Electric vertical take-off and landing aircraft

Abstract

The aircraft has a boom, a propulsion assembly coupled to a first end of the boom, and a first wing coupled to a second end of the boom. The propulsion assembly is coupled to the boom via a swivel joint. The second wing is optionally coupled to the swivel joint. The first wing is coupled to the boom via a swivel joint. The first wing is coupled to the swivel joint via a hinge. A vehicle with roll, pitch, and yaw maneuverability capable of reflecting the movement of the aircraft may be coupled to the second end of the boom. The vehicle body may be carried when the vehicle chassis is separated from the vehicle body. The boom is equipped with an energy source to power the propulsion device. A rudder is coupled to the second end of the boom. A propeller blade is disposed between the propulsion assembly and the boom.

Description

Technical Field

[0001] The present invention relates generally to transportation systems and, more particularly, to transportation systems that use electric vertical take-off and landing (eVTOL) aircraft to transport ground vehicles with active tilt suspensions and other payloads. Background Art

[0002] Traffic congestion is a major problem in developed countries and is getting worse. In every corner of the world, people drive every day to commute, shop, travel cross-country for work or vacation, and many other purposes. As population numbers increase and economies develop, more and more cars are added to the roads. Every year, 2 million passenger cars are added to the world's roads. In 2018, an estimated 81.5 million cars were produced worldwide, up from 79.02 million in 2017. To date, the global infrastructure has not expanded or adapted to the growing demand.

[0003] One concept to reduce congestion is the introduction of autonomous vehicles. Autonomous vehicles can potentially communicate directly with each other and with local infrastructure systems to coordinate the speed and position of every vehicle on the road. This coordination would allow for the removal of traffic lights and the optimization of traffic flow. The full introduction of autonomous vehicles would allow drivers to reach their destinations faster. However, future autonomous transportation will not solve the problem of traffic congestion by itself. Switching to autonomous vehicles will not reduce the number of vehicles on the road nor increase the amount of space on existing highways.

[0004] Another solution proposed is to take to the sky. In a concept similar to ride-sharing, air taxis are being developed that would allow commuters to share rides in electric vertical take-off and landing (eVTOL) aircraft between skyports located throughout metropolitan areas. However, building hundreds of skyports in urban centers around the world would cost billions of dollars and take decades. Once built, passengers would have to arrange transportation to and from the skyports and process them through security checks. Furthermore, due to their inefficient design, air taxi aircraft would require full occupancy of 4 to 6 passengers to remain profitable. Unless commuters fly between hot spots during peak hours, there will be more waiting time before boarding. Worse, remote destinations with few potential riders will not be able to support skyports. The air taxi concept that requires skyports limits destinations to only large metropolitan centers.

[0005] Therefore, there is a need for a transportation system that can actually reduce congestion on the roads while also expanding air travel without the need for large-scale skyport infrastructure. BRIEF DESCRIPTION OF THE DRAWINGS

[0006] Figure 1A-1H shows an aerial boom-mounted electric vertical take-off and landing (eVTOL) aircraft;

[0007] Figures 2A-2F An alternative embodiment of a propulsion system for use in an eVTOL is shown;

[0008] Figures 3A-3F The eVTOL is shown going from vertical takeoff to horizontal cruising;

[0009] Figures 4A-4C The eVTOL is shown going from horizontal cruising to vertical landing;

[0010] Figures 5A-5F A ground vehicle capable of being transported by eVTOL is shown;

[0011] Figures 6A-6G shows the eVTOL moving from vertical takeoff to horizontal cruising while transporting a ground vehicle;

[0012] Figures 7A-7D The eVTOL is shown moving from horizontal cruising to vertical landing while transporting a ground vehicle;

[0013] Figures 8A-8F The eVTOL is shown picking up a moving ground vehicle and transitioning to a level cruise;

[0014] 9A to 9D The eVTOL is shown dropping a ground vehicle while traveling on a road;

[0015] Figures 10A-10D The storage compartment of the eVTOL is shown;

