Private Autonomous Aircraft

Abstract

The present disclosure discusses a transportation vehicle configured to convert between a driving mode and a flying mode. The vehicle includes: a chassis having a body coupled thereto, and a plurality of fenders coupled to the body. Each fender includes: a rim including spokes and a tire configured to rotate during the driving mode, and a suspension configured to pivot the plurality of fenders from a substantially vertical orientation during the driving mode to a substantially horizontal orientation during the flying mode. Each fender also includes: a propulsion mechanism configured to rotate independently of the rim to generate lift during the flying mode, and a motor configured to independently provide rotational force to the tire built into the rim during the driving mode and independently provide rotational force to the propulsion mechanism during the flying mode.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims the benefit of and priority to U.S. Provisional Patent Application No. 62 / 718,611 filed on August 14, 2018, U.S. Provisional Patent Application No. 62 / 793,322 filed on January 16, 2019, and U.S. Provisional Patent Application No. 62 / 831,333 filed on April 9, 2019, each of which is incorporated herein by reference in its entirety. Technical Field

[0003] The present disclosure relates to a drivable and flyable personal aerial vehicle (PAV) or personal vertical take-off vehicle (PIVITOL) capable of transporting people and cargo. Specifically, the present disclosure relates to a vehicle that operates as a conventional automobile and is configured to be converted into a PIVITOL for private, public or rental flying transportation. In addition, it can be adapted for professional services, such as emergency medical services. Background Art

[0004] Typically, people commute using a variety of modes of transportation, including driving and different modes of public transportation. The modes of transportation available to the general population include walking, bicycles, motorcycles, cars, trains, buses, etc. Unfortunately, the road and public transportation systems are not well designed or maintained to cope with peak commuting demands and metropolitan areas. These factors lead to increased average commuting times, traffic congestion, and pollution. Improvements are needed in private transportation for the general population to make it cost-effective, reduce traffic congestion, and reduce pollution emissions. Summary of the invention

[0005] The present disclosure is directed to further solutions to this need, in addition to having other desirable features. Specifically, the present disclosure is directed to a vehicle configured to travel on conventional roads that is also capable of converting into a PIVITOL for aerial transportation.

[0006] According to an exemplary embodiment of the present invention, a vehicle is provided. The vehicle includes (1) a chassis having a body coupled thereto, the chassis defining (a) a vehicle roll axis extending from a front portion of the chassis to a rear portion of the chassis, (b) a vehicle pitch axis extending from a first side of the chassis to a second side of the chassis (wherein the vehicle pitch axis is perpendicular to the vehicle roll axis), and (c) a vehicle yaw axis extending from a top portion of the chassis to a bottom portion of the chassis, where the vehicle yaw axis is perpendicular to the vehicle roll axis and perpendicular to the vehicle pitch axis. The vehicle also includes (2) at least two wheel assemblies coupled to the chassis. Each of the wheel assemblies includes (a) a fender defining a wheel rotation axis, wherein the fender is selectively movable between (i) a drive position in which the wheel rotation axis is parallel to the vehicle pitch axis and (ii) a flight position in which the wheel rotation axis is parallel to the vehicle yaw axis; (b) a drive element positioned within the fender and configured to rotate relative to the fender about the wheel rotation axis; and (c) a tire positioned within the fender and configured to rotate relative to the fender about the wheel rotation axis. When the fender is positioned in the drive position such that the wheel rotation axis is parallel to the vehicle pitch axis, the tire is positioned to contact a road surface such that rotation of the tire about the wheel rotation axis drives the vehicle along the road surface. When the fender is positioned in the drive position, the drive element is configured to engage the tire such that rotation of the drive element about the wheel rotation axis drives corresponding rotation of the tire about the wheel rotation axis. When the fender is positioned in the flight position so that the wheel rotation axis is parallel to the vehicle yaw axis, the drive element is configured so that rotation of the drive element about the wheel rotation axis relative to the fender generates thrust along the vehicle yaw axis. The vehicle also includes (3) at least one motor configured to drive rotation of the drive element of each of the at least two wheel assemblies.

[0007] According to various aspects of the present invention, the at least one motor comprises at least one electric motor. The at least one motor may comprise at least one internal combustion engine. The at least one electric motor may comprise at least two electric motors, wherein each of the at least two electric motors corresponds to a corresponding wheel assembly of the at least two wheel assemblies, and wherein each of the at least two electric motors is configured to drive the rotation of the drive element of the corresponding wheel assembly of the at least two wheel assemblies. The drive element may comprise at least one of a propeller or a turbine.

[0008] According to aspects of the present invention, the vehicle may further include a suspension configured to absorb impact when the at least one wishbone of each of the at least two wheel assemblies is positioned in the first position of the at least one wishbone. The suspension may include a front suspension, a rear suspension, or at least one of the two. At least one of the at least two wheel assemblies may be a rear wheel assembly, such that when the fender of the rear wheel assembly is oriented in the flight position, the rear wheel assembly is configured to selectively rotate about the vehicle pitch axis between at least (1) a hovering orientation in which the thrust generated by the drive element of the rear wheel assembly is directed along the vehicle yaw axis and (2) a forward thrust orientation in which the thrust generated by the drive element of the rear wheel assembly is at least partially directed toward the rear of the chassis to propel the vehicle in a forward direction. The vehicle body may include a plurality of seats. The plurality of seats may include at least two seats. The plurality of seats may include at least four seats. The vehicle body may include a cargo hold.

[0009] According to an exemplary embodiment of the present invention, a vehicle is provided. The vehicle comprises (1) a chassis having a body coupled thereto, the chassis defining (a) a vehicle roll axis extending from a front portion of the chassis to a rear portion of the chassis, (b) a vehicle pitch axis extending from a first side of the chassis to a second side of the chassis (wherein the vehicle pitch axis is perpendicular to the vehicle roll axis), and (c) a vehicle yaw axis extending from a top of the chassis to a bottom of the chassis, wherein the vehicle yaw axis is perpendicular to the vehicle roll axis and perpendicular to the vehicle pitch axis. The vehicle further comprises (2) at least two wheel assemblies coupled to the chassis. Each of the wheel assemblies comprises: (a) at least one wishbone having a first free end coupled to a central portion of the chassis, extending away from the central portion in a first direction, and a second free end extending away from the central portion in a second direction opposite to the first direction, the first free end of the at least one wishbone and the second free end of the at least one wishbone defining a rotation axis. The at least one wishbone is configured to be movable between at least a first position and a second position relative to the chassis so as to cause the rotation axis of the at least one wishbone to move between at least a first position and a second position relative to the chassis. The rotation axis at the first position is parallel to the rotation axis at the second position and is perpendicular to the vehicle roll axis. The vehicle further comprises (b) a fender defining a wheel rotation axis, wherein the fender is attached to the at least one wishbone so that the fender is configured to be rotatable about the rotation axis of the at least one wishbone and so that the rotation axis of the at least one wishbone is perpendicular to the wheel rotation axis. The fender is configured so that, when the wishbone moves between the first position and the second position, the fender is caused to rotate correspondingly between a first orientation and a second orientation about the rotation axis of at least one of the at least one wishbone. When the fender is in the first orientation, the wheel rotation axis is parallel to the vehicle pitch axis. When the fender is in the second orientation, the wheel rotation axis is parallel to the vehicle yaw axis. The vehicle further comprises (c) a wheel rim positioned within the fender and rotatable relative to the fender about the wheel rotation axis. The wheel rim is configured to rotate with the fender when the fender rotates about the rotation axis of the at least one wishbone. The vehicle further comprises (d) a tire fixed to the wheel rim. The tire is configured to rotate with the fender when the fender rotates about the rotation axis of the at least one wishbone.When the fender is positioned in the first orientation so that the wheel rotation axis is parallel to the vehicle pitch axis, the tire is positioned so as to contact a road surface so that rotation of the tire about the wheel rotation axis drives the vehicle along the road surface. The vehicle further comprises (e) a drive element positioned within the fender and rotatable relative to the fender about the wheel rotation axis. The drive element is configured to rotate with the fender when the fender rotates about the rotation axis of the at least one wishbone. The drive element is configured to be selectively operable in one of the following modes: (1) a driving mode, in which the drive element engages the rim so that rotation of the drive element about the wheel rotation axis drives corresponding rotation of the rim and the tire about the wheel rotation axis, and (2) a flying mode, in which rotation of the drive element about the wheel rotation axis generates thrust along the wheel rotation axis. The drive element is configured to operate in the driving mode when the fender is in the first orientation, and to operate in the flying mode when the fender is in the second orientation. The vehicle also includes (f) a motor configured to drive rotation of the drive element about the wheel rotation axis.

[0010] According to aspects of the present invention, the drive element comprises at least one of a propeller or a turbine. The vehicle may further comprise a suspension configured to absorb impact when the at least one wishbone of each of the at least two wheel assemblies is positioned in the first position of the at least one wishbone. The suspension may comprise a front suspension, a rear suspension, or at least one of the two. At least one of the at least two wheel assemblies is a rear wheel assembly, such that, when the fender of the rear wheel assembly is oriented in the second orientation and the drive element of the rear wheel assembly is operated in the flight mode, the rear wheel assembly is configured to selectively rotate about the vehicle pitch axis between at least (1) a hovering orientation in which the thrust generated by the drive element of the rear wheel assembly is directed along the vehicle yaw axis and (2) a forward thrust orientation in which the thrust generated by the drive element of the rear wheel assembly is at least partially directed toward the rear of the chassis to propel the vehicle in a forward direction.

[0011] According to aspects of the present invention, the at least one wishbone of each of the at least two wheel assemblies includes a first wishbone and a second wishbone, such that the second wishbone is movable between at least a first position and a second position relative to the first wishbone and relative to the chassis, and the fender is configured such that when the second wishbone moves between the first position and the second position, the fender is caused to rotate correspondingly about the second rotation axis between the first orientation and the second orientation.

[0012] The at least one wishbone of at least one of the at least two wheel assemblies may include an outer ring and an inner ring, such that at least one of the at least two wheel assemblies includes a duct positioned within the fender, wherein the duct is rotatable relative to the fender about the vehicle yaw axis, and wherein when the duct rotates relative to the fender about the vehicle yaw axis, the rim and the tire are caused to rotate correspondingly relative to the fender about the vehicle yaw axis. The outer ring is coupled to the fender of the at least one of the at least two wheel assemblies. The inner ring is coupled to the duct of the at least one of the at least two wheel assemblies. When the fender of at least one of the at least two wheel assemblies is oriented in the first orientation and the drive element of at least one of the at least two wheel assemblies is operated in the drive mode, the inner ring can rotate relative to the outer ring around the vehicle yaw axis so as to rotate (1) the tube of at least one of the at least two wheel assemblies, (2) the rim of at least one of the at least two wheel assemblies, and (3) the tire of at least one of the at least two wheel assemblies around the vehicle yaw axis, thereby enabling the vehicle to turn.

[0013] According to an exemplary embodiment of the present invention, a vehicle is provided. The vehicle comprises (1) a chassis having a body coupled thereto, the chassis defining (a) a vehicle roll axis extending from a front portion of the chassis to a rear portion of the chassis, (b) a vehicle pitch axis extending from a first side of the chassis to a second side of the chassis (wherein the vehicle pitch axis is perpendicular to the vehicle roll axis), and (c) a vehicle yaw axis extending from a top of the chassis to a bottom of the chassis, wherein the vehicle yaw axis is perpendicular to the vehicle roll axis and perpendicular to the vehicle pitch axis. The vehicle further comprises (2) a plurality of assemblies coupled to the chassis. Each of the wheel assemblies comprises (a) a first wishbone having a first free end coupled to a central portion of the chassis, extending away from the central portion in a first direction, and a second free end extending away from the central portion in a second direction opposite to the first direction, the first free end of the at least one wishbone and the second free end of the at least one wishbone defining a first rotational axis. The rotational axis is perpendicular to the vehicle roll axis, and (b) a second wishbone has a first free end coupled to a central portion of the chassis, extending away from the central portion in a first direction, and a second free end extending away from the central portion in a second direction opposite to the first direction, the first free end of the at least one wishbone and the second free end of the at least one wishbone defining a second rotational axis. The second wishbone is configured to be movable between at least a first position and a second position relative to the chassis and relative to the first wishbone so as to cause the second rotational axis to move between at least a first position and a second position relative to the chassis. The second rotational axis in the first position is parallel to (i) the second rotational axis in the second position, (ii) the first rotational axis, and (iii) the vehicle roll axis. The wheel assembly also includes (c) a fender defining a wheel rotation axis, wherein the fender is attached to the first wishbone and the second wishbone such that the fender is (i) configured to be rotatable about the first rotation axis, (ii) configured to be rotatable about the second rotation axis, and (iii) configured such that the wheel rotation axis is perpendicular to the first rotation axis and the second rotation axis; the fender is configured such that, when the second wishbone moves between the first position and the second position, the fender is caused to rotate about the second rotation axis correspondingly between a first orientation and a second orientation. When the fender is in the first orientation, the wheel rotation axis is parallel to the vehicle pitch axis. When the fender is in the second orientation, the wheel rotation axis is parallel to the vehicle yaw axis. The wheel assembly also includes (d) a rim positioned within the fender and rotatable relative to the fender about the wheel rotation axis.The rim is configured to rotate with the fender when the fender rotates about the second rotation axis. The wheel assembly also includes (e) a tire fixed to the rim. The tire is configured to rotate with the fender when the fender rotates about the second rotation axis. When the fender is positioned in the first orientation so that the wheel rotation axis is parallel to the vehicle pitch axis, the tire is positioned so as to contact a road surface so that rotation of the tire about the wheel rotation axis drives the vehicle along the road surface. The wheel assembly also includes (f) a drive element positioned within the fender and rotatable relative to the fender about the wheel rotation axis. The drive element is configured to rotate with the fender when the fender rotates about the second rotation axis. The drive element is configured to selectively operate in one of the following modes: (1) a driving mode, wherein the drive element engages the rim so that rotation of the drive element about the wheel rotation axis drives corresponding rotation of the rim and the tire about the wheel rotation axis, and (2) a flying mode, wherein rotation of the drive element about the wheel rotation axis generates thrust along the wheel rotation axis. The drive element is configured to operate in the driving mode when the fender is in the first orientation, and to operate in the flying mode when the fender is in the second orientation. The wheel assembly further includes (g) a motor configured to drive rotation of the drive element about the wheel rotation axis. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] In the following detailed description, the present disclosure is described in further detail, by way of non-limiting examples of exemplary embodiments, with reference to the several drawings mentioned, wherein like reference numerals refer to like parts throughout the several views of the drawings, and wherein:

