As the flying car arrives above the target location and prepares to land, the control system again adjusts the power of the first thruster 4 on the same side of the central axis 5, making its power greater than that of the other side. This power difference is then used to initiate the wing's rotation, while the main cabin maintains its original attitude. This process continues until the wingplate 1 rotates to a vertical position. Subsequently, the control system adjusts the power of the first thrusters 4 on both sides of the central axis 5 to be equal and gradually reduces the power output of all thrusters, allowing the flying car to descend vertically and finally land smoothly at the target location.

[0039] Through an independent, adjustable steering mechanism and a rotatable wing, the flying car not only achieves smooth steering, but also effectively ensures flight stability throughout the flight, especially during mode switching and steering operations, and optimizes the driver's operating experience.

[0040] Meanwhile, to increase the stability of the main cabin when driving on the road, a locking structure can be installed on one side of the main cabin. This locking structure can be an electric actuator or a cylinder. A hole is set at the corresponding position of the wing plate 1 without a cabin door. When driving on the road, the telescopic end of the electric actuator or cylinder extends and inserts into the hole on the wing plate 1 to further reinforce the main cabin. When flying, the telescopic end of the electric actuator or cylinder retracts, and the wing can flip under the action of the power difference.

[0041] As an optional implementation, the central shaft 5 is hollow, and one end of the second thruster arm 23 is movably inserted into the central shaft 5. The central shaft 5 is provided with a rotation drive 24 for driving the second thruster arm 23 to rotate, so as to adjust the angle of the second thruster 6.

[0042] As an optional implementation, two telescopic drive members 16 are rotatably provided inside the central shaft 5, which are used to drive the two second thruster arms 23 to move axially, so as to drive the second thruster 6 to move to the outside of the shell wing or retract into the shell wing.

[0043] In this embodiment, the central shaft 5 has an internal channel or cavity, rather than a solid structure. This hollow design can be formed by using tubular materials, such as metal tubes or composite material tubes, during the manufacturing process, or by machining solid materials through drilling, milling, or other methods. The hollow structure provides an internal channel for the sliding insertion of the second thruster arm 23, which is the basis for realizing the extension, retraction, and angle adjustment of the second thruster 6. The second thruster arm 23 is not fixed inside the central shaft 5, but can reciprocate along its axial direction within the hollow cavity of the central shaft 5. The outer diameter of the second thruster arm 23 matches the inner diameter of the central shaft 5, with an appropriate clearance to allow sliding. Guide structures, such as slide rails, bushings, or bearings, can be provided on the inner wall of the second thruster arm 23 or the central shaft 5 to ensure the smoothness and accuracy of the sliding process, thereby enabling the second thruster arm 23 to extend or retract from the central shaft 5, realizing the position adjustment of the second thruster 6.

[0044] Inside the hollow interior of the central shaft 5, a device capable of generating linear reciprocating motion, namely the telescopic drive component 16, is integrated. This device is connected to the second thruster arm 23 to push or pull the second thruster arm 23 for sliding. The telescopic drive component 16 can be a linear actuator, such as an electric push rod, hydraulic cylinder, pneumatic cylinder, or a mechanical transmission device composed of a lead screw and nut mechanism, gear and rack mechanism, etc. These devices are driven by a motor or other power source, converting rotational motion into linear motion of the second thruster arm 23, thereby providing power to precisely control the extension and retraction of the second thruster arm 23, and thus adjusting the extended or retracted position of the second thruster 6. Through its linear motion, the telescopic drive component 16 directly or indirectly drives the second thruster arm 23, thereby causing the second thruster 6 at the end of the second thruster arm 23 to move along the axial direction of the central shaft 5, changing its position relative to the shell wing.

[0045] Furthermore, the telescopic drive component 16 can not only extend and retract linearly, but also rotate around the axis of the central shaft 5 within the central shaft 5. This rotation can be transmitted to the second thruster arm 23, thereby changing the attitude angle of the second thruster 6. The telescopic drive component 16 can be mounted on a rotatable base, which is rotatably mounted on the inner wall of the central shaft 5 via bearings or other structures. It is driven by a rotation drive component 24, which can be a small motor. The output end of the rotation drive component 24 is connected to the rotating base, enabling the telescopic drive component 16 to rotate. Through a preset program in the control system, the maximum unidirectional rotation angle of the telescopic drive component 16 is 0~45°, meaning the maximum rotation angle of the telescopic drive component 16 is 90°. When turning, the rotation angle is controlled to 0~30°. Of course, the rotation angle of the telescopic drive component 16 can be set according to actual conditions. The output end of the telescopic drive component 16 can be connected to the second thruster arm 23 via a universal joint or flexible coupling, while the body of the telescopic drive component 16 rotates through the rotation drive component 24. When the telescopic drive 16 rotates, the second thruster arm 23 and the second thruster 6 on it also rotate, thereby adjusting the thrust direction of the second thruster 6.