[0016] Fig.11A and 11B The use of multiple grounded chassis or eVTOLs in series is described; and

[0017] FIG. 12A to FIG. 12D A space boom is shown that can extend the concept of air boom eVTOL into outer space. DETAILED DESCRIPTION OF THE INVENTION

[0019] Figure 1A-1H shows an electric vertical take-off and landing (eVTOL) aircraft 50 based on an aerial boom. The eVTOL 50 is an aircraft formed around a powered boom or aerial boom 52. The top end of the aerial boom 52 has an upper wing 54, such as a second wing 54, attached by a rotating joint 56 and a hinge 58. A rotor strut 60 extends from the joint 56 and holds the blades 62 and a rotor assembly 64. The rotor assembly 64 includes one or more rotor blades 66, which are surrounded by an optional shroud or duct 68. The bottom end of the aerial boom 52 has a lower wing 74, such as a first wing 74, attached by a rotating joint 76 and a hinge 78. A payload connector 80 extends downward from the rotating joint 76. In one embodiment, the payload connector 80 includes a shaft similar to the strut 60 and serves as a rudder with 360 degree rotation capability.

[0020] The aerial boom 52 operates as the fuselage of the eVTOL 50. The standard aerial boom 52 is 40 feet in length to support the combined wingspan of the upper wing 54, such as the second wing 54, and the lower wing 74, such as the first wing 74, of 160 feet. In the standard model, the combined wingspan of all four wings 54 and 74 is 100 feet: 60 feet for the lower wing 74, such as the first wing 74, and 40 feet for the upper wing 54, such as the second wing 54. The aerial boom 52 houses the fuel that powers the eVTOL 50. In the case of an all-electric eVTOL 50, the aerial boom 52 houses a large number of batteries. The standard battery weight for the all-electric eVTOL 50 will be 1,800-2,400 pounds, with an estimated total eVTOL weight of 3,600 to 4,000 pounds. The size, length, and battery capacity of the aerial boom 52 can all be scaled as needed to meet the flight requirements of a given situation. The aerial boom 52 has a symmetrical airfoil that provides large battery storage capacity in a low drag structure. In a hybrid embodiment, the aerial boom 52 can house batteries and liquid fuel.

[0021] The eVTOL 50 has two pairs of long high aspect ratio wings, upper wings 54, such as the second wing 54, at the top of the aerial boom 52 and lower wings 74, such as the first wing 74, at the bottom of the aerial boom 52. The upper wings 54, such as the second wing 54, are optional, and some embodiments can perform horizontal cruising with only the lower wings 74, such as the first wing 74. In other embodiments, a smaller canard is used for the upper wings 54, such as the second wing 54. The rotary joints 56 and 76 respectively rotate the wings 54 and 74 about an axis passing through the length of the wing, such as Figure 1BAs shown. Wings 54 and 74 are attached to circular rails, circular gears or ring gears in joints 56 and 76, which allow the wings to rotate 360 ​​degrees using gears and electric motors. The rotation of wings 54 and 74 can also be passive. A locking mechanism can be used to temporarily prohibit the rotation of wings 54 and 74. Wings 54 and 74 can have additional control surfaces built into the wings, such as flaps or ailerons, for control in flight. Otherwise, the rotation through joints 56 and 76 can be used for flight control.

[0022] The swivel joint 56 allows the wings 54 to rotate independently of each other. The swivel joint 76 allows the wings 74 to rotate independently of each other. Rotating the wings in opposite directions on opposite sides of the aerial boom 52 will effectively turn the wings into rotors to facilitate autorotation. The wing tips may be equipped with rockets to initiate autorotation. The rockets can be mounted directly on the wing tips or mounted within the wing structure and connected to the wing tip nozzles by pipes. Autorotation is particularly useful in power reduction or power loss situations. In autorotation, the entire eVTOL 50 rotates in response to the surrounding air moving upward relative to the eVTOL. In autorotation, the aerial boom 52 rotates about an axis that passes through the length of the aerial boom. The attached load can be geared through the payload connector 80 to maintain a set position or rotate in the opposite direction to create a stabilizing effect.