[0015] Figure 1A , 1B , 1C, 1D and 1E depict isometric exterior views of a vehicle in a drive mode according to the present invention;

[0016] Figure 2A , 2B , 2C and 2D depict isometric interior views of a vehicle according to the present invention;

[0017] Figure 3A , 3B , 3C, 3D and 3E depict isometric views of exemplary embodiments of a fender / wheel for a vehicle according to the present invention;

[0018] Figure 4A , 4Band 4C depicts an isometric view of an exemplary embodiment of a wheel for a vehicle according to the present invention;

[0019] Figure 5 depicts a cross-sectional view of an exemplary embodiment of a wheel for a vehicle according to the present invention;

[0020] Fig. 6A , 6B and 6C depicts an isometric view of an exemplary embodiment of a frame for a vehicle according to the present invention;

[0021] Fig. 7A , 7B 7C and 7D depict isometric views of exemplary embodiments of a steering mechanism for a vehicle according to the present invention;

[0022] Fig. 8A and 8B depicts an isometric view of an exemplary embodiment of a steering mechanism for a vehicle according to the present invention;

[0023] Fig.9A and 9B Depicted is an isometric view of an exemplary embodiment of a wheel assembly of a vehicle in an upright position for a driving mode according to the present invention.

[0024] Fig. 10A , 10B and 10C depicts an isometric view of an exemplary embodiment of a steering mechanism for a vehicle according to the present invention;

[0025] Fig.11A and 11B depicts an isometric view of an exemplary embodiment of a suspension for a vehicle according to the present invention;

[0026] Fig. 12A and 12B depicts an isometric view of an exemplary embodiment of a suspension for a vehicle according to the present invention;

[0027] Fig.13A , 13B , 13C, 13D and 13E depict isometric views of exemplary embodiments of a suspension for a vehicle according to the present invention;

[0028] Fig.14A and 14B depicts an isometric view of an exemplary embodiment of a vehicle in a drive mode and a flight mode according to the present invention;

[0029] Fig.15 depicts an isometric view of an exemplary embodiment of a lift mechanism for a vehicle according to the present invention;

[0030] Fig.16A, 16B and 16C depicts an isometric view of an exemplary embodiment of a lift mechanism for a vehicle according to the present invention;

[0031] Fig.17A , 17B and 17C depicts a side view of an exemplary embodiment of a vehicle transitioning from a drive mode to an airplane mode in accordance with the present invention;

[0032] Fig.18A , 18B and 18C depicts an isometric view of an exemplary embodiment of a vehicle transitioning from a drive mode to a flight mode in accordance with the present invention;

[0033] Fig.19A , 19B and 19C depicts an isometric view of an exemplary embodiment of a lift mechanism for a vehicle according to the present invention;

[0034] Fig. 20A and 20B depicts an isometric view of an exemplary embodiment of a tilt and suspension mechanism for a vehicle according to the present invention;

[0035] Fig.21A , 21B and 21C depicts an isometric view of an exemplary embodiment of a front wheel for converting a vehicle from a driving mode to an air mode according to the present invention;

[0036] Fig.22A and 22B depicts an isometric view of an exemplary embodiment of a front wheel of a vehicle in a horizontal position for flight mode in accordance with the present invention;

[0037] Fig.23A and 23B depicts an isometric view of an exemplary embodiment of a wheel in flight mode according to the present invention;

[0038] Fig.24A , 24B and 24C depicts an isometric view of an exemplary embodiment of a wheel in flight mode according to the present invention;

[0039] Fig.25 depicts an isometric view of an exemplary embodiment of a wheel in flight mode according to the present invention;

[0040] Fig.26A , 26B , 26C, 26D, 26E, and 26F depict isometric views of exemplary embodiments of a vehicle with wings deployed according to the present invention;

[0041] Fig.27A ,27B and 27C depicts an isometric view of an exemplary embodiment of the underside of a vehicle with wings deployed in accordance with the present invention;

[0042] Fig.28A , 28B and 28C depicts an isometric view of an exemplary embodiment of the top side of a vehicle with wings deployed in accordance with the present invention;

[0043] Fig.29A , 29B and 29C depicts an isometric view of an exemplary embodiment of a rear stabilizer and mechanical flap of a vehicle according to the present invention;

[0044] Fig.30 depicts a diagrammatic illustration of a high-level architecture for implementing systems and processes according to aspects of the present invention;

[0045] Fig.31 depicts an initial weight target and a planned weight target for a vehicle according to the present invention;

[0046] Fig.32 depicts an exemplary graph of a minimum speed of a vehicle when transitioning from a hover mode to a flight mode in accordance with the present invention;

[0047] Fig.33 An exemplary graph depicting the maximum range and endurance of a vehicle according to the present invention when not transitioning to a hovering state;

[0048] Fig.34 depicts an exemplary graph of lift-to-drag ratio of a vehicle as lift-to-drag ratio is increased to improve performance in accordance with the present invention;

[0049] Fig.35 An exemplary graph depicting vehicle hover time based on battery performance in accordance with the present invention; and

[0050] Fig.36 An exemplary graph depicting vehicle drive time based on battery performance according to the present invention is depicted.

[0051] Although the drawings identified above illustrate the presently disclosed embodiments, other embodiments may be conceived as noted in the discussion. The present disclosure shows illustrative embodiments by way of representation and not limitation. Those skilled in the art may design many other modifications and embodiments that fall within the scope and spirit of the principles of the presently disclosed embodiments. DETAILED DESCRIPTION

[0052] The present disclosure relates to a car that can be converted into a personal vertical take-off vehicle (PIVITOL), an air car, a personal aircraft, an air vehicle, etc. Both the car configuration and the PIVITOL configuration of the vehicle include features that are unique to dual-purpose vehicles compared to their respective counterparts. For example, the car configuration has a unique powertrain, suspension, and overall design compared to a conventional car.

[0053] The vehicle of the present disclosure is designed to provide users with a dual commuting option, including a drive mode and a flight mode. The vehicle can utilize a combination of components in a specific implementation to achieve a seamless transition from a four-wheeled vehicle (car) to an autonomous personal aerial vehicle, wherein the wheels can also be used as ducted turbofans when pivoted to a horizontal position. The aerial vehicle can operate in a variety of different modes. For example, the aircraft can operate in airplane mode with the wings and tail fully extended and the rear thrusters tilted forward. The aircraft can operate in a quadcopter mode with the wings and tail retracted. The aircraft can operate in a drive mode with the wings and tail retracted and the wheels / fenders 110 tilted vertically to provide wheels for driving.

[0054] In some embodiments, the components may include tires for drive mode, which are mounted in ducts, housings, fenders, etc. The components may also include separate motors for each wheel to allow equal power distribution, and due to their compact nature, they are built into the wheels and power the tires when in drive mode, as well as powering the turbofans while disengaging the tires in flight mode. These components may also include a front suspension that is also built into the already complex wheel, allowing it to absorb vertical shocks alone. The suspension frame also serves as a reinforcement, allowing the motor to be securely mounted inside the wheel. The rear suspension can be designed to absorb vertical shocks using a rocker arm. This allows another unique solution to be applied. When the rear wheels are in a horizontal position, the rocker arm, which is purely used as a suspension component in drive mode, becomes a software-controlled fan tilting device, allowing the fan to propel forward.

[0055] For purposes of this disclosure, the term "automobile" refers to a drivable and flyable vehicle, typically having two or more wheels, that is powered by an internal combustion engine and / or electric motor / other emerging alternative energy solutions and is capable of carrying a small number of people.

[0056] For purposes of this disclosure, the term "PIVITOL" refers to a personal aerial vehicle configured to hover vertically, take off, and land as an alternative to ground transportation. A PIVITOL may be enabled by unmanned aerial vehicle technology, such as an autonomous system.

[0057] For purposes of this disclosure, the term "drive mode" refers to the wheels of the vehicle being in contact with and traversing a surface (eg, the ground).

[0058] For purposes of this disclosure, the term "flight mode" means that the vehicle is traversing in the air above a surface and is not in contact with the surface.

[0059] Figures 1A to 36 Some embodiments of the operation of a transport vehicle according to the present disclosure are shown, and the same components are always represented by the same reference numerals in these figures. Although the present disclosure will be described with reference to one or more exemplary embodiments shown in the accompanying drawings, it should be understood that many alternative forms can also embody the present disclosure. Those skilled in the art will also recognize different ways to change the parameters of the disclosed embodiments, such as the size, shape or type of elements or materials in a manner that is still consistent with the spirit and scope of the present invention.

[0060] Figures 1A-1D Several illustrative isometric views of an automotive configuration of vehicle 100 are depicted. Figure 1A A side perspective isometric view of a vehicle 100 is depicted, Figure 1B A top view of the vehicle 100 is depicted, Figure 1C A top side view of the vehicle 100 is depicted, and Figure 1D 1 shows a top view of the vehicle 100 from behind. Figure 1A As depicted, the vehicle has a front end 100b, a rear end 100a, an underframe 100c, and a roof 100d. Although not specifically labeled, the vehicle 100 of the present disclosure includes typical components as a conventional automobile. For example, the vehicle has a passenger side, a driver side, a passenger side door 104, a driver side door 104, an interior cabin, etc. Unless otherwise specified, the vehicle also includes conventional components such as a windshield, a luggage compartment or hatchback body, windows, fenders, bumpers / trims, lights, etc. In certain embodiments, the size and dimensions of the vehicle are approximately the size of a compact sports utility vehicle (SUV), but the wheels 102 are larger than those of a conventional automobile. For example, the diameter of the wheels 102 can be about 1000-1200 mm.

[0061] The size of the vehicle 100 can vary based on the mode in which the vehicle 100 is located. For example, when in a driving mode, the vehicle 100 can be approximately 2-3 meters wide, 4-5 meters long, and 1-2 meters high, and when in a flying mode, can be approximately 4-5 meters wide, 4-5 meters long, and 1-2 meters high. The wheels 102 of the vehicle 100 are larger to accommodate a propeller 116 or turbine that generates lift positioned within the wheel duct 112. In some embodiments, the propeller 116 can be a five-blade propeller having a diameter of approximately 900-1200 mm. When rotating, the propeller 116 and the motor attached thereto can be designed to generate sufficient lift to lift the vehicle and the passengers / cargo therein. For example, the propeller 116 can use a combination of 8×100 kW motors to generate a thrust of approximately 2000-3000 kg. The propeller 116 can be manufactured using any combination of strong and lightweight materials such as carbon fiber. The terms propeller, rim, turbine, and thruster are provided throughout the present disclosure, and the terms may be used interchangeably to indicate a drive element that provides propulsion without departing from the scope of the present disclosure. The vehicle 100 may be configured to weigh approximately 1200-2000 kg gross weight and carry a payload of 250-500 kg for a net weight of 950-1500 kg. For example, the vehicle 100 may be designed to accommodate four passengers and their luggage, or it may be adapted to transport a single passenger and a larger payload (e.g., a package), or for other specialized transportation services.

[0062] Reference Figure 1E In some embodiments, the vehicle may include retractable wings 220 and a retractable rear stabilizer 240 . Figure 1E A rear view of the vehicle 100 is shown with the wing 220 and rear stabilizer 240 in a retracted position. The wing 220 may include any combination of structures and components known in the art. For example, the wing 220 may be sized and shaped to generate lift for the vehicle 100 and may include any combination of ailerons, flaps, spoilers, winglets, etc. In some embodiments, the retractable rear stabilizer 240 may be retracted below the underside of the rear portion 100a of the vehicle, such as Figure 1E As shown. The retractable rear stabilizer 240 may include any combination of structures and components known in the art. For example, the size and shape of the rear stabilizer 240 may be set to generate lift for the vehicle 100, and may include any combination of elevators, vertical stabilizers, rudders, etc.