[0046] The following is a concrete example: the central shaft 5 can be manufactured using high-strength, lightweight alloy tubing, with its interior precision-machined to form a smooth inner wall, ensuring smooth sliding of the second thruster arm 23. The second thruster arm 23 can be made of carbon fiber composite material, with its outer surface hard anodized to improve wear resistance. Inside the central shaft 5, the telescopic drive component 16 used to drive the sliding of the second thruster arm 23 can be a miniature electric actuator. This actuator is driven by a small brushless DC motor via a lead screw and nut mechanism, achieving linear extension and retraction of the second thruster arm 23. The body of the electric actuator is mounted on a rotatable annular support via a set of precision bearings. This annular support is driven by an independent stepper motor and gear transmission mechanism, allowing it to rotate inside the central shaft 5. The output rod of the electric actuator is connected to the inner end of the second thruster arm 23 via a universal joint, allowing the second thruster arm 23 to adjust its angle while sliding. When the position of the second thruster 6 needs to be adjusted, the control system sends a command to the electric push rod to extend or retract it, thereby causing the second thruster arm 23 to extend or retract. When the angle of the second thruster 6 needs to be adjusted, the control system sends a command to the stepper motor to drive the ring bracket to rotate, which in turn drives the electric push rod and the second thruster arm 23 to rotate, thus achieving precise adjustment of the thrust direction of the second thruster 6.

[0047] As an optional implementation, openings are provided at both ends of the shell wing; A grating 18 is provided in one of the openings. The grating 18 can be driven to move out of the opening to open it. The telescopic drive 16 drives the corresponding second thruster 6 to extend or retract the shell wing through the opening. Another opening is provided with a baffle 19, which can be driven to move out of the opening to open it. The telescopic drive 16 drives the corresponding second thruster 6 to extend or retract the shell wing through the opening.

[0048] In this embodiment, when the flying car is traveling on the ground, the end with the grille 18 serves as the front of the vehicle, and the end with the baffle 19 serves as the rear. The opening can be a rectangular or circular hole, slightly larger than the maximum cross-section of the second thruster 6, to ensure that the second thruster 6 can pass through smoothly. Alternatively, the opening can be of variable size, for example, composed of multiple movable blades, opening when the second thruster 6 passes through and closing after the second thruster 6 retracts. The grille 18 installed inside the opening refers to a structure installed inside the opening to cover or close it. Its function is to close the opening when the second thruster 6 retracts, maintaining the integrity and streamlined shape of the wing shell, reducing air resistance, and preventing foreign objects from entering.

[0049] The grid 18 can be composed of multiple parallel rods or one or more plate-like structures. By installing a tilting cylinder inside the opening, the grid 18 is tilted out of the opening by controlling the tilting cylinder during use. At this time, the second thruster 6 can extend or retract the shell wing. The spacing between the rods on the grid 18 is just enough for the second thruster arm 23 to pass through. When the second thruster 6 extends the shell wing, the grid 18 is tilted back into the opening. At this time, the second thruster arm 23 is just between two rods.

[0050] As another specific implementation, a groove structure can be provided on the inner edge or side wall of the opening to form a storage slot. This provides a hidden and storage space for the grille 18. When the grille 18 is open, it can be completely stored within it, leaving the opening fully exposed and not obstructing the movement of the second pusher 6. The storage slot can be a groove that matches the shape of the grille 18, allowing it to be fully embedded when the grille 18 moves. The driving method can include a small motor, hydraulic cylinder, or pneumatic cylinder, using a linkage mechanism or rack and pinion mechanism to drive the grille 18 to slide or flip into the storage slot.

[0051] The installation method of the baffle 19 is the same as that of the grille 18. A tilting cylinder is installed on both the upper and lower walls of the opening. By tilting the two movable plates outward, the opening is opened, and the second pusher 6 at the tail end can extend or retract.

[0052] In order to reduce wind resistance during flight, through holes 20 are opened on the baffle 19. When the second thruster 6 extends out of the shell wing, the two movable plates close, and at this time the second thruster arm 23 is located in the through hole 20 formed by the two movable plates.

[0053] As another specific implementation, a storage groove can be provided on the inner edge or side wall of the opening, which can be completely embedded when the movable plate moves. The driving method can include a small motor, hydraulic cylinder or pneumatic cylinder, which drives the movable plate to slide or flip into the storage groove through a linkage mechanism or gear rack mechanism.

[0054] The telescopic drive 16 controls the movement of the second thruster 6 inside and outside the shell wing, enabling the precise deployment and retraction of the second thruster 6, ensuring that it can extend outside the shell wing for directional adjustment when needed, and retract inside the shell wing for protection and drag reduction when not needed.