[0023] The rotary joint 56 also allows the rotor strut 60 and the rotor assembly 64 to rotate relative to the aerial boom 52, as shown in FIG. 1C. Like the wing 54, the rotor strut 60 is attached to a circular guide or gear transmission assembly within the rotary joint 56 to allow rotation and is driven by an electric motor and gears. The rotation of the rotor assembly 64 facilitates the transition between horizontal flight and vertical flight by tilting the thrust toward the desired direction of travel. The rotation of the rotor assembly 64 relative to the aerial boom 52 can be passive. As the rotor assembly drags the aerial boom backward, the wing provides lift, allowing the eVTOL 50 to naturally be in a horizontal posture. A locking mechanism can be used to temporarily prohibit the rotor assembly 64 from rotating.

[0024] The swivel joint 76 allows the connector 80 to rotate relative to the aerial boom 52. The connector 80 is attached to a circular track or gear drive assembly within the swivel joint 76 and is driven by a drive motor and gears. The rotation can be passive, and the load causes the connector 80 to remain hanging vertically from the swivel joint 76 as the eVTOL 50 transitions between vertical and horizontal flight. When the connector 80 is loaded and hanging down, the connector 80 stabilizes the flight of the eVTOL 50 and serves as a tail rudder. When the eVTOL 50 is unloaded, the connector 80 can extend upward or downward as a vertical stabilizer during horizontal flight. A locking mechanism can be used to temporarily prohibit the connector 80 from rotating. The dual-joint design of the eVTOL 50 has swivel joints at both ends, which can apply counterforce to the propulsion system, thereby reducing unstable moments during the transition between horizontal flight and vertical flight.

[0025] The vertical design of the eVTOL 50 with the aerial boom 52 provides the basic structure to accommodate the long folding wings 54 and 74 that deploy from the joints 56 and 76. The hinge 58 on the joint 56 allows the wing 54 to fold down onto the aerial boom 52, and the hinge 78 on the joint 76 allows the wing 74 to fold up onto the aerial boom 52, as shown in FIG. Figure 1D In some embodiments, one or more sets of wings attached to the aerial boom 52 may be fixed, rather than rotatable and foldable. Additional active wings, rudders, and other control surfaces may be mounted to the aerial boom 52 as needed for additional lift and control.

[0026] In some embodiments, the upper wing 54, such as the second wing 54, the lower wing 74, such as the first wing 74, or both can have variable geometry. In one embodiment, the hinge 78 allows the lower wing 74, such as the first wing 74, to sweep forward in a rotational direction similar to a classic variable sweep aircraft wing. The wing 74 will eventually be oriented parallel to the aerial boom 52, such as Figure 1D As shown, but rotated about 90 degrees about the length of the wing about the axis so that the width of the wing extends outward from the aerial boom. The wing 74 will then operate similar to a long delta wing or chine. The tip of the wing 74 can be attached to the aerial boom 52 so that the rotating joint 76 causes the wing 74 to warp as a control surface. Instead of or in addition to the lower wing 74, the upper wing 54, such as the second wing 54, can be similarly swept backwards.

[0027] Figure 1EA perspective view from below the rotor assembly 64 is shown. Rotor blades 66a and 66b are mounted to the strut 60 and rotate about the strut 60. The rotor blades 66a and 66b are configured to rotate in opposite directions to keep the overall rotational speed approximately zero. A single rotor blade 66 can be driven by one or more electric motors stacked on a common shaft. Stacking electric motors can provide redundancy and reduce magnetic saturation within the motor in the event of high current draw. Stacking motors also allows switching between motors to reduce heat loads and improve efficiency during horizontal wing flight. A shroud or duct 68 is mounted to the strut 60 and extends around the blades 66. The central attachment of the propulsion system reduces weight and improves the stability and rigidity of the duct 68.