[0063] about Figures 2A-2D In some embodiments, the vehicle 100 is a multi-passenger vehicle. For example, the vehicle can accommodate up to four passengers. In order to allow passengers to enter the interior of the vehicle 100, the vehicle may have a door 104 and an adjustable seat 106. Figures 2A-2DAn exemplary isometric view of a vehicle 100 is depicted. Specifically, Figures 2A-2D Examples of doors 104 and seats 106 are shown. In some embodiments, doors 104 are gull-wing doors that rise vertically to allow passengers to enter vehicle 100 without obstruction. Gull-wing doors can be configured using any combination of electromechanical systems known in the art. For example, gull-wing doors 104 can be opened and closed electrically with minimal effort by the user. In some embodiments, gull-wing doors 104 can provide access to an interior passenger cabin containing four seats 106.

[0064] exist Figure 2A and 2B 1, doors 104 are in an open position and seats 106 are in a driving position (the position in which a passenger would be during transportation within vehicle 100). The interior of vehicle 100 may include any combination of components that may be present in a ground-based vehicle and a flight-based vehicle. Figure 2B As shown, the interior of the vehicle 100 may contain information screens for displaying all information about the systems, GPS, entertainment, built-in cameras, rearview mirrors, landing guidance, etc. In some embodiments, the steering wheel 108 may be foldable and retracts the dashboard away from sight when the vehicle 100 is converted from drive mode to flight mode. For example, the steering wheel 108 may be retractable and fold / disappear into the dashboard when the vehicle 100 enters flight mode. In some embodiments, the interior and interior components may be constructed of lightweight and strong materials, such as, for example, carbon fiber, aluminum, and other lightweight components.

[0065] Reference Figure 2C and 2D In some embodiments, the interior of the vehicle 100 may include a seat mechanism that allows the seat 106 to rotate, pivot, etc., thereby allowing rear passengers to exit the vehicle from a seated position without having to climb behind the front seats. The seat mechanism may be a hinge mechanism or any combination of electromechanical systems that will enable the seat to rotate / pivot to a desired position. Figure 2C The door 104 is depicted in an open position and the seat 106 is rotated / pivoted toward the open door.

[0066] Figure 2D The door 104 is depicted in an open position, and the seat 106 is fully rotated / pivoted toward the open door, allowing passengers to easily exit the vehicle 100. The seat 106 can be configured to rotate / pivot in any combination of configurations within a 180-degree rotation. For example, the seat 106 can be configured to face the direction of travel of the vehicle 100 during transportation, and can pivot 90 degrees to an adjacent open door when allowing passengers to enter / exit the vehicle 100. The same mechanism can be applied to the front / middle row seats.

[0067] Reference Figure 3A and3B In some embodiments, one or more wheels 102 may be enclosed in individual fenders 110 that are attached to a frame 200 of the vehicle 100. In some embodiments, each fender 110 (or housing) may include a combination of components of the wheel 102 construction. For example, a fender 110 may include a duct 112, a rim 115, a tire 114, and one or more propellers 116 (or turbines 152). Figure 3A and 3B An illustrative example of a wheel 102 fender 110 is depicted, which includes a duct 112, a rim 115, a tire 114, and one or more propellers 116. In some embodiments, the rim 115 may include spokes to provide structural support in a manner similar to a conventional wheel, or the propeller 116 may be used as and / or similar to the spokes of the rim 115. The duct 112 may include a portion of the body structure of the car (e.g., body panels) as well as the mechanical structure of the vehicle 100 (e.g., duct 112, rim 115, tire 114, propeller 116, brake 120, runner 122, suspension, etc.) as an integral structure of the wheel 102. The duct 112 provides protection for the wheel 102 (and all of its components) during driving mode and flight mode. In some embodiments, the duct 112 may be configured to cover a majority of the rim 115 / tire 114 to protect the propeller 116 or turbine 152 during flight mode, while still providing sufficient contact between the tire 114 and the driving surface during driving mode.

[0068] Reference Figure 3C , the fender 110 may include a unique combination of components to enable the wheel 102 to operate by rotating the tire 114 in the driving mode, while enabling the propeller 116 or the turbine 152 to rotate in the flying mode. In some embodiments, the drive motor 118, the suspension, and the brake 120 may all be hidden within the duct 112 and / or the fender 110. For example, the brake 120 may be an electro-hydraulic brake 120 that is electrically operated and built into a flow channel 122 inside the fender 110 and / or the duct 112. The wheel 102 may include a flow channel 122 slotted inside the inside of the duct 112, with a piston-driven brake 120 inside the flow channel 122 to stop the vehicle 100 in the driving mode. The tire 114 may be a solid or pneumatic tire wrapped around the rim 115. For example, the tire 114 may be a low-profile non-pneumatic tire wrapped around the rim 115 to provide grip, traction, and comfort. The rim 115 may be a conventional wheel rim shape with the conventional spokes replaced by propellers 116 or turbines 152. The tire 114 may be configured to freely rotate within the tube 112 powered by its own electromagnetic field also built into the tube 112.

[0069] Continue to refer to Figure 3C In some embodiments, the rotation of both the propeller 116 (or turbine 152) and the tire 114 / rim 115 is controlled by a shaft mechanism 124. One end of the shaft 124 of the mechanism can be coupled to the drive motor 118, and the other end is configured to be removably coupled to the rim 115 (for rotation of the rim 115 and the attached tire 114) and the propeller 116 or turbine 152 through a sprocket or gear 126. When the sprocket or gear 126 engages the rim 115, the motor will provide rotational power to the rim 115 through the shaft 124 to rotate the rim 115 and the tire 114, thereby providing forward momentum of the vehicle 100 on the driving surface. The propeller 116 or turbine 152 can be configured to rotate with the rim 115, or can remain stationary while the rim 115 rotates. When the sprocket or gear 126 engages the propeller 116 or turbine 152, the motor will provide rotational power to the propeller 116 or turbine 152 through the shaft 124, thereby providing vertical and horizontal thrust during takeoff, flight and landing of the vehicle 100. In some embodiments, the propeller 116 or turbine 152 can be configured to rotate within a groove in the duct 112.

[0070] In some embodiments, the propeller 116 or turbine 152 can be configured to be removably attached to the pipe 112 and can transfer power from the drive motor 118 to the rim 115 / tire 114. In some embodiments, when in the drive mode, one or more propellers 116 are locked in place with the pipe 112 so that the rotational output of the motor coupled to the propeller 116 causes the propeller 116 to rotate, thereby causing the rim 115 / tire 114 to rotate. In some embodiments, the propeller 116 can include a flywheel that can be configured to remain in place or can rotate with the wheel 102 when the wheel 102 rotates during the drive mode. The propeller 116 can be removably attached to the pipe 112 using any combination of mechanisms known in the art. For example, the propeller 116 can rotate within the pipe 112 with the tip of the blade aligned with the groove in the pipe 112 to allow the propeller 116 or turbine 152 to rotate freely.

[0071] Reference Figure 3D and 3E In some embodiments, the fender 110 may include a twin propeller 116 configuration. Figure 3D An exploded view of a fender 110 with twin propellers 116 is depicted. Specifically, Figure 3DA fender 110 is depicted that includes a first propeller 116a, an outer tube 112a, an inner tube 112b, and a second propeller 116b. The propellers 116a, 116b may include propellers of any design and may be configured as discussed herein with respect to the propeller 116. In some embodiments, the tire 114 may be wrapped around a rim (or tire support ring) 115 that includes a plurality of spokes 152 and has a central shaft 124 that is connected to a clutch mechanism. Figure 3E As depicted, outer and inner tubes 112a, 112b may be combined to form tube 112 by coupling together with tire 114 and rim 115 positioned therebetween. In some embodiments, propellers 116a, 116b may be positioned within the inner circumference of tubes 112a, 112b, respectively, and may be mounted to shaft 124. Figure 3E An assembled view of the fender 110 with twin propellers 116 is depicted.

[0072] In some embodiments, the propellers 116a, 116b may be counter-rotating and may be driven individually by one or more drive motors 118 attached to the shaft 124. For example, in a drive mode, the drive motor 118 may deliver power to the tire 114 via the shaft 124 and a set of spokes 152 mounted between the shaft 124 and the tire 114. In some embodiments, each fender 110 may include two drive motors 118 (eight for a total of eight for the vehicle 100), each mounted to the duct 112a via a motor mount 128. At least one of the drive motors 118 is designed to drive the tire 114 via spokes 152 mounted to the tire 114 through the inner wall of the duct 112. The size, shape, and contraction of those spokes 152 may be set to transfer power from the drive motor 118 to the tire 114.

[0073] In some embodiments, the rim 115 may be enclosed between the gaps created by forming the tube 112 (combining the outer tube 112a and the inner tube 112b), and the spokes 152 may extend through the inner wall of the assembled tube 112, such as Figure 3E In some embodiments, when in drive mode, the propellers 116a, 116b can be disengaged from the drive motor 118 using the shaft 124 clutch mechanism, and when in flight mode, the drive motor 118 can deliver power to the propellers via the shaft 124. Similarly, when in flight mode, the tire 114, rim 115, and thin spokes 152 can be disengaged from the drive motor 118 via the shaft 124 clutch mechanism, allowing the propellers 116a, 116b to rotate freely. The specific implementation of a single propeller 116 can be achieved in a similar manner without departing from the scope of the present invention.

[0074] Reference Figures 4A-4C In some embodiments, the wheel 102 may be a road wheel 102 combined with a propeller 116 or a turbine thruster. For example, the thin spokes 152 and the wind duct of the turbine may form the spokes of the rim 112 of the wheel 102. Figures 4A-4C An illustrative example of this implementation is depicted. The turbine thruster may include a tire 114, a combined rim and air duct 150, airfoil spokes 152, and a motor housing 154. In some embodiments, each wheel 102 may include a separate wheel housing or a drivetrain from a centralized motor (e.g., to control the rim 115 and the propeller 116 or turbine associated with that wheel 102). The drive motor 118 may be any combination of electric, mechanical, or electromechanical motors known in the art.

[0075] Reference Figure 5 In some embodiments, the vehicle 100 may be powered by any combination of electric, mechanical, or electromechanical systems. In some embodiments, the vehicle 100 may have a plurality of drive motors 118 positioned within each fender 110 that are configured to provide power to the wheels 102 and the propellers 116. For example, each propeller or a pair of propellers 116 may be connected to a single drive motor 118 (e.g., a 200 horsepower electric motor) mounted within the respective fender 110. As discussed in more detail herein, the drive motors 118 may be configured to provide power to the propellers 116 during normal drive mode as well as flight mode.

[0076] Figure 5 An exemplary schematic diagram of a wheel 102 configured for a drive mode is provided. Specifically, Figure 5 A fender 110 is depicted that is fixedly attachable to the main frame of the vehicle, contains a housing for a drive motor 118, a propeller 116 connected to the drive motor 118 and a rim 115 (having spokes 152), and a tire 114 wrapped around the rim 115. This configuration allows the drive motor 118 to rotationally drive either the propeller 116 or the rim 115 alone via the shaft 124. Figure 5The wheel 102 is depicted in a substantially vertical orientation, configured to propel the vehicle 100 along a driving surface by providing rotational power to the rim 115 / tire 114 via a shaft 124 and a sprocket or gear 126 mechanism by a motor. In some embodiments, the drive motor 118 may be communicatively attached to a centralized management system configured to appropriately adjust the power and speed of the drive motor 118 when controlling the vehicle 100 in different modes. In some embodiments, the frame 200 may include a combination of structural components including a central support beam 202, side support mounts 204, rear fender mounts 206, and front fender supports 208. The frame 200 including each of its structural components 202, 204, 206, 208, 210 may be a single, unitary frame structure or a multiple frame structure in which each component is fastened, welded, bolted to the central support beam 202.

[0077] Reference Figures 6A-6C In some embodiments, the vehicle 100 may include a frame 200 that provides the underlying structure for the various components of the vehicle 100. For example, the frame 200 may provide structural support for the entire vehicle 100, thereby connecting to the wheels / thrusters 102 / 116 and their respective fenders 110 through the rear and front suspensions. The frame 200 may be made of any combination of materials designed for light weight and structural integrity, such as an aluminum composite reinforced with stainless steel. In some embodiments, portions of the frame 200 may be reinforced, such as locations where there is a lot of friction when in motion (e.g., any joints and hinge points).

[0078] Reference Fig. 6A , depicts an isometric side view of an exemplary frame 200 for the vehicle 100 including components, a shake / tilt assembly 210, a rear fender mount 206, and a front fender support 208 (eg, a tilt mechanism). Figure 6B , depicts an isometric front view of an exemplary frame 200 for the vehicle 100 including components, a shake / tilt assembly 210, a rear fender mount 206, and a front fender support 208 (eg, a tilt mechanism). Fig. 6A and 6B , wheels 102 are oriented vertically as during the driving mode of vehicle 100 .

[0079] Reference Figure 6BIn some embodiments, the front fender support 208 may include a lower wishbone arm 208a and an upper wishbone arm 208c. The upper wishbone arm 208c and the lower wishbone arm 208a may each be a generally arcuate structure that is positioned generally parallel to one another. In some embodiments, the ends of the upper wishbone arm 208c and the lower wishbone arm 208a may be coupled to the fender 110 via a lower pivot point 208b, while the upper wishbone arm 208c is coupled to the fender 110 via an upper pivot point 208d. For example, the wishbone arms 208a, 208c may be attached to the wheel fender 110 via pivot points 208b, 208d at both ends of their respective arcs, respectively. The pivot point 208b allows the lower wishbone 208a to be displaced to allow the attached fender 110 to rotate about the pivot point 208b, such as Figures 19A-19C In some embodiments, the upper wishbone 208c does not rotate during transitions, it simply moves up and down in drive mode to act as part of the suspension.