[0055] During flight, the control system issues commands to move the slats 18 and baffles 19, fully opening the openings on the wing. Subsequently, the telescopic drive 16 is activated, driving the second thruster arm 23, which is slidably inserted into the central shaft 5, to slide outwards. This causes the second thrusters 6, located at the ends of the second thruster arm 23, to extend out of the wing through the opened openings. Once both second thrusters 6 are fully extended, the slats 18 and baffles 19 close the two openings. At this point, the second thrusters 6 are activated, working in conjunction with the first thruster 4, enabling flight. Upon landing, the slats 18 and baffles 19 open the openings, and the telescopic drive 16 reverses the direction of the second thruster arm 23, causing the second thrusters 6 to retract through the openings back into the wing. Simultaneously, the openings are resealed, restoring the wing surface to its smooth and streamlined shape.

[0056] As an alternative implementation, unlike the above-described method where the second thruster 6 retracts into the shell when not in use, an opening on the end plate 2 allows the second thruster arm 23 to pass through, eliminating the need to retract the second thruster 6 into the shell. A tilting drive is provided at the end of the second thruster arm 23 extending out of the shell. The tilting drive is a mechanism capable of rotating or tilting components connected to it. It can include, but is not limited to, a motor-driven gear set, a hydraulic or pneumatic actuator, or an electromagnetic drive mechanism. The second thruster 6 is mounted on the tilting drive, which drives the plane of rotation of the second thruster 6 to tilt parallel to or perpendicular to the side wall of the shell.

[0057] For example, a small servo motor can drive the second pusher 6 to rotate via a worm gear mechanism, or a linear actuator can rotate the second pusher 6 from the working position to the storage position via a linkage mechanism. The second pusher 6 is mechanically fixed to the rotation drive component, so that the motion of the rotation drive component can be directly transmitted to the second pusher 6, thereby realizing the rotation of the second pusher 6.

[0058] The rotation plane of the second thruster 6 is flipped to be parallel to the end plate 2 by the flip drive component, and then retracted by the telescopic drive component 16, so that the second thruster 6 is close to the end plate 2 and thus stored away so that it does not protrude from the outside of the shell, making the flying car more aesthetically pleasing when not in use. When in use, the telescopic drive component 16 is extended to move the second thruster 6 to the preset position. At this time, the flip drive component is activated to flip the second thruster 6 to be parallel to the horizontal plane, and then it can be used for normal flight.

[0059] The second thruster 6 can be effectively retracted in non-flight mode. This significantly reduces wind and water resistance that the second thruster 6 may encounter when driving on land or water, thereby improving the vehicle's fuel efficiency or driving range. At the same time, retracting the second thruster 6 also avoids the risk of mechanical damage such as collisions and scratches in the external environment, extending its service life and improving the vehicle's passability and safety in complex terrain or confined spaces.

[0060] Meanwhile, as a specific implementation method, in order to make the second thruster 6 more aesthetically pleasing when it is retracted close to the end plate, a circular frame can also be provided on the end plate 2. When the second thruster 6 is retracted, the second thruster 6 is located within the circular frame, making the overall appearance more aesthetically pleasing.

[0061] As an optional implementation, the wing support also includes two second wing supports 15, which are located on both sides of the two first wing supports 3. The two ends of the second wing supports 15 are connected to the two side walls of the wing. A wing rotation shaft 10 is provided on the first wing supports 3 and the second wing supports 15. The wing rotation shaft 10 is sleeved on the central shaft 5 and rotatably connected to the main body so that the wing can rotate through the wing rotation shaft 10.

[0062] In this embodiment, the second wing support 15 is a component of the wing support system. Its main function is to provide additional structural support for the wing 1 and the central shaft 5, thereby enhancing the fixation and stability of the wing 1 and the central shaft 5. The second wing support 15 can be manufactured using high-strength, lightweight materials, such as aerospace-grade aluminum alloy or carbon fiber composite materials, which can effectively control the overall weight of the flying car while ensuring structural strength. Its specific shape and size can be optimized according to the overall structural layout, stress analysis, and space constraints of the flying car. For example, it can be a rectangular plate, an irregularly shaped plate with reinforcing ribs, or a support component with a specific geometry.

[0063] Two second wing supports 15 are positioned on either side of the two first wing supports 3. This spatial arrangement forms a more stable support structure, providing multi-point support for the wing 1 and the central shaft 5. This arrangement effectively distributes the load borne by the wing 1 and the central shaft 5 during operation, reducing vibration and deformation, thereby improving the operational stability of the propulsion mechanism and the flying vehicle. The relative positions of the second wing supports 15 and the first wing supports 3 can be adjusted according to actual needs to achieve the best support effect.

[0064] The wing rotation shaft 10 can be a solid or hollow shaft, and its material can be high-strength alloy steel, composite materials, or other materials with sufficient rigidity and wear resistance to withstand the weight of the main hull and the stress generated during rotation. The diameter and length of the wing rotation shaft 10 should be designed according to the size and weight of the main hull and the required rotation torque. The wing rotation shaft 10 passes through shaft holes and is rotatably connected to the main hull by opening shaft holes in the first wing support 3 and the second wing support 15.