[0028] The paddles 62 are configured to control the movement of the eVTOL 50 by expelling moving air from the blades 66. The paddles may rotate about the struts 60 to change the direction of movement of the moving air relative to the boom 52. Figure 1E The blades 62 are shown oriented perpendicular to the length of the wing 54, while Figure 1F The blades are shown rotated to be parallel to the wing. The blades 62 may also rotate about an axis through the length of the blade, as shown in FIG. 1G . The blades 62 may rotate independently of each other. Figure 1G Blades 62 are shown rotating in different directions to autorotate the eVTOL 50 in vertical flight. Figure 1H is a perspective view from the top of rotor assembly 64 .

[0029] The EVTOL 50 features a high aspect ratio wing, an aerodynamic design, and a large energy storage capacity within the aerial boom 52, which provides excellent efficiency and allows the eVTOL to operate for long periods of time before needing to be recharged or refueled. The efficient aerodynamic design of the eVTOL 50 structure, combined with unobstructed airflow around the propulsion system, provides greater cruise and top speed capabilities independent of the propulsion system selected. The noise reduction attributes of the ducted rotor propulsion design, combined with the location of the propulsion system 40 feet or more above the payload, reduce noise levels. The location of the propulsion system and the length of the boom 52 allow for a long, effective wingspan and larger diameter rotor blades 66, whether ducted or not. The simple design of the eVTOL 50 helps simplify the manufacture of carbon fiber components. However, the eVTOL 50 is so efficient that the aircraft could also be made of aluminum and fly long enough on a single charge to be commercially viable.

[0030] Figure 2A-2E An alternative embodiment of the propulsion system of the eVTOL 50 is shown. Figure 2A and Figure 2B68, the rotor assembly 100 has blades 62 replaced by four independent control surfaces 102 attached to the support struts of the duct 68. The control surfaces 102 can be fully folded clockwise or counterclockwise around the struts 60 to autorotate the eVTOL 50 during vertical flight. Autorotating the autorotating eVTOL 50 orients the rotary joint 56 in a desired direction so that when the rotor assembly 100 is folded by the rotary joint, the rotor assembly will align the thrust in the desired direction for horizontal travel. The rotor assembly 100 with the control surfaces 102 is shown without the use of the upper wing 54, such as the second wing 54, but in other embodiments, the upper wing 54, such as the second wing 54, is used with the control surfaces 102. The control surfaces 102 and the blades 62 can be combined in a single embodiment to facilitate additional control.

[0031] Figure 2C and 2D A rotor assembly 110 is shown with four electric fan nacelles 112. Each nacelle 112 is equipped with a pair of counter-rotating blades 66 as is the rotor assembly 64. In other embodiments, each nacelle 112 includes a single blade 66, with a total of two blades rotating clockwise and a total of two blades rotating counterclockwise. Alternatively, each nacelle 112 may include two blades rotating in the same direction, with a total of four blades rotating in a clockwise direction and four blades rotating in a counterclockwise direction. Alternatively, each nacelle may include one or more electric turbines. The blades 66 of each nacelle 112 may rotate at different rates to change the thrust and control the attitude of the rotor assembly 110.

[0032] In a hybrid embodiment, a turbine or other heat engine is housed in the center of a quadcopter and is used as a generator to power the electric rotor in the rotor assembly. The center mass of the rotor assembly can accommodate one or more small turbine engines or other heat engines, which provide power for multiple generators, alternators or motors to provide current to multiple electric propulsion motors attached with propellers to generate lift or thrust. A small starting battery can also be included in the center mass of the rotor assembly. Multiple propulsion motors or engines provide redundancy in the event of partial failure. The propulsion motor can be connected to the center mass through the arm of the airfoil. The arm of the airfoil can be used to generate lift during horizontal flight. In some embodiments, telescopic arms are used to mount multiple motors to the center mass. Seals or foldable internal airbags can be used to increase or reduce the length of the arm to achieve lift using exhaust gas from the turbine. The airbag in the airbag can be used to hold the fuel of the turbine engine.

[0033] Figure 2EAn embodiment is shown with a jet engine 120 mounted on the upper rotary joint 56. The jet engine 