[0080] In some embodiments, the midpoints of the arcs of the upper wishbone arms 208c and the lower wishbone arms 208a may be fixedly or removably attached to the central support beam 202 of the frame 200. In some embodiments, the upper wishbone arms 208c and the lower wishbone arms 208a may be attached to a shake / tilt assembly 210 that is attached to the central frame 200 structure. Attachment to the shake / tilt assembly 210 may enable the upper wishbone arms 208c and the lower wishbone arms 208a to help the fender 110 be routed from a substantially vertical orientation (e.g., the tire 114 is on the ground) to a substantially horizontal orientation (e.g., the tire 114 is parallel to the ground), as described with respect to FIG. Figures 19A-20B 208a and 208c may be coupled to the fender 110, the roll / tilt assembly 210, and / or the frame 200 using any combination of mechanisms known in the art that will allow them to maintain structural integrity with the frame and enable the fender to pivot via the lower pivot point 208b and the upper pivot point 208d. For example, the lower wishbone arm 208a and the upper wishbone arm 208c may be mounted between the frame 200 and the wheel fender 110 and articulated using rings, bolts, and bearings on both ends.

[0081] The lower wishbone arm 208a and the upper wishbone arm 208c are responsible for providing structural support between the frame 200 and the wheel fender 110, while ensuring the vertical positioning of the wheel 102 when the vehicle 100 is driven on any surface in the driving mode. In some embodiments, the lower arm pivot point 208b and the upper arm pivot point 208d enable the wheel 102 to move slightly vertically during the driving mode, and also enable the fender 110 to be converted from a substantially vertical position to a substantially horizontal position when converting from the driving mode to the flying mode, as discussed in more detail herein. The lower wishbone arm 208a and the upper wishbone arm 208c and the lower arm pivot point 208b and the upper arm pivot point 208d can be made of any combination of materials. For example, the lower wishbone arm 208a and the upper wishbone arm 208c and the lower arm pivot point 208b and the upper arm pivot point 208d can be made of a carbon fiber composite material reinforced with stainless steel.

[0082] Continue to refer to Figure 6B In some embodiments, the front fender mount 208 can be coupled to the shake / tilt assembly 210 at the center support beam 202. Any combination of mechanisms can be used to connect the front fender mount 208 to the shake / tilt assembly 210. For example, the shake / tilt assembly 210 can be coupled to the upper wishbone arm 208c via a pivotable joint. In some embodiments, the shake / tilt assembly 210 can be mounted to the top of the front fender mount 208 (e.g., at the center of the arc) to allow movement of the shock absorber or other suspension mechanism when in the drive mode. The shake / tilt assembly 210 can be designed to provide shock absorption, vibration suppression, and smooth operation when driving over obstacles when the vehicle 100 traverses the surface in the drive mode. The shake / tilt assembly 210 can include any combination of shock absorbers, springs, compressors, etc.

[0083] In some embodiments, the front fender mount 208 may include a combination of rings within the inner curve of the arc shape. For example, the lower wishbone arm 208a may be designed to receive one or more rings 214 within its inner arc shape. The one or more rings 214 may enable the fender 110 to rotate within the front fender mount 208 to guide the vehicle 100 in one direction or another, as discussed in more detail herein. The one or more rings 214 may be made of any combination of materials. For example, the one or more rings 214 may be made of a carbon fiber composite material reinforced with stainless steel.

[0084] Reference Figure 6C , depicts an isometric front view of an exemplary frame 200 for the vehicle 100 including components, a shake / tilt assembly 210, a rear fender mount 206, a front fender support 208 (eg, a tilt mechanism), and a deployed wing 220. Figure 6CIn the embodiment, the wheels 102 are oriented horizontally as during the flight mode of the vehicle 100. In some embodiments, the wings 220 can be pivotally coupled within the side support mounts 204 of the frame 200 (e.g., Figure 6C ), and when retracted, it will rest within the frame structure of the side support mounting bracket 204, as shown Fig. 6A shown.

[0085] Reference Figures 7A-7C , depicts an upper perspective view of the wheel 102 fender 110 (eg, the left front wheel) within the front fender mount 208 . Fig. 7A The pipe 112 is depicted rotating in the left direction, Figure 7B The pipeline 112 is depicted along a straight line direction, and Figure 7C The duct 112 is depicted rotating in the right direction. When in the drive mode, the direction of the fender 110 will determine the direction the vehicle 100 will travel and / or turn. In some embodiments, the motor housing 216 may contain a combination of a steering motor 212 and a drive mechanism (e.g., gears, cogs, etc.) to provide a mechanical force to rotate the duct 112 within the front fender mount 208 (e.g., the lower wishbone arm 208a). For example, the lower wishbone arm 208a may allow for the integration of a steering motor 212 that drives cogs and / or gears that can transfer power to one or more rings 114 and cause the one or more rings 114 to move in a rotational motion relative to the front fender mount 208. In this configuration, there may be one steering motor 212 for each front fender 110.

[0086] Reference Fig. 8A and 8BIn some embodiments, the front fender mount 208 includes an outer ring 214a within the inner arc of the front fender mount 208 and an inner ring 214b within the inner arc of the outer ring 214a. The outer ring 214a can be mounted to the fender 110 via a pivotable joint. The inner ring 214b can be mounted to the duct 110 via a pivotable joint and to the outer ring 214a via its outer circumference using a bearing mechanism that allows the inner ring 214b to rotate within the outer ring 214a to provide left-to-right steering in the drive mode. In some embodiments, a motor housing 216 can be mounted to the outer ring 214a. In operation, the motor housing 216 can be designed to receive an electronic signal from the steering wheel 108 when the operator manipulates the steering wheel 108 to steer the vehicle, and thereby initiate steering movement of the inner ring 214b. When turning, the motor housing 216, outer ring 214a, and front fender mount 208 can remain stationary while the inner ring 214b rotates within the outer ring 214a, thereby rotating the duct 112 attached thereto. In some embodiments, the inner ring 214b can be mounted directly to the duct 112 to allow the wheel 102 and duct 112 to turn left or right. The rings 214a, 214b can provide structural support between the duct 112 and the fender 110 while working together to provide steerability of the wheel 102.

[0087] In some embodiments, the steering motor 212 is a small electric motor (e.g., 2-3 inches in diameter) built into a motor housing 216. The steering motor 212 can be coupled to an outer ring 214a that remains stationary to cause the inner ring 214b to rotate relative to the outer ring 214a. The steering motor 212 can be enclosed within the motor housing 216, which can provide protection from foreign matter such as dust and moisture entering the steering mechanism. In some embodiments, the fender 110 may include a mounting pivot point (not depicted) bracket configured to point above the duct 112 to allow the duct 112 to have an additional point of rotation when turning left and right in drive mode. Refer to the following Fig.7D , depicts a perspective view of the wheel 102 and fender 110 within a front fender mount 208 . Fig.7D The fender 110 is depicted turning in a left direction.

[0088] Reference Fig.9A and 9B , in some embodiments, depicts a wheel assembly 300 designed to allow the wheel 102 and fender 110 to steer when in a vertical position. The wheel assembly 300 may be coupled to the frame 200 via fender mounts 206, 208, or oriented to the frame 200 (eg, via an arm). Fig.9A and 9BAn exemplary embodiment of a front wheel assembly 300 of a vehicle 100 in a vertical position during a driving mode is shown. In some embodiments, each wheel assembly 300 may include a fender 110, a rim 112, a tire 114, one or more propellers 116, and a support mechanism 310. The support mechanism 310 may be configured to steer the wheel 102 left or right during a driving mode. In some embodiments, the support mechanism 310 may be composed of two half rings, including an outer ring and an inner ring, with built-in bearings between each ring for smooth movement.

[0089] Fig. 10A An isometric view of some embodiments of the front wheels of a vehicle in a straight position during a drive mode is depicted. Fig. 10B An isometric view of an exemplary embodiment of the front wheels of a vehicle in a steering position during a drive mode is depicted. In some embodiments, both arms in front of the wheel 102 and behind the wheel 102 can be hard mounted to the fuselage. Rotation of the wheel fender 110 from vertical to horizontal (and vice versa) can be activated by a drive motor 118.

[0090] Reference Fig. 10C , depicts some embodiments of a wheel assembly 300 for a vehicle 100 in a vertical position during a driving mode. The wheel assembly 300 may be used as part of a front suspension and / or a rear suspension of the rear wheel 102 / fender 110. Fig. 10C A wheel assembly 300 is depicted, including a tire 114, a support mechanism 310 for turning the wheel left and right during a driving mode, a pivot point 132 as part of a hinge mechanism to allow transition from a driving mode to a flying mode, a first blade of a propeller 116a, a second reaction propeller 116b, a drive motor 118, a motor mount 128, a shock spring 134 (or other suspension), and a bearing 136 configured to enable smooth left and right steering of the front wheel. In some embodiments, power for the wheel assembly 300 can be delivered to the drive motor 118 via wiring extending through the inner frame 200 and the body of the vehicle 100 and the wheel 102. In some embodiments, the bearing 136 enables smooth steering of the wheel 102 from left to right and can be enclosed by an inner frame 138a and an outer frame 138b as part of the steering mechanism. The rotation of the support mechanism 310 via the pivot point 132 can be powered by its own electric drive motor 118 built into the joint bracket.

[0091] In some embodiments, as part of the rear suspension, a joint bracket can be installed in a rocker arm that is attached to the vehicle 100 in the form of a rotating spring-loaded shaft. It can be operated in a driving mode under gravity-based pressure to provide damping and smoothing of uneven surfaces. For the flight mode, the bracket (rocker arm) can be disconnected from the spring and can be started by a small electric motor. When the vehicle 100 is converted from the driving mode to the flight mode, the electric motor can be started. The same motor is later used in the quadcopter mode to stabilize the flight by adjusting the angle of the fender 110 (e.g., thruster). When the vehicle 100 is converted from the driving mode to the flight mode, the electric motor can also be started. For example, both arms in front of the wheel 102 and behind the wheel 102 can be hard-mounted into the fuselage, and the rotation of the wheel fender from vertical to horizontal and the reverse rotation can be started by a small electric motor (not depicted).

[0092] Reference Fig.11A and 11B In some embodiments, the rear suspension may be configured with a spring-loaded swing arm (similar to a motorcycle) that allows movement of the entire wheel 102 along with the fender 110 vertically when absorbing an object or pothole in the driving surface. The same arm may also be used to adjust the angle of the wheel 102 from a vertical driving position to a horizontal position when in flight mode. Fig.11A and 11B An exemplary orientation of a single suspension of rear wheel 102 adjusted to an object 130 on a driving surface is depicted. Specifically, Fig.11A shows the suspension on a flat driving surface, and Fig. 11B The suspension is shown absorbing the impact of driving over an object 130 on the driving surface. The vehicle 100 can be designed so that when in driving mode, any combination of the wheels 102, ducts 112, and fenders 110 can move vertically up and down when driving over an object 130 / pothole in the driving surface.

[0093] Reference Fig. 12A and 12B, in some embodiments, each wheel (including the fender 110, duct 112, tire 114, wheel 102, and one or more propellers 116) has its own independent suspension. The wheel 102 may have built-in springs, dampers, and / or coils in conjunction with the fender 110 so that when the vehicle 100 drives over an object 130 / pothole in the driving surface, the entire wheel 102 structure (including the fender 110) will absorb the impact. The front suspension can be designed to work in a similar manner to a conventional car with dampers and springs, but instead of a wishbone bracket, a runner 122 can be included within the fender 110 that is used to provide simple up and down movement. In some embodiments, the entire suspension / runner 122 mechanism is compressed into the structure of the wheel 102, and it is designed to move from a vertical position to a horizontal position with the wheel 102, such as Figures 17A-17C Depicted. Fig. 12A and 12B An exemplary orientation of a single suspension of the front wheel 102 adjusted to an object 130 on the driving surface is depicted. Specifically, Fig. 12A shows the front suspension on a flat driving surface, and Fig. 12B The suspension is shown absorbing the impact of driving over an object 130 on the driving surface.

[0094] Reference Fig.13A and 13B , in some embodiments, a centralized shock / tilt assembly 210 is depicted that provides suspension support for a front fender mount 208 of the vehicle 100 . Fig.13A and 13B An exemplary embodiment of a front suspension is depicted outlining the manner in which the front suspension works to absorb uneven surfaces. Fig.13A The vehicle 100 is shown in a drive mode on a flat surface. Fig. 13B The vehicle 100 is shown passing over an object 130. When the right front wheel 102 of the vehicle 100 passes over the object 130, the lower wishbone arm 208a and the upper wishbone arm 208c tilt upward by a few degrees so that the vertical movement of the right front wheel 102 and its fender 110 can roll over the object 130 and the right side of the shock assembly 210 compresses to absorb the vertical movement.