[0065] Meanwhile, to increase connection strength, the central shaft 5 can be configured as a single, integral connecting shaft, fixedly connected to and penetrating the main hull, or it can be disconnected and inserted into the main hull via the wing rotation shaft 10, forming a coaxial rotational connection with the wing rotation shaft 10. Bearings can be installed inside the wing rotation shaft 10 to support the central shaft 5. This through-through method can employ a coaxial design to ensure the relative positional accuracy and coordinated operation of the central shaft 5 and the wing rotation shaft 10. Within the bulkhead 9, the extended portion of the central shaft 5 can be connected to drive mechanisms, control circuits, or other equipment, or interfaces can be reserved for future functional expansion. This deep integration not only provides multiple supports for the central shaft 5 but also provides space and connection paths for the central shaft 5 or its extensions to carry other functions.

[0066] To enhance flight safety, a locking mechanism can be added between the central shaft 5 and the wing rotation axis 10, with at least one locking mechanism on each side of the main cabin. When the flying car is in normal flight or driving on the road, the locking mechanism locks the central shaft 5 and the wing rotation axis 10 in place, preventing the main cabin from swaying. When a change in flight mode is required, the locking mechanism opens, allowing relative rotation between the central shaft 5 and the wing rotation axis 10, further enhancing the flying car's safety. The locking mechanism can be an electronic lock, an electric push rod, or a cylinder, etc. In this embodiment, an electronic lock is used. The electronic lock is installed on the central shaft 5, and an insertion hole is provided on the inner wall of the wing rotation axis 10 for the electronic lock cylinder to be inserted. The flying car's control system can control the activation and deactivation of the electronic lock, thus locking the central shaft 5 and the wing rotation axis 10 in place.

[0067] As an optional implementation, a boom rotating shaft 12 is rotatably sleeved on the shell wing rotating shaft 10. The first thruster 4 is connected to both sides of the boom rotating shaft 12. A limiting groove 13 is provided on the outer wall of the shell wing rotating shaft 10, and a locking block 14 is provided on the inner wall of the boom rotating shaft 12. The locking block 14 is slidably disposed in the limiting groove 13 to limit the rotation angle of the boom rotating shaft 12.

[0068] In this embodiment, the arm rotation shaft 12 can be connected to the first thruster 4 via a rod-like structure. The arm rotation shaft 12 and the shell wing rotation shaft 10 are connected by a rotational fit, allowing the arm rotation shaft 12 (and the first thruster 4 connected to it) to rotate within a certain range relative to the shell wing rotation shaft 10. This rotational arrangement can be achieved by providing bearings, bushings, or using smooth mating surfaces between the arm rotation shaft 12 and the shell wing rotation shaft 10 to reduce friction and ensure smooth rotation.

[0069] The limiting groove 13 is a recessed structure provided on the outer surface of the wing rotation shaft 10. Its shape and size are designed to cooperate with the locking block 14, thereby limiting the rotation range of the arm rotation shaft 12. The limiting groove 13 can be in various geometric shapes such as arc, straight, or L-shaped, and its depth and width should be sufficient to accommodate the locking block 14 and guide its sliding. The locking block 14 is a protruding structure on the inner surface of the arm rotation shaft 12. Its shape and size are designed to insert into and slide within the limiting groove 13 of the wing rotation shaft 10. The locking block 14 can be a pin, a protrusion, or a guide block, and its material is usually chosen to be a wear-resistant metal or a high-strength engineering plastic. A sliding fit relationship is formed between the locking block 14 and the limiting groove 13. When the arm rotation shaft 12 rotates, the locking block 14 slides along its trajectory within the limiting groove 13. This sliding fit ensures that the arm rotation shaft 12 moves smoothly within a limited rotation range, while preventing it from exceeding the preset rotation angle, which is set to 0-15°. The rotation angle can also be set according to actual conditions. The core function of the entire mechanism is to precisely control the rotation range of the arm rotation shaft 12 relative to the shell wing rotation shaft 10 by sliding the locking block 14 within the limiting groove 13. This means that the first thruster 4 can only be adjusted or remain stable within the preset angle range, thus avoiding disordered or excessive rotation.

[0070] When the arm rotation shaft 12 rotates on the wing rotation shaft 10, the locking block 14 on the inner wall of the arm rotation shaft 12 slides along the limiting groove 13 on the outer wall of the wing rotation shaft 10. The geometry and length of the limiting groove 13 determine the sliding path and range of the locking block 14, thereby directly limiting the rotation angle of the arm rotation shaft 12 relative to the wing rotation shaft 10. Through the cooperation of the locking block 14 and the limiting groove 13, the first thruster arm 11 and the first thrusters 4 at both ends are restricted to a preset rotation angle range.

[0071] During horizontal flight, if a change in altitude is required, the power of the first thruster 4 on one side of the central axis 5 can be increased or decreased, causing the first thruster 4 to oscillate. When the first thruster 4 rotates forward around the central axis 5, the flying car can be controlled to descend, reducing its flight altitude; when the first thruster 4 rotates backward around the central axis 5, the flying car can be controlled to ascend, increasing its flight altitude.