[0095] Reference Fig. 13CIn some embodiments, the vehicle 100 may include a rear suspension including a spring-loaded mechanism 211, a pivot point 213, and a rocker arm 215, thereby enabling the rear fender 110 to move up and down during the driving mode to pass over objects and holes in the driving surface. In some embodiments, the spring-loaded mechanism 211 is attached to the frame 200 and includes a rod extending through the pivot point 213 therein to the rear body portion of the vehicle 100. The pivot point 213 may enable the spring-loaded mechanism 211 to absorb vertical movement from the rear fender 110. In some embodiments, the rear suspension may include a rocker arm 215 attached to the frame 200 and the spring-loaded mechanism 211 via the pivot point 213. In this configuration, when the vehicle 100 approaches an object 130 (e.g., an obstacle, grass, etc.) on the driving surface, the tire 114 may roll over the object 130 and the wheel 102 pushes the rocker arm 215 upward, thereby allowing the wheel 102 and its fender 110 to absorb the uneven surface. In response to the vertical movement of the wheel 102 , the spring loaded mechanism 211 may push the wheel 102 and its fender 110 back to the ground to continue rolling.

[0096] Reference Figures 13D-13E , depicts a side perspective view of the vehicle 100 with the rear suspension in operation. Fig.13D and 13E An exemplary embodiment of a rear suspension is depicted outlining the manner in which the rear suspension works to absorb uneven surfaces. Fig.13D The vehicle 100 is shown in a drive mode on a flat surface. Fig.13E The vehicle 100 is shown passing over an object 130. As the right rear wheel 102 of the vehicle 100 passes over the object 130, the swing arm 215 tilts upward a few degrees, allowing vertical movement of the right rear wheel 102 and its fender 110 to roll over the obstacle 130 and the right side of the spring loaded mechanism 211 compresses to absorb the vertical movement. The vehicle 100 can be designed so that, when in the driving mode, any combination of the wheel 102, the duct 112, and the fender 110 can move vertically up and down when passing over an object 130 / pothole in the driving surface.

[0097] Reference Fig.14A and 14B In operation, the vehicle 100 may be converted from a street-legal automobile configured for conventional driving on a driving surface (as discussed herein) to a PIVITOL configured for flight. Fig.14A A front isometric view of the vehicle 100 is shown in a drive mode, and Figure 8BA front isometric view of the vehicle 100 in flight mode is shown. The conversion can be fully automated and can be initiated by pressing a single button. This conversion can be completed in about 30 seconds. In some embodiments, the vehicle 100 is designed for vertical takeoff and only requires a vertical lift airport or a large enough space (about 5 meters by 5 meters) to convert from drive mode to flight mode.

[0098] Reference Fig.17A and 17B In some embodiments, a unique combination of steps is used to convert the vehicle 100 from the driving mode to the flying mode. Figures 17A-17C Illustrative examples of vehicle 100 are depicted at various stages of transition. Fig.17A The vehicle 100 is shown in a drive mode, wherein the wheels 102 are in a vertical orientation. The first stage of the transition may begin from the drive mode after the vehicle 100 has come to a complete stop, such as Fig.17A shown.

[0099] Reference Fig.15 Once the vehicle 100 is stopped, the brakes 120 are set and the vehicle 100 can be raised approximately two inches from the ground by a set of jack stands 218 (e.g., hydraulic lift stands). The use of the jack stands 218 allows the wheels 102 to leave the ground and rotate freely without any contact between the tires 114 and the ground. In some embodiments, the vehicle 100 can include three linear actuators that are operatively positioned on the jack stands 218 on the underframe of the vehicle 100 and are operable to raise the entire vehicle 100. The linear actuators can be mounted to the frame 200 by their housings and can be configured to allow the jack stands 218 to be extended to move vertically up and down.

[0100] The jack stand 218 can raise the vehicle 100 sufficiently to allow the fender 110 to rotate from a substantially vertical orientation to a substantially horizontal orientation, for example, about 2 inches off the ground. In some cases, the linear actuator can be activated only when the vehicle 100 has come to a complete stop and the transition process has been initiated after receiving the command from the driver via the software and computer system. Fig.15 The vehicle 100 is depicted with the jack brackets 218 fully retracted and positioned within the underside of the frame 200. The linear actuators may have sufficient force to lift the weight of the vehicle 100, and the jack brackets 218 are constructed of a sufficiently rigid material to support the vehicle 100 when lifted.

[0101] Reference Figures 16A-16C , depicts a side perspective view of the vehicle 100 with the jack stand 218 in operation. Fig.16A The vehicle 100 is depicted with the jack stand 218 fully retracted. Fig. 16BThe vehicle 100 is depicted with the jack stand 218 partially extended, and Fig. 16C The vehicle 100 is depicted with the jack stand 218 fully extended. Fig. 16C As shown, when the jack supports 218 are fully extended, the wheels 102 of the vehicle 100 are lifted off the ground.

[0102] Reference Figures 17A-17C During the second stage of the transition, after the vehicle 100 is lifted off the ground, all wheels 102 are articulated / rotated to rotate outwardly from a substantially vertical orientation to a substantially horizontal orientation by 90 degrees. For example, the articulation / rotation transition of the wheels 102 from the drive mode to the flight mode can be provided by using a small electric motor and cogwheels mounted inside a hinge mechanism, thereby allowing the wheels 102 to rotate / pivot (e.g., around Figures 19A-20B These electric motors and cogs may be the same or different than the electric motors and cogs present in the motor housing 216 used to steer the wheels 102. Fig. 17B The illustrative example of vehicle 100 is depicted after wheel 102 has rotated 90 degrees.

[0103] After the wheel 102 is rotated substantially 90 degrees, the rear fender 110 may be ready for flight. In some embodiments, the tire 114, along with the rim 112, may be disengaged from the shaft 124, and the propeller 116 (or turbine 152) may be engaged with the shaft so that the propeller 116 (or turbine 152) may freely rotate within the fender 110. For example, the conversion from the driving mode to the flying mode utilizing the propeller 116 and / or turbine 152 may be controlled by the drive motor 118 embedded in the wheel 102 (e.g., as Figure 5 and 13). For example, the drive motor 118 can be a simple gear mounted inside the drive shaft that allows the tire 114 to be disconnected from the spokes of the rim 112 for use in flight mode, allowing the fan to rotate freely as the tire becomes stationary. Similarly, the tire can be disconnected from the shaft itself using a simple gear. In some embodiments, each wheel 102 may be equipped with two separate reaction propellers 116 or turbines 152. During the third stage of conversion, the propeller 116 or turbine 152 may disengage from the rim 112 and begin to rotate freely, allowing the vehicle to become airborne. For example, a drive motor 118 within or communicatively attached to the wheel 102 may provide a rotational force to the propeller 116 or turbine 152 to cause the propeller 116 or turbine 152 to rotate.

[0104] Once lifted off and hovering, the vehicle 100 is ready for horizontal flight. In some embodiments, to increase the forward / rearward motion of the vehicle 100 during flight, the rear fender 110 may be configured to tilt forward / rearward to provide forward / rearward thrust and thus increase speed. Fig. 17C An illustrative example of a vehicle is shown in which the rear fender 110 is tilted to provide forward thrust.

[0105] Figures 18A-18C Shows about Figures 17A-17C An isometric view of the vehicle 100 conversion process in question. Fig.18A The vehicle 100 is shown in a drive mode with the wheels 102 in a vertical orientation. Fig.18B The illustrative example of vehicle 100 is depicted after wheel 102 has rotated 90 degrees. Fig. 18C An illustrative example of a vehicle is shown in which rear wheels 102 are tilted to provide forward thrust.

[0106] Reference Figures 19A-19C , depicting a front view of the vehicle 100 transitioning from a driving mode to a flying mode. Fig.19A depicts a front view of the vehicle 100 in a drive mode, Fig.19B depicts a front view of the vehicle 100 transitioning from a drive mode to an airplane mode (approximately halfway through the transition), and Fig.19C A front view of the vehicle 100 is depicted fully transformed from the driving mode to the flying mode. When the vehicle 100 transforms the fender 110 from a substantially vertical position (e.g., as Fig.19A ), the lower wishbone arm 208a extends outwardly relative to the upper wishbone arm 208b (as shown in FIG. Fig.19B ). During the transition, the upper wishbone arm 208b may remain stationary. This transition causes the fender 110 to pivot in a horizontal direction together with the duct 112 via the pivots 208b, 208d. When the transition is complete, the lower wishbone arm 208a may be positioned substantially adjacent to the upper wishbone arm 208b (as shown). Fig.19C ), thereby converting the vertical wheels into horizontal thrusters.

[0107] Reference Fig. 20A and 20B, depicting a shake / tilt assembly 210 operating as a tilt mechanism for assisting in transitioning from a drive mode to a flight mode. In some embodiments, the shake / tilt assembly 210 may include an upper mounting point 250 (at the frame 200), a lower mounting point 252 (at the upper wishbone arm), a left swivel arm 266 pivot mounting point 254, a right swivel arm 266 pivot mounting point 256, a linear actuator 258, a horizontal bracket pivot mounting point 260, and a main push and swivel arm lower pivot mounting point 262. The linear actuator 258 may include any combination of linear actuators 258, such as linear electric actuators, hydraulic actuators, etc. The horizontal bracket 260 may be mounted between left and right extension arms 264 corresponding to the pivots 254, 256, and attached to the extended ends of the linear actuators 258. The linear actuators 258 may be designed to provide power to the shake / tilt assembly 210 when transitioning from a drive mode to a flight mode. The linear actuator 258 can be mounted to the frame 200 through its housing and can be configured to allow the extension shaft to travel vertically upward and downward. The end of the extension shaft of the linear actuator 258 can be mounted to a horizontal bracket 260 so that actuation of the actuator 258 can activate the tilt mechanism of the shake / tilt assembly 210. In some embodiments, the end of the jack bracket 250 can be mounted to the horizontal bracket 260, which then activates the entire lifting and housing shake / tilt assembly 210 substantially simultaneously.

[0108] Fig. 20A An exemplary embodiment of the vibrate / tilt assembly 210 and components 250, 252, 254, 256, 258, 260, 262 that make up the vibrate / tilt assembly 210 are depicted in a drive mode position. Fig. 20A , the horizontal support 260 is positioned in an upper position with the shaft of the linear actuator 258 retracted.

[0109] Fig. 20B An exemplary embodiment of the shake / tilt assembly 210 and components 250, 252, 254, 256, 258, 260, 262 that make up the shake / tilt assembly 210 are depicted in the flight mode position. In some embodiments, the upper mounting point 250 and the lower mounting point do not change position between the drive mode and the flight mode and remain stationary. Fig. 20B, the horizontal bracket 260 is positioned in a lower position with the shaft of the linear actuator 258 extended. In some embodiments, the linear actuator 258 can be activated when a signal is received from the cockpit notifying the system that the vehicle 100 is ready for conversion. During activation, the linear actuator 258 activates its shaft and pushes it downward onto the horizontal bracket 260 and pushes the left and right extension arms 264 outward through their corresponding pivots 254, 256. At the same time, the lower wishbone arm 208a is forced outward, thereby initiating the tilting of the fender 110 with the duct 112. Due to the rotational movement of the fender 110, the lower arm pivot mounting point 208b not only extends outward, but also rises upward. To address this effect, a rotating arm 266 is mounted on both sides of the shake / tilt assembly 210, thereby allowing the full desired movement of the fender 110 from the vertical position to the horizontal position. Furthermore, the mechanism allows for compact folding of the lower and upper wishbone arms 208 c when in flight mode to minimize drag on air flowing under the front fender 110 .

[0110] Reference Fig.21A , 21B and 21C , in some embodiments, depicting the front wheels of a vehicle transitioning from a drive mode to a flight mode. In some embodiments, the support mechanism 310 may also be coupled to the fender 110 via a pivot point 320 designed to allow the steering support mechanism 310 to rotate to a substantially horizontal orientation when the vehicle 100 is transitioned to flight mode, as discussed in greater detail herein. In some embodiments, the foldable hinge may be designed to clear space beneath the thrusters so as not to obstruct airflow during flight mode. For example, the foldable hinge may be actuated by a pulley or cog mechanism that is assembled to a main hinge mechanism responsible for moving the entire wheel 102 and / or thrusters. Referring to Fig.22A and 22B , in some embodiments, the front wheels of the vehicle are depicted in a horizontal position for flight mode.

[0111] Reference Fig.23A and 23B In some embodiments, the vehicle 100 may include a larger propeller 116a or turbine mounted below the vehicle 100 to provide additional lift, such as Fig.23A and 23BFor example, the larger propeller 116a may be a single large diameter propeller 116a (approximately 2 meters in diameter) mounted below the floor of the vehicle 100. The large diameter propeller 116a may be configured to provide the necessary airflow by capturing air from the front and rear of the vehicle 100 to generate sufficient thrust through passages and openings within the body of the vehicle 100. In some embodiments, the larger propeller 116a on the undercarriage may be configured to provide greater lift, while the remaining four wheels may be configured to provide stability and propulsion to the vehicle 100.

[0112] Reference Fig.24A In some embodiments, the vehicle 100 is configured with a hinge mechanism for pivoting the wheels 102. For the rear wheels 102, one pivot may operate a swing arm for suspension and wheel tilt, while another pivot may operate the wheel 102 from a vertical position to a horizontal position (or vice versa). Similarly, any combination of single-pivot or dual-pivot hinge mechanisms may be used to rotate the front wheels 102. FIG. 12 depicts an illustrative example of a dual-pivot hinge mechanism that allows the wheels 102 to swing outward from a substantially vertical position to a substantially horizontal position to an angle of approximately 90 degrees or 45 degrees for forward or rearward movement.

[0113] Reference Figures 24B-24C , depicting an exemplary embodiment of a rear wheel of a vehicle in a tilted position provided by a pivot point for a flight mode. The wheel 102 may further include a spring-loaded hinge mechanism 140 and a hinge mechanism 142, enabling suspension (drive mode) and tilting the fan forward (flight mode). The hinge mechanism 142 may also enable the rear wheel to be converted from a vertical orientation to a horizontal orientation (e.g., from a drive mode to a flight mode). In some embodiments, the spring-loaded hinge mechanism 140 and the hinge mechanism 142 may be controlled by an electric motor (not depicted). In some embodiments, a joint bracket may be mounted in a rocker arm of the wheel 102 and may be attached to the fuselage in the form of a rotating spring-loaded shaft. It may be operated in a drive mode under gravity-based pressure to provide damping and smoothing of uneven surfaces. For the flight mode, the bracket (rocker arm) may be disconnected from the spring and may be activated by an electric motor. The electric motor may also be activated when the vehicle 100 is converted from a drive mode to a flight mode. These same electric motors may then be used in a quadcopter mode to stabilize flight using angle adjustment of the fender 110.

[0114] In some embodiments, the rear suspension of the tilt hinge mechanism 140 and the rear fender 110 can be designed on a pivot point, which is mounted on the rear fender 110 of the vehicle 100. In some embodiments, the mounting member can be located on the pipe 112 and / or the rocker arm 215. The hinge operation of the hinge mechanism 140 can be controlled using an electric hinge motor built into the hinge pivot point / joint 142. By using the hinge mechanism 140, the rear fender 110 can be rotated from a substantially vertical position (driving mode) to a substantially horizontal position (flight mode). The pivot point 213 can be used to connect the rocker arm 215 and the main frame 200 to the hinge mechanism 140. In some embodiments, the hinge pivot point 142 can include a spring-loaded rotating mechanism that is used as a suspension in the driving mode (such as a motorcycle), and in the flight mode, the hinge pivot point 142 can be disengaged from the spring for the hinge motor to tilt the fender 110 forward. Similarly, in quadcopter mode, the hinge motors may also be used to move the fender 110 slightly forward and backward to maneuver and stabilize the vehicle 100 during flight. In other words, the hinge pivot point 142 allows the fender 110 to be tilted from a substantially vertical position (drive mode) to a substantially horizontal position (quadcopter mode) and used as a suspension (drive mode).

[0115] Fig.25 An exemplary schematic diagram of a wheel 102 configured for flight mode is provided. Specifically, Fig.25 A fender 110 is depicted that is fixedly attachable to the main frame of the vehicle, contains a housing for a drive motor 118, a propeller 116 connected to the motor 118 and unaffected by the rim 112, and a tire 114 wrapped around the rim 112. This configuration allows the drive motor 118 to rotationally drive the propeller 116, which then pulls airflow through the propeller 116 from a substantially horizontal orientation to generate lift and thrust for the vehicle 100 when in flight.

[0116] In some embodiments, during the flight mode, the orientation of the fenders 110 can be adjusted to enable different flight modes. For example, the fenders 110 can all be in a substantially horizontal orientation (e.g., parallel to the ground) for takeoff, landing, and / or quadcopter-like operations. Fig. 17B and 18B An example is depicted when the vehicle 100 is used for takeoff and landing and short-distance travel as a quadcopter, for example, about 5 miles at a relatively low speed of up to 0-60 mph in an urban environment. The vehicle 100 uses all four fenders 110 and the propellers 116 therein for propulsion and maneuvering in the takeoff / landing mode to achieve vertical takeoff. Using vertical takeoff and landing, the vehicle 100 can take off and land from a variety of spaces, including designated vertical lift airports, large parking lots, driveways, and building rooftops.

[0117] In another example, the front fender 110 may be in a substantially horizontal orientation (eg, parallel to the ground), and the rear fender 110 may be tilted to operate similar to an airplane. Fig. 17C and 18C An example is depicted when the vehicle 100 is used to fly long distances as an airplane, for example, flying about 100-400 miles in an urban environment at higher speeds of up to 0-60 mph, depending on the power plant of the vehicle 100. When the vehicle 100 is in airplane mode, the vehicle applies more power to the rear fender 110 to propel the vehicle forward. For example, once the vehicle 100 is in airplane mode and the wings 220 are fully extended, it can reach speeds of over 80 knots and generate lift through the main wing 220 and the rear stabilizer 240. In this exemplary configuration, the total available power can be allocated 80% to the drive motor 118 in the rear fender 110 and 20% to the drive motor 118 in the front fender 110. Once the vehicle 100 reaches a speed of over 10 knots, the drive motor 118 in the rear fender 110 can be turned off. Furthermore, when the vehicle 100 is in airplane mode, the drive motor 118 in the rear fender 110 will only need to provide up to 300 kW of power for forward propulsion, as most of the lift is generated by the wing 220 .

[0118] Fig.17A and 18A An example of when the vehicle 100 is converted from a flying vehicle 100 back to a driving vehicle 100 is described. When in the driving mode, all four fenders 110 of the vehicle 100 can be turned 90 degrees to a vertical position and stopped on the ground using tires built into the fenders 110. Each wheel provides power to the tire separately. In the driving mode, since the vehicle 100 is suspended as a regular car, the vehicle can be driven on roads and streets as well as dirt roads. The front wheels can also be designed to turn left and right for normal ground operations.

[0119] In some embodiments, the vehicle 100 may include a wing 220 and a rear stabilizer 240. Figures 26A-26F , depicts an exemplary isometric view of the vehicle 100 with the wings 220 deployed. Figures 26A-26FThe vehicle 100 is depicted in airplane mode with the wings 220 and rear stabilizer 240 fully extended. When the vehicle 100 is in airplane mode, the rear stabilizer 240 and mechanical flaps 242 may be used to provide stability. In some embodiments, when the vehicle 100 is in airplane mode and flying at speeds in excess of 80 mph, the power to the front fenders 110 may be significantly reduced, and may be shut down when the vehicle 100 is flying at speeds in excess of 150 mph, as at these speeds the wing 220 surface may enable the vehicle 100 to glide and be powered solely by the rear fenders 110 tilted to a vertical position to provide forward thrust. This mode may be activated when driving distances greater than 5 miles in open space and at higher speeds.

[0120] Reference Figures 27A-27C In some embodiments, the vehicle 100 may be equipped with retractable wings 220 for storage within the body of the vehicle 100 during the driving mode and deployed during the flight mode to assist during flight. For example, when the vehicle 100 is in the air and moving forward using only the fenders 110, the semi-box wing 220 may be deployed through a slewing motion, with the pivot point 228 built into the fuselage floor. The use of the wing 220 may enable the vehicle 100 to generate lift at speeds in excess of 80 mph, increase range, and provide additional safety features. Figures 26A-28C Various implementations of wings 220 are depicted for vehicle 100. The addition of wings 220 can improve the performance of vehicle 100 during flight. For example, the same vehicle 100 configuration without wings 220 can be used to fly five miles using fenders 110 alone, but with wings 220 can be used to fly up to 50 miles.

[0121] Reference Figures 27A-27C , a bottom view of a vehicle 100 having retractable wings 220 is provided. Figures 27A-27C An exemplary progression of the wing 220 being deployed about a hinge mechanism (pivot point) 228 is shown. The hinge mechanism (pivot point) 228 enables the wing 220 to be deployed from the body of the vehicle 100. In some embodiments, the hinge mechanism can be powered by a separate electric motor connected to the hinge mechanism 228, which is coupled to cogwheels configured to rotate relative to each other to extend the wing 220. The entire mechanism can also be mounted on a slide that moves in a linear motion from front to back. The mechanism can be designed to maximize the length of the wings 220 under the fuselage and then allow them to be positioned in the appropriate position after deployment. The wing 220 can be a semi-box wing 220, which can be designed to generate lift using its main surface as well as a second horizontal extension. Fig.27A depicts the wings 220 in a retracted state (e.g., during drive or quadcopter mode), Fig.27BWing 220 is depicted in a partially deployed state 224 (e.g., converting from quadcopter to airplane mode), and Fig.27C The wings 220 are depicted in a fully deployed state 226 (e.g., during airplane mode). In some embodiments, the wings 220 may be retracted to a location within the underframe 100c of the vehicle 100, within a body panel of the vehicle 100, within the frame 200 of the vehicle (e.g., between the side support frames 204), or a combination thereof.

[0122] In some embodiments, reference Figures 28A-28C , the wing 220 may include a wing extension 230, which is an additional integral part of the main wing 220 and is completely contained within the main wing 220. The wing 220 and the wing extension 230 may be deployed differently during different operating modes of the vehicle. For example, when the vehicle 100 is hovering in a quadcopter mode and is ready to be converted into an airplane mode, the wing 220 may be activated and initiate a rotational motion (e.g., around the pivot 228) with its tip moving outward and forward. The wing extension 230 may also be activated simultaneously when the main wing 220 is being deployed, using, for example, a simple pin and slide mechanism mounted in the wing 220, without the need for additional power. The extension 230 may be mounted on a linear slider equipped with bearings to achieve smooth linear motion. In some embodiments, a pin bracket built into the frame 200 allows the extension 230 to be pulled out of the main wing 220 when the main wing 220 is rotated outward. The wing extension 230 may be designed to provide additional lift, thereby enhancing flight characteristics and range.

[0123] Reference Fig.28A , depicts an isometric embodiment of the top of the vehicle 100 in airplane mode with the wings 220 fully deployed without extensions. Fig.28B An isometric embodiment of the top of the vehicle 100 is depicted in airplane mode with the wings 220 fully deployed and with the extensions 230 fully deployed. Fig.28C An isometric embodiment of the top of the vehicle 100 in airplane mode is depicted, illustrating the outline of the wing extensions 230 positioned inside the wings 220 prior to deployment. 187. The rectangles shown help gauge how far the extensions travel outward and calculate how much more lift they can provide.

[0124] In some embodiments, the vehicle 100 may be equipped with a rear stabilizer 240. The rear stabilizer 240 may be mounted at the bottom of the rear portion 100a of the vehicle 100 and may be designed to further enhance flight performance. When the vehicle 100 is driven, the rear stabilizer 240 may be used as a contour plate that visually frames the rear portion 100a of the vehicle 100. After conversion to flight mode, the rear stabilizer 240 may become a fully functional rear stabilizer 240, with additional components deployed to the side consisting of a mechanical flap 242 that can move vertically up and down. In addition, the rear stabilizer 240 may be designed to help stabilize the vehicle 100 in the air and work with the fender 110 for precise maneuvering.

[0125] Reference Figures 29A-29C , depicting components of an exemplary rear stabilizer 240 portion. In some embodiments, the rear stabilizer 240 may include a retractable mechanical flap 242, such as Fig.29B and 29C Depicted. In some embodiments, the mechanical flap 242 can be part of a retractable rear stabilizer 240 mounted within the rear stabilizer 240. When the vehicle 100 is in airplane mode, the rear stabilizer 240 and the mechanical flap 242 can be designed to slide in and out using a linear actuator. The retractable rear stabilizer 240 can be deployed and then the vehicle 100 is converted to airplane mode. The retractable rear stabilizer 240 can also be designed to provide additional lift at speeds exceeding 80mph.

[0126] In some embodiments, the vehicle 100 may include a centralized management system that may include specially developed software configured to coordinate all flight control mechanisms during flight mode. For example, based on the selected trip length, the centralized management system may determine the most efficient way to reach the destination and notify all mechanical units to take corresponding actions. In some embodiments, this may include selecting a specific flight mode subroutine or operating mode, such as, for example, a quadcopter mode or an airplane mode. Each of the flight mode subroutines or operating modes may include a specific combination of operations of the vehicle 100, including but not limited to the orientation of the wheels 102, the flight altitude, the flight speed, etc. The centralized management system may also combine subroutines or operating modes for a specific trip, for example, the centralized management system may start the quadcopter mode for takeoff / landing, and then start the airplane mode for crossing. Similarly, during flight, the centralized management system may optimize which safe altitude and speed to travel at to send electronic signals to all mechanical components, thereby optimizing efficiency and safety based on the environment, obstacles, weather, etc. In some embodiments, the centralized management system may also determine the safest approach while landing at a vertical lift airport, and coordinate by communicating with other aircraft targeting the same landing area or airport. The central management system can adjust the plan based on information obtained from other aircraft. For example, if the line for a specific landing zone seems too long, the system can choose the next closest landing zone.

[0127] In some embodiments, the vehicle 100 may be equipped with an autopilot mode with a navigation system that is configured to operate in a conventional manner in a driving mode and to switch operation in a flight mode. For example, the vehicle 100 may be operated as a manually driven car, and when it switches to a flight mode, it becomes fully autonomous. In the autopilot mode, the vehicle 100 may be configured to utilize existing GPS to travel along the same route as a vehicle 100 traveling on the street, except that it will fly at a speed of up to about 150 mph at an altitude of about 500 feet above the ground, and because it can fly at several different altitude levels, there is no traffic and no traffic lights for about 100 miles.