[0072] Alternatively, the flying car's altitude can be changed in another way. During level flight, the flying car can ascend or descend by changing the power output of the two second thrusters 6; increasing the power output will cause it to climb, and vice versa.

[0073] As an optional implementation, at least one first thruster arm 11 is provided on both radial sides of the shell wing rotation shaft 10, and a first thruster 4 is provided at the end of the first thruster arm 11, so that multiple first thrusters 4 are symmetrically arranged on both sides of the shell wing rotation shaft 10.

[0074] In this embodiment, the first thruster 4 forms a symmetrical structure with the shell wing rotation axis 10 as the axis of symmetry. This is intended to ensure that the flying car obtains balanced thrust during vertical take-off and landing and horizontal flight, and avoids generating unnecessary yaw, pitch or roll moments, thereby improving flight stability, control precision and energy efficiency.

[0075] By setting at least one first thruster arm 11 on the wing rotation axis 10 and precisely positioning the first thrusters 4 at both ends of the first thruster arm 11, multiple first thrusters 4 can form a strictly symmetrical structure with the wing rotation axis 10 as the axis of symmetry. This structural configuration ensures that when the first thrusters 4 are activated and generate thrust, their force is evenly and balancedly distributed on both sides of the wing rotation axis 10. Specifically, the thrust generated by any one first thruster 4 will generate a corresponding thrust on the other side of the wing rotation axis 10, thereby effectively counteracting any possible yaw and roll moments. This symmetrical thrust distribution is crucial for maintaining the attitude stability of the flying car in different modes such as vertical takeoff and landing, hovering, transitional flight, and high-speed horizontal flight. Through this precise layout, the flying car can achieve more stable and controllable flight performance, reducing the need for frequent attitude corrections to the control system, thereby improving overall flight efficiency and safety.

[0076] Meanwhile, depending on the power requirements, multiple first thruster arms 11 can be set on the same side of the main body. These multiple first thruster arms 11 can be arranged in parallel or in a symmetrical structure such as crossing each other.

[0077] As an optional implementation, a road travel mechanism is also included, which includes: The wheel 22 is located near the four corners of the shell wing. The side wall of the shell wing has a steering port for the wheel 22 to turn. The wheel 22 is equipped with a hub motor, which can drive the wheel 22 forward and backward. The bogie 26 is rotatably mounted at both ends of the second shell wing support 15 and is used to mount the wheels 22 to achieve steering. Fairing 27 is connected to bogie 26, and wheels 22 are disposed inside fairing 27. The top of fairing 27 is arc-shaped. A shield 28 is disposed inside the steering opening and connected to the wing shell. The shield 28 is connected to the bogie 26 and the fairing 27. Airbag 29 is used to connect the baffle 28 and the shell wing; airbag 29 can be inflated and deflated. When the airbag 29 is fully inflated, the cover plate 28 is fixed to the shell wing, and the connection between the cover plate 28 and the shell wing is smooth. After the airbag 29 is deflated, the cover 28 is movably connected to the shell wing so that the wheel 22 can be steered.

[0078] In this embodiment, unlike the steering system of a traditional automobile, the four wheels 22 can rotate independently or in unison according to commands, including turning left and right, moving forward and backward, and parking horizontally. The mechanical motion signal of the steering wheel can be converted into an electrical signal by a Hall angle sensor. The steering, driving, and control of the wheels 22 are existing technologies, which have been disclosed in Chinese Patent No. CN118790473A, "A Free Steering Control Device, System, and Method for a Hybrid Drive Flying Car," and will not be elaborated further here.

[0079] The steering and driving system of wheel 22 is integrated on the second wing support 15, and the integrated system is also equipped with a locking mechanism to prevent the bogie 26 from slipping due to resistance during flight. During flight, in conjunction with the steering system, the bogie 26 is locked to the second wing support 15. The locking mechanism can be implemented in the form of an electronic lock or a mechanical lock, which is existing technology and will not be described in detail here.

[0080] The fairing 27 covers the wheel 22. The top of the fairing 27 is arc-shaped to reduce drag during level flight. At the same time, the top of the fairing 27 is connected to the bogie 26 to fix the fairing 27 to the bogie 26.

[0081] Steering openings are made on the two wing plates 1 on both sides of the wing. When the wheel 22 turns, the steering openings can provide steering space for the wheel 22 to turn, avoiding collision between the wheel 22 and the wing plate 1 during the turning process. The shield 28 is installed in the steering opening. Three connecting rods 30 are set on the shield 28. Two of the connecting rods 30 are connected to the fairing 27, and the other connecting rod 30 is connected to the bogie 26, further strengthening the installation strength of the fairing 27 and the shield 28.

[0082] Meanwhile, in order to prevent the wheel 22 from colliding with the shield 28 during steering, an airbag 29 is provided at the connection between the shield 28 and the wing plate 1. An inflation / deflation device, such as an air pump, is installed in the lower hull 8. By integrating air pipes in the shell wing bracket and the wing plate 1, the inflation / deflation of the airbag 29 can be achieved.

[0083] When driving on the road, the airbag 29 is deflated, allowing the shield 28 and the wing 1 to connect via the deflated airbag 29, thus creating a movable connection between them. When the wheel 22 turns, the bogie 26 and fairing 27 push and pull the shield 28 via three connecting rods 30, causing the shield 28 to move and providing turning space for the wheel 22. The airbag 29 is made of a material with a certain degree of elasticity, such as rubber.

[0084] When in flight, the airbag 29 is inflated. The fully inflated airbag 29 connects the shield 28 to the wingplate 1. The inflated airbag 29 completely fills the space between the shield 28 and the wingplate 1, and its thickness is the same as the thickness of the connection between the wingplate 1 and the shield 28, making the connection between the shield 28 and the wingplate 1 smooth and forming a complete wing surface, which is beneficial for the wingplate 1 to generate lift. At the same time, the bogie 26 is locked, and the bogie 26 and the fairing 27 can further increase the stability of the shield 28 through three connecting rods 30.

[0085] As an optional implementation, the main cabin includes: The upper cabin 7 is equipped with a driver's seat, a flying car road driving control system and a flight control system. The flight control system can be integrated into the driver's seat or fixed in a convenient place near the flight display screen. The lower compartment 8 is located below the upper compartment 7 and is used to install the equipment required for the flying car. A bulkhead 9 is used to separate the upper compartment 7 and the lower compartment 8. At least one rotating disk 21 is provided on the bulkhead 9, and the driver's seat is located on the rotating disk 21. The rotating disk 21 can be driven to rotate.

[0086] In this embodiment, the shape and size of the main cabin can be designed according to the mission requirements of the flying car. The shape of the main cabin can be circular, elliptical, rugby ball-shaped, etc.

[0087] The bulkhead 9, acting as a structural connector, separates the upper cabin 7 and the lower cabin 8, forming a unified main cabin structure. This layered design facilitates functional zoning within the main cabin, such as effectively isolating the personnel operating area from the equipment installation area, thereby optimizing space utilization and system layout. The bulkhead 9 can be made of high-strength, lightweight materials, such as carbon fiber composites or aluminum alloys, to reduce overall weight while ensuring structural strength. The upper cabin 7 is a space specifically designed for the operation and seating of the pilot, containing a driver's seat. The driver's seat is designed to provide a comfortable and safe riding environment and ensure that the pilot has easy access to and control of the control system. As a specific implementation, the upper cabin 7's shell is hinged to the bulkhead 9, and an internally installed drive mechanism allows the shell of the upper cabin 7 to be opened; this is existing technology and will not be elaborated further. The control system typically includes a flight control stick, pedals, a display screen, and various switches and buttons for controlling the flying car's propulsion and steering mechanisms.

[0088] The rotating platform 21 is a rotatable platform, and at least one is provided. When there is only one rotating platform 21, all the driver's seats are fixedly mounted on it. When there are multiple rotating platforms 21, each platform rotates independently, and each platform has a cockpit seat mounted on it, allowing each seat to rotate independently. The rotating platform 21 can be a circular or polygonal platform, with its edges connected to the partition 9 via bearings or slide rails to achieve smooth rotation. The rotating platform 21 does not rotate passively but is driven to rotate, meaning it is equipped with a drive mechanism, such as a motor or reducer, capable of actively rotating. The drive mechanism receives commands from the control system and precisely adjusts the angle of the rotating platform 21 to ensure that the driver's line of sight and body posture are always directly facing the direction of the flying car's movement. This is crucial for the driver to maintain clear situational awareness and accurate operation in different flight modes (such as vertical takeoff and landing, horizontal cruise, and steering).

[0089] The road driving control system includes a steering wheel and a driving control panel, which are located on one side of the upper cabin for operation while driving on the road. The flight control system includes a joystick and a flight control panel, which are located on the other side of the upper cabin. When the rotary dial 21 is rotated 90°, the pilot in the cockpit can face the flight control panel directly. The joystick can be integrated into the cockpit or located on the side of the flight control panel, allowing the pilot to operate the corresponding control system according to whether driving on the road or in flight, without being affected by relative position or operating habits.

[0090] The lower cabin 8 is specifically designed to house various equipment. This equipment may include battery packs, fuel tanks, avionics, communication modules, sensors, life support systems, or other auxiliary systems. Concentrating the equipment in the lower cabin 8 helps optimize the flying car's center of gravity distribution, improves flight stability, facilitates equipment maintenance and repair, and effectively isolates noise or heat that may be generated during equipment operation, thus enhancing the passenger comfort of the upper cabin 7.

[0091] In one specific implementation, the bulkhead 9 of the main cabin can employ a honeycomb sandwich structure to provide high strength and lightweight characteristics. The upper cabin 7 can be designed as a transparent canopy with good visibility, and the pilot's seat can be an aircraft seat integrating a flight joystick and throttle lever. The rotating disk 21 can be a circular platform driven to rotate by a high-precision servo motor and gear reduction mechanism. The servo motor uses an encoder to provide feedback on the rotation angle, ensuring precise alignment of the rotating disk 21. The control system is electrically connected to the rotating disk 21 via slip rings to ensure stable transmission of power and data signals during rotation. The lower cabin 8 can integrate a modular battery pack, flight control computer, and communication antenna, and facilitate maintenance through a quick-release interface.