[0128] In operation, the vehicle 100 can be converted between a drive mode and a flight mode, and can be converted into different variations within those modes (e.g., a quadcopter mode and an airplane mode). When the vehicle 100 is operating in a drive mode, the vehicle 100 can use power from a battery storage that can power a drive motor 118 mounted in each wheel fender 110. For manual acceleration and deceleration, the driver can use a set of pedals (accelerator pedal, brake pedal) to drive the vehicle 100 on the ground. For a transmission, the vehicle 100 can operate using one forward gear and one reverse gear, or it can use a conventional multi-gear transmission.

[0129] Although the present disclosure discusses using different combinations of motors, such as electric-based motors and motive power, the vehicle 100 may use any combination of electric-based and combustion-based motors, engines, etc., without departing from the scope of the present disclosure. Additionally, the different motors (e.g., the drive motor 118, the steering motor 212, the hinge motors, etc.) may be the same type of motors with different combinations of motors. For example, the drive motor 118 may be designed to use propulsion of the wheels 102 and the propellers 116 by using an 11-inch diameter motor, and the steering motor 212 may be designed to perform drive mode steering only by using a 2-inch diameter motor.

[0130] For example, vehicle 100 can be an all-electric vehicle powered by a solid-state battery pack, and a solar coating is subsequently applied to the entire vehicle. In this configuration, the main battery pack can power eight electric drive motors of 100Kw each. All eight electric drive motors can generate about 800Kw / 1000HP of power required for takeoff and landing. The amount of power required for the drive mode is approximately 400HP. In this configuration, only four of the eight drive motors will be needed to deliver power to the tires. The amount of power required for the airplane mode is approximately 300HP because only the four drive motors on the rear fender can be used to deliver thrust. Alternatively, in a hybrid example, the battery pack can power the same eight 100kw drive motors for takeoff and landing. For hybrid, when switching from quadcopter mode to airplane mode, the power source can be switched from the battery to the 300HP combustion motor. This configuration can ensure longer flight time for longer distances. The drive mode can be operated from two sources.

[0131] The vehicle 100 may use a combination of steering mechanisms, including any combination of mechanical and / or electric steering (e.g., drive-by-wire). In some embodiments, the vehicle 100 may use an electric steering mechanism to send a signal to the steering motor 212 to rotate the fender 110 in the desired direction, so that it does not require a conventional steering wheel and / or steering column. For example, the steering wheel 108 may be connected to a switch group with pressure points that receives signals on the steering wheel position and how much pressure the driver uses on the steering wheel to manipulate. The operation of the steering wheel 108 may also be configured for ease of use, for example, limiting the steering wheel 108 to 45-60 degrees in each direction from the center. Depending on the amount of pressure applied by the driver to the steering wheel 108 to manipulate (a small electric motor for steering) will receive a signal through software, and the motor controller converts it into the amount of RPM required for the manipulation, for example, when slowly turning into a parking space, the rotation speed (of the electric motor for steering) will be much faster than the rotation speed of changing lanes on the road, because the wheels are required to turn tighter (e.g., how much the inner ring 214b will travel relative to the outer ring 214a). In some embodiments, the steering mechanism can transform in form and function along with the transformation of the vehicle 100 itself. For example, the steering wheel 108 can be foldable so that it will fold into the dashboard when converting from driving mode to flying mode. Similarly, when the vehicle is driving in a fully autonomous mode, the vehicle can automatically operate so that the steering wheel disengages and retracts into the dashboard.

[0132] During the driving mode, the vehicle 100 may implement any combination of braking mechanisms to slow and / or stop the movement of the vehicle 100 on a given surface. For example, the vehicle 100 may implement regenerative braking, which occurs when the vehicle 100 is cruising without applying acceleration, and during regenerative braking, the drive motor 118 charges the battery. In another example, the vehicle 100 may implement mechanical braking, which occurs when the driver depresses the brake pedal and an electromagnetic brake built into the duct 112 generates a magnetic force that slows down the ring on which the tire is mounted, thereby stopping the tire from rotating and stopping the vehicle.

[0133] The user can use any combination of processes to start the conversion process to convert the vehicle 100 from the driving mode to the flight mode. For example, when the vehicle 100 is converted to vertical takeoff in a safe location (e.g., a vertical lift airport), the vehicle can be placed in a parking space, and the user can enter a command to start the conversion (e.g., by pressing a mechanical button or a button on the screen). In response to receiving a command to start the conversion, the vehicle 100 software can start all systems to prepare for the conversion. In some embodiments, before starting the conversion, the vehicle 100 can verify that the vehicle 100 is in a safe position, the front wheels 102 can be automatically aligned to a straight orientation (e.g., via the motor housing 216), and the wheels 102 can be locked in place. The vehicle 100 software can perform a large number of safety calculations before the complete conversion. For example, the software can use built-in sensors to calculate the current gross weight of the vehicle 100 and determine its maximum takeoff weight, can use built-in sensors and cameras to calculate the appropriate position of the vehicle, and can download pre-flight information such as weather, flight path, rules, directions, etc. The driver can also enter data for the software (e.g., using a touch screen in the dashboard) to use in pre-flight calculations / determinations. For example, the driver can select an available destination to go to (such as a destination vertiport), and the software can calculate the battery capacity / fuel tank capacity / other emerging alternative energy solutions (hybrid versions) and ensure that the distance between the destinations can be completed without any problems. The software can also take into account weather, wind direction, etc. when determining how much battery capacity is needed.

[0134] Once the vehicle 100 software determines that it is safe to fly, the software can activate the jack stands 218 to lift the wheels 102 of the vehicle 100 off the ground (e.g., approximately 2 inches). Once lifted, the vehicle 100 can begin the transition process by engaging the tilt mechanisms (e.g., the shake / tilt assembly 210) of the front fender mounts 206 and the rear fender mounts 208. For example, as discussed herein, the shake / tilt assembly 210 can be activated after the linear actuator 258 receives a signal from the vehicle software. The linear actuator 258 can then extend its axis downward, forcing the main tilt arms 254, 256 of the front fender 208 to push the lower wishbone arm 208a outward and upward using a dual motion hinge mechanism. This causes the front fender 110 to rotate approximately 90 degrees from the vertical wheels 102 to the horizontal thrusters or propellers 116. Substantially simultaneously, the rear suspension mechanism may receive signals from the software and the steering motor 212 mounted in the rocker arm of the rear fender mount 206 to power the left and right rear fenders 110 to rotate them approximately 90 degrees from the vertical wheels 102 to the horizontal thrusters or propellers 116.

[0135] After all fenders 110 are rotated to a substantially horizontal position (e.g., Fig. 17B and18B In the case of a vehicle 100 that is not in a hovering mode, all tires 114 can be disengaged from the drive motor 118 using a shaft / clutch mechanism, thereby allowing all drive motors 118 to provide their power exclusively to the reaction propeller 116 positioned within the fender 110. Once the propeller 116 has risen to the desired RPM, the vehicle 100 can begin to rise and convert to hovering mode. In hovering mode, the vehicle 100 relies entirely on the software system to provide the correct position coordinates and select the appropriate height and speed to reach the destination. In some embodiments, the software system can also determine whether to use only the hovering "(quadcopter mode)" mode to reach the destination or the vehicle 100 needs to be converted in "airplane mode". For example, when it is determined that the destination is 5 miles away, the software system can determine the best time, height and speed that the vehicle 100 needs to travel, and can initiate a command to convert the "quadcopter mode" to "airplane mode". For landing, the design of the vehicle 100 allows the use of an optional variable pitch propeller, in which acceleration and deceleration can be achieved by adjusting the RPM of the drive motor 118.

[0136] Once the system determines that the vehicle 100 is ready to transition from "quadcopter mode" to airplane mode, the vehicle 100 can use the drive motor 118 mounted in the pivotable joint between the flywheel housing and the rocker arm to tilt the rear thruster forward to provide forward thrust without tilting the nose of the vehicle 100 down to gain speed. The determination to transition from quadcopter mode to airplane mode can be based on the distance to the destination. For example, when the planned trip to the destination is more than five miles, the system can develop a trajectory path, determine the required transition points and times in each mode, and when a certain point established by the software is reached (e.g., altitude and speed), the vehicle 100 can transition from quadcopter mode to airplane mode in mid-air to maximize the time and distance achieved.

[0137] At this point, the system sends an electronic signal to the wing deployment motor (not depicted) mounted in the floor of the vehicle 100 at the pivot point of the main wing 220. The main wing 220 then deploys in a forward rotational direction, while the wing extensions 230 are deployed. From this moment on, the vehicle 100 can operate in airplane mode. In airplane mode, the vehicle 100 can continue to increase speed, and when it reaches a speed of about 80 knots, the wing 220 is calculated to generate lift, in this way, the vehicle 100 can cruise using both the lift from the wing 220 and the rear stabilizer 240, and the propulsion of the rear propeller 116, which is now tilted forward by about 90° and has full forward thrust. Once a speed of 100-150 knots is reached, the aircraft 100 can be lifted entirely on the wing 220, while the rear propeller 116 can provide full forward thrust to the vehicle 100. When in airplane mode, the vehicle 100 can disengage the front propeller 116 and direct most of the power to the rear propeller 116, saving a lot of power.

[0138] In some embodiments, a transport vehicle configured to switch between a driving mode and a flight mode is provided. The vehicle includes: a chassis having a body coupled thereto, and a plurality of fenders coupled to the body. Each fender includes: a rim having spokes and a tire configured to rotate during the driving mode; a suspension configured to pivot the plurality of fenders from a substantially vertical orientation during the driving mode to a substantially horizontal orientation during the flight mode; a propulsion mechanism configured to rotate independently of the rim to generate lift during the flight mode; and a motor configured to independently provide a rotational force to a tire built into the rim during the driving mode, and independently provide a rotational force to a propeller mechanism during the flight mode. The plurality of fenders are substantially vertical during the driving mode and substantially horizontal during the flight mode. The propulsion mechanism may be at least one of a propeller or a turbine. The suspension may be configured to absorb shock in vertical motion during the driving mode. The suspension may be one of a front suspension or a rear suspension. The front suspension may provide support between the main frame and the wheel fender 110. The rear suspension may include a rocker arm configured to absorb vertical impacts in drive mode and tilt the position of the fender 110 for forward or rearward propulsion in flight mode. The vehicle may be designed to be convertible and operable in different modes, including drive mode, flight mode, quadcopter mode, and airplane mode.

[0139] Any suitable computing device may be used to implement the computing devices and / or systems discussed herein and the methods / functionality described herein and to convert them into a specific system for performing the operations and features described herein by modifying the hardware, software, and firmware, which, as will be appreciated by those skilled in the art, is significantly more than simply executing software on a general-purpose computing device. Fig.30An illustrative example of such a computing device 3000 is depicted in FIG. Computing device 3000 is merely an illustrative example of a suitable computing environment and in no way limits the scope of the present invention. Fig.30 As shown, a "computing device" may include a "workstation," "server," "laptop," "desktop," "handheld device," "mobile device," "tablet," or other computing device, as will be understood by those skilled in the art. While computing device 3000 is depicted for illustrative purposes, embodiments of the present invention may utilize any number of computing devices 3000 in any number of different ways to implement a single embodiment of the present invention. Therefore, those skilled in the art will understand that embodiments of the present invention are not limited to a single computing device 3000, nor to a single type of specific implementation or configuration of the exemplary computing device 3000.

[0140] The computing device 3000 may include a bus 3010 that may be coupled, directly or indirectly, to one or more of the following illustrative components: memory 3012, one or more processors 3014, one or more presentation components 3016, input / output ports 3018, input / output components 3020, and power supply 3024. Those skilled in the art will appreciate that bus 3010 may include one or more buses, such as an address bus, a data bus, or any combination thereof. Additionally, those skilled in the art will recognize that, depending on the intended application and use of a particular embodiment, multiple of these components may be implemented by a single device. Likewise, in some cases, a single component may be implemented by multiple devices. Thus, Fig.30 It is merely illustrative of an exemplary computing device that can be used to implement one or more embodiments of the invention and is in no way limiting of the invention.

[0141] The computing device 3000 may include or interact with various computer-readable media. For example, the computer-readable media may include random access memory (RAM); read-only memory (ROM); electrically erasable programmable read-only memory (EEPROM); flash memory or other storage technology; CD-ROM, digital versatile disk (DVD) or other optical or holographic media; magnetic cassettes, magnetic tape, disk storage devices or other magnetic storage devices that can be used to encode information and can be accessed by the computing device 3000.

[0142] Memory 3012 may include computer storage media in the form of volatile and / or non-volatile memory. Memory 3012 may be removable, non-removable, or any combination thereof. Exemplary hardware devices are devices such as hard drives, solid-state memory, optical drives, etc. Computing device 3000 may include one or more processors that read data from components such as memory 3012, various I / O components 3016, etc. Presentation component 3016 presents data indications to a user or other device. Exemplary presentation components include display devices, speakers, printing components, vibration components, etc.

[0143] I / O ports 3018 may enable computing device 3000 to logically couple to other devices such as I / O components 3020. Some I / O components 3020 may be built into computing device 3000. Examples of such I / O components 3020 include microphones, joysticks, recording devices, game controllers, satellite dishes, scanners, printers, wireless devices, networking devices, and the like.