[0092] Example 2 This embodiment provides a flight method for an amphibious flying car, including the following steps: Step S1: Drive the flying car to the takeoff point and control the second thruster 6 to move to the preset position outside the shell wing through the flight control system; Step S2: Control the turntable 21 to rotate via the flight control system. The rotation angle is 90°, so that the pilot in the main cabin faces the wing panel 1. Step S3: Control the opening of the slats 18 and the baffles 19 through the flight control system, control the telescopic drive component 16, drive the two second thrusters 6 to extend out of the shell wings and reach the preset position; Step S4: Control the first thruster 4 and the second thruster 6 to start via the flight control system for vertical takeoff; control the power of the first thruster 4 and the second thruster 6 via the control system to control the vertical altitude of the flying car. Step S5: The power of the first thruster 4 on the same side of the central axis is adjusted by the flight control system to make its power greater than that of the first thruster 4 on the other side. Under the action of the power difference on both sides of the central axis 5, the shell wing begins to flip. At this time, the flight path of the flying car is arc-shaped. When the designated altitude is reached, the sidewall of the shell wing flips to a horizontal state, and the power of the first thrusters 4 on both sides of the central axis 5 is adjusted to be the same. At this time, the flying car flies in a horizontal direction. Step S6: During level flight, according to the steering requirements, the second thruster arm 23 in the corresponding direction is controlled to rotate 0~30° around the central axis 5 through the flight control system. Under the push of the horizontal vector thrust, the flying car is controlled to turn. When turning in the opposite direction, the other second thruster arm 23 is controlled to rotate 0~30° around the central axis 5. Alternatively, another steering method can be adopted, which is to control the steering of the flying car by controlling the thrust difference between the first thrusters on both sides of the main body. Step S7: During horizontal flight, the rotational speed of the first thrusters 4 on both sides of the central axis is controlled by the flight control system, causing the locking block 14 in the arm rotation shaft 12 to move within the limiting groove 13, causing the first thrusters 4 on both sides of the central axis 5 to rotate along the limiting groove 13, rotating 0~15° around the central axis 5 in the forward or reverse direction, forming an upward or downward exhaust jet stream, controlling the climbing or descending of the flying car; Alternatively, another method can be adopted, controlling the climbing or descending of the flying car by controlling the pull of the second thruster. Step S8: During horizontal flight, as needed, the two sets of second thruster arms can be controlled to rotate simultaneously around the central axis from 0° to 45° in the forward direction, causing the second thrusters to tilt from 0° to 45°. Under the premise of ensuring stable flight of the flying car, the horizontal vector thrust generated by the second thrusters can increase the flight speed of the flying car to the set value, which is the so-called "afterburner" flight. Step S9: After flying to the target position, the power of the first thruster 4 on the same side of the central axis is adjusted through the flight control system to make its power greater than that of the first thruster 4 on the other side. Under the action of the power difference on both sides of the central axis 5, the shell wing begins to flip until the side wall of the shell wing flips to a vertical state. The power of the first thrusters 4 on both sides of the central axis 5 is adjusted to be the same, the flying car hovers and aligns with the landing point, and lands stably and vertically on the ground.

[0093] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. An amphibious flying vehicle, comprising: Shell wings; The shell wing support includes two first shell wing supports located inside the shell wing and connected to both sides of the shell wing, the two first shell wing supports being spaced apart and parallel to each other; The main body is located at the center of the wing and between the two first wing supports; A central axis is disposed inside the wing and located on the central axis of the wing. The central axis is rotatably connected to the wing support and to the main body. The wing can be driven to rotate around the central axis. Two sets of propulsion mechanisms are located on both sides of the main body, and each propulsion mechanism includes a first thruster disposed on both radial sides of the central axis; Two sets of steering mechanisms, including a second thruster and a second thruster arm, the second thruster arm being connected to the central shaft and extending out of the shell wing, the second thruster being disposed at the end of the second thruster arm away from the central shaft, the second thruster arm being drivably rotated to adjust the angle of the second thruster and achieve flight steering.

2. An amphibious flying vehicle as described in claim 1, characterized in that, The central shaft is hollow, and one end of the second thruster arm is movably inserted into the central shaft. The central shaft is provided with a rotation drive component for driving the second thruster arm to rotate, so as to adjust the angle of the second thruster.

3. An amphibious flying vehicle as described in claim 2, characterized in that, The central shaft is rotatably equipped with two telescopic drive components, which are used to drive the two second thruster arms to move axially, so as to drive the second thruster to move to the outside of the shell or retract into the shell.

4. An amphibious flying vehicle as described in claim 3, characterized in that, Both ends of the shell wing are provided with openings; A grid is provided in one of the openings, and the grid can be driven to move out of the opening to open the opening. The telescopic drive drives the corresponding second thruster to extend or retract the shell wing through the opening. Another opening is provided with a baffle, which includes two movable plates, one above the other, which can be driven to open and close. The center of the baffle is provided with a through hole for the second thruster arm to extend. The two movable plates evenly separate the through hole. The telescopic drive drives the corresponding second thruster to extend or retract the shell wing through the opening.

5. An amphibious flying vehicle as described in claim 1, characterized in that, The wing support also includes two second wing supports, which are located on both sides of the two first wing supports. The two ends of the second wing supports are connected to the two side walls of the wing. The first and second wing supports are provided with wing rotation shafts, which are sleeved on the central axis and rotatably connected to the main body, so that the wing can rotate around the central axis through the wing rotation shafts.

6. An amphibious flying vehicle as described in claim 5, characterized in that, An arm rotating shaft is rotatably mounted on the outer side of the shell wing rotating shaft. The first thruster is connected to both sides of the arm rotating shaft. A limit groove is provided on the outer wall of the shell wing rotating shaft, and a locking block is provided on the inner wall of the arm rotating shaft. The locking block is slidably disposed in the limit groove to limit the rotation angle of the arm rotating shaft.

7. An amphibious flying vehicle as described in claim 6, characterized in that, At least one first thruster arm is provided on both radial sides of the shell wing rotation axis. The first thruster is provided at the end of the first thruster arm so that multiple first thrusters are symmetrically arranged on both sides of the shell wing rotation axis.

8. An amphibious flying vehicle as described in claim 1, characterized in that, The main cabin includes: The upper cabin contains the pilot's seat, the flying car road driving control system, and the flight control system; The lower compartment, located below the upper compartment, is used to install the equipment required for the flying car; A bulkhead is used to separate the upper compartment and the lower compartment. At least one rotating disk is provided on the bulkhead, and the driver's seat is disposed on the rotating disk, which can be driven to rotate.

9. An amphibious flying vehicle as described in claim 5, characterized in that, It also includes a road travel mechanism, which includes: The wheels are located near the four corners of the shell wing, and the sidewall of the shell wing has a steering opening for the wheels to turn. The bogies are rotatably mounted at both ends of the second wing support and are used to mount the wheels to achieve steering. A fairing is connected to the bogie, and the wheels are disposed inside the fairing. The top of the fairing is arc-shaped. A baffle is disposed inside the steering opening and connected to the shell wing; the baffle is connected to the bogie and the fairing respectively. An airbag, used to connect the baffle and the shell wing, the airbag being inflatable and deflated; When the airbag is fully inflated, the cover plate is connected to the shell wing, and the connection between the cover plate and the shell wing is smooth. After the airbag is deflated, the cover plate is movably connected to the shell wing to enable the wheel to steer.

10. A flight method based on the amphibious flying car according to claim 6, characterized in that, Includes the following steps: Drive the flying car to the takeoff point and control the two second thrusters to move to the preset positions outside the wing shell; Control the rotation of the turntable so that the pilot inside the main cabin faces the direction of flight; The first and second thrusters are activated to perform vertical takeoff, and the vertical altitude of the flying car is controlled by controlling the power of the first and second thrusters. By controlling the power of the first thruster on one side of the central axis to be greater than that of the first thruster on the other side, the wing shell begins to flip under the force difference on both sides of the central axis, and the flying car's flight path is arc-shaped. When the designated altitude is reached, the sidewalls of the wing shell flip to a near-horizontal state, adjusting the power of the first thrusters on both sides of the central axis to be equal, and the flying car flies horizontally. During level flight, the second thruster arm in the corresponding direction of the turn is rotated according to the steering requirements to control the steering of the flying car; alternatively, the steering of the flying car can be controlled by controlling the thrust difference between the first thrusters on both sides of the main body. During level flight, the rotational speed of the first thrusters on both sides of the central axis is controlled, causing the locking blocks inside the arm's rotating shaft to move within the limiting grooves. This causes the first thrusters on both sides of the central axis to rotate along the limiting grooves, forming an upward or downward exhaust jet stream, thus controlling the flying car's ascent or descent. Alternatively, another method can be used, where the ascent or descent of the flying car is controlled by adjusting the thrust of the second thruster. During horizontal flight, as needed, the two sets of second thruster arms can be controlled to rotate simultaneously around the central axis in the forward direction, causing the second thrusters to tilt. Under the premise of ensuring stable flight of the flying car, the horizontal vector thrust generated by the second thrusters can increase the flight speed of the flying car to the set value. After flying to the target position, the power of the first thruster on the same side of the central axis is controlled to be greater than that of the first thruster on the other side. Under the action of the power difference on both sides of the central axis, the shell begins to flip until the side wall of the shell flips to a vertical state. The power of the first thrusters on both sides of the central axis is adjusted to be the same, the flying car hovers and aligns with the landing point, and lands stably and vertically on the ground.

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