[0144] Fig.31 An initial weight target and a planned weight target for a vehicle according to the present invention are depicted. Fig.32 An exemplary graph depicts a minimum speed of a vehicle when transitioning from a hover mode to a flight mode in accordance with the present invention. Fig.33 An exemplary graph depicting the maximum range and endurance of a vehicle in accordance with the present invention when not transitioning to a hovering state. Fig.34 An exemplary graph depicts lift-to-drag ratio of a vehicle as lift-to-drag ratio is increased to improve performance in accordance with the present disclosure. Fig.35 An exemplary graph of vehicle hover time based on battery performance in accordance with the present disclosure is depicted. Fig.36 An exemplary graph depicting vehicle drive time based on battery performance according to the present invention is depicted.

[0145] As used herein, the terms "comprises" and "comprising" are intended to be interpreted as inclusive, not exclusive. As used herein, the terms "exemplary," "example," and "illustrative" are intended to mean "serving as an example, instance, or illustration," and should not be interpreted as indicating or not indicating a configuration that is preferred or advantageous relative to other configurations. As used herein, the terms "approximately," "typically," and "about" are intended to cover possible variations in the upper and lower limits of a range of subjective or objective values, such as variations in properties, parameters, sizes, and dimensions. In a non-limiting example, the terms "approximately," "typically," and "about" refer to equal to, or plus 10% or less, or minus 10% or less. In a non-limiting example, the terms "approximately," "typically," and "about" refer to being close enough to be considered included by a person skilled in the relevant art. As understood by those skilled in the art, as used herein, the term "substantially" refers to a complete or nearly complete extension or degree of an action, feature, characteristic, state, structure, item, or result. For example, an object that is "substantially" circular would mean that the object is either completely circular to a mathematically determinable limit, or nearly circular as would be recognized or understood by one skilled in the art. In some cases, the exact permissible degree of deviation from absolute completeness may depend on the particular context. However, in general, approaching completeness will have the same overall result as achieving or obtaining absolute completeness and complete completeness. As will be understood by one skilled in the art, the use of "substantially" also applies when used in a negative sense to refer to the complete or nearly complete lack of an action, feature, characteristic, state, structure, item, or result.

[0146] In view of the foregoing description, many modifications and alternative embodiments of the present disclosure will be apparent to those skilled in the art. Therefore, this description should be interpreted as illustrative only, and for the purpose of teaching those skilled in the art for the best mode of implementing the present disclosure. Without departing from the spirit of the present disclosure, the details of the structure may be substantially changed, and the exclusive use of all modifications that appear within the scope of the appended claims is retained. Within this specification, the embodiments have been described in a manner that enables a clear and concise description to be written, but it is intended and will be understood that, without departing from the scope of the present disclosure, the embodiments may be variously combined or separated. It is intended that the present disclosure be limited to the extent required by the appended claims and applicable legal rules.

Claims

1. A vehicle comprising: (1) a chassis having a body coupled thereto, the chassis defining (a) a vehicle roll axis extending from a front portion of the chassis to a rear portion of the chassis, (b) a vehicle pitch axis extending from a first side of the chassis to a second side of the chassis, wherein the vehicle pitch axis is perpendicular to the vehicle roll axis, and (c) a vehicle yaw axis extending from a top portion of the chassis to a bottom portion of the chassis, wherein the vehicle yaw axis is perpendicular to the vehicle roll axis and perpendicular to the vehicle pitch axis; (2) at least two wheel assemblies coupled to the chassis, each of the wheel assemblies comprising: (a) at least one wishbone having a first free end coupled to a central portion of the chassis, extending away from the central portion in a first direction, and a second free end extending away from the central portion in a second direction opposite the first direction, the first free end of the at least one wishbone and the second free end of the at least one wishbone defining an axis of rotation; wherein the at least one wishbone is configured to be movable relative to the chassis between at least a first position and a second position so as to cause the rotation axis of the at least one wishbone to move relative to the chassis between at least a first position and a second position, wherein the rotational axis at the first position is parallel to the rotational axis at the second position and perpendicular to the vehicle roll axis; (b) a fender defining a wheel axis of rotation, wherein the fender is attached to the at least one wishbone such that the fender is configured to be rotatable about the axis of rotation of the at least one wishbone and such that the axis of rotation of the at least one wishbone is perpendicular to the wheel axis of rotation; wherein the fender is configured such that, when the wishbone moves between the first position and the second position, the fender is caused to rotate about the rotation axis of the at least one of the at least one wishbone correspondingly between a first orientation and a second orientation, wherein when the fender is in the first orientation, the wheel rotation axis is parallel to the vehicle pitch axis, wherein when the fender is in the second orientation, the wheel rotation axis is parallel to the vehicle yaw axis, (c) a wheel rim positioned within the fender and rotatable relative to the fender about the wheel rotation axis, wherein the rim is configured to rotate with the fender when the fender rotates about the rotation axis of the at least one wishbone, (d) a tire, said tire being fixed to said rim, wherein the tire is configured to rotate with the fender when the fender rotates about the axis of rotation of the at least one wishbone, wherein when the fender is positioned in the first orientation such that the wheel rotation axis is parallel to the vehicle pitch axis, the tire is positioned so as to contact a road surface such that rotation of the tire about the wheel rotation axis drives the vehicle along the road surface; (e) a drive element positioned within the fender and rotatable relative to the fender about the wheel rotation axis; wherein the drive element is configured to rotate together with the fender when the fender rotates about the rotation axis of the at least one wishbone, The drive element is configured to selectively operate in one of the following modes: (1) a drive mode, wherein the drive element engages the rim such that rotation of the drive element about the wheel axis of rotation drives corresponding rotation of the rim and tire about the wheel axis of rotation, and (2) a flight mode, wherein rotation of the drive element about the wheel rotation axis generates thrust along the wheel rotation axis, and wherein the drive element is configured to operate in the drive mode when the fender is in the first orientation and to operate in the flight mode when the fender is in the second orientation; (f) A motor configured to drive rotation of the drive element about the wheel rotation axis. 2 . The vehicle of claim 1 , wherein the at least one motor comprises at least one electric motor.

3. The vehicle of claim 2, wherein the at least one motor comprises at least one internal combustion engine.

4. The vehicle of claim 2, wherein the at least one electric motor comprises at least two electric motors, wherein each of the at least two electric motors corresponds to a corresponding one of the at least two wheel assemblies, and wherein each of the at least two electric motors is configured to drive rotation of the drive element of the corresponding one of the at least two wheel assemblies.

5. The vehicle of claim 1, wherein the drive element comprises at least one of a propeller and a turbine.

6. The vehicle of claim 1, wherein the vehicle further comprises a suspension configured to absorb impact when the at least one wishbone of each of the at least two wheel assemblies is positioned in the first position of the at least one wishbone.

7. The vehicle of claim 6, wherein the suspension comprises at least one of a front suspension and a rear suspension.

8. The vehicle according to claim 1, wherein at least one of the at least two wheel assemblies is a rear wheel assembly, in, When the fender of the rear wheel assembly is oriented in the second orientation and the drive element of the rear wheel assembly is operated in the flight mode, the rear wheel assembly is configured to selectively rotate about the vehicle pitch axis between at least (1) a hovering orientation and (2) a forward thrust orientation, in which the thrust generated by the drive element of the rear wheel assembly is directed along the vehicle yaw axis, and in which the thrust generated by the drive element of the rear wheel assembly is at least partially directed toward the rear of the chassis so as to propel the vehicle in a forward direction.

9. The vehicle of claim 1, wherein the body includes a plurality of seats.

10. The vehicle of claim 9, wherein the plurality of seats includes at least two seats.

11. The vehicle of claim 9, wherein the plurality of seats includes at least four seats.

12. The vehicle of claim 1, wherein the body includes a cargo compartment.

13. The vehicle of claim 1, wherein the at least one wishbone of at least one of the at least two wheel assemblies comprises an outer ring and an inner ring, wherein at least one of the at least two wheel assemblies comprises a duct positioned within the fender, wherein the duct is rotatable relative to the fender about the vehicle yaw axis, and wherein, When the duct rotates relative to the fender about the vehicle yaw axis, the rim and the tire are caused to rotate correspondingly relative to the fender about the vehicle yaw axis, wherein the outer ring is coupled to the fender of the at least one wheel assembly of the at least two wheel assemblies, wherein the inner ring is coupled to the conduit of the at least one wheel assembly of the at least two wheel assemblies, Wherein, when the fender of at least one of the at least two wheel assemblies is oriented in the first orientation and the drive element of at least one of the at least two wheel assemblies is operated in the drive mode, the inner ring is capable of rotating around the vehicle yaw axis relative to the outer ring so as to rotate (1) the pipe of at least one of the at least two wheel assemblies, (2) the rim of at least one of the at least two wheel assemblies, and (3) the tire of at least one of the at least two wheel assemblies around the vehicle yaw axis, thereby enabling the vehicle to turn.

14. A vehicle comprising: (1) a chassis having a body coupled thereto, the chassis defining (a) a vehicle roll axis extending from a front portion of the chassis to a rear portion of the chassis, (b) a vehicle pitch axis extending from a first side of the chassis to a second side of the chassis, wherein the vehicle pitch axis is perpendicular to the vehicle roll axis, and (c) a vehicle yaw axis extending from a top portion of the chassis to a bottom portion of the chassis, wherein the vehicle yaw axis is perpendicular to the vehicle roll axis and perpendicular to the vehicle pitch axis; (2) a plurality of wheel assemblies coupled to the chassis, each of the wheel assemblies comprising: (a) a first wishbone having a first free end coupled to a central portion of the chassis, extending away from the central portion in a first direction, and a second free end extending away from the central portion in a second direction opposite the first direction, the first free end of the first wishbone and the second free end of the first wishbone defining a first axis of rotation; wherein the first rotation axis is perpendicular to the vehicle roll axis; (b) a second wishbone having a first free end coupled to a central portion of the chassis, extending away from the central portion in a first direction, and a second free end extending away from the central portion in a second direction opposite to the first direction, the first free end of the second wishbone and the second free end of the second wishbone defining a second axis of rotation; wherein the second wishbone is configured to be movable between at least a first position and a second position relative to the chassis and relative to the first wishbone so as to cause the second axis of rotation to move relative to the chassis between at least the first position and the second position, wherein the second rotational axis at the first position is parallel to (i) the second rotational axis at the second position, (ii) the first rotational axis, and (iii) the vehicle roll axis; (c) a fender defining a wheel rotation axis, wherein the fender is attached to the first wishbone and the second wishbone such that the fender: (i) is configured to be rotatable about the first rotation axis, (ii) is configured to be rotatable about the second rotation axis, and (iii) is configured such that the wheel rotation axis is perpendicular to the first rotation axis and perpendicular to the second rotation axis; wherein the fender is configured such that, when the second wishbone moves between the first position and the second position, the fender is caused to rotate correspondingly about the second rotation axis between the first orientation and the second orientation, wherein when the fender is in the first orientation, the wheel rotation axis is parallel to the vehicle pitch axis, wherein when the fender is in the second orientation, the wheel rotation axis is parallel to the vehicle yaw axis, (d) a wheel rim positioned within the fender and rotatable relative to the fender about the wheel rotation axis, wherein the rim is configured to rotate together with the fender when the fender rotates about the second rotation axis, (e) a tire, said tire being fixed to said rim, wherein the tire is configured to rotate with the fender when the fender rotates about the second rotation axis, wherein when the fender is positioned in the first orientation such that the wheel rotation axis is parallel to the vehicle pitch axis, the tire is positioned so as to contact a road surface such that rotation of the tire about the wheel rotation axis drives the vehicle along the road surface; (f) a drive element positioned within the fender and rotatable relative to the fender about the wheel rotation axis; wherein the drive element is configured to rotate together with the fender when the fender rotates about the second rotation axis, The drive element is configured to selectively operate in one of the following modes: (1) a drive mode, wherein the drive element engages the rim such that rotation of the drive element about the wheel axis of rotation drives corresponding rotation of the rim and tire about the wheel axis of rotation, and (2) a flight mode, wherein rotation of the drive element about the wheel rotation axis generates thrust along the wheel rotation axis, and wherein the drive element is configured to operate in the drive mode when the fender is in the first orientation and to operate in the flight mode when the fender is in the second orientation; (g) A motor configured to drive rotation of the drive element about the wheel rotation axis.

15. The vehicle of claim 14, wherein the drive element comprises at least one of a propeller and a turbine.

16. The vehicle of claim 14, wherein the vehicle further comprises a suspension configured to absorb impact when at least one wishbone of each of the at least two wheel assemblies is positioned in the first position of the at least one wishbone.

17. The vehicle of claim 16, wherein the suspension comprises at least one of a front suspension and a rear suspension.

18. The vehicle according to claim 14, wherein at least one of the at least two wheel assemblies is a rear wheel assembly, in, When the fender of the rear wheel assembly is oriented in the second orientation and the drive element of the rear wheel assembly is operated in the flight mode, the rear wheel assembly is configured to selectively rotate about the vehicle pitch axis between at least (1) a hovering orientation and (2) a forward thrust orientation, in which the thrust generated by the drive element of the rear wheel assembly is directed along the vehicle yaw axis, and in which the thrust generated by the drive element of the rear wheel assembly is at least partially directed toward the rear of the chassis so as to propel the vehicle in a forward direction.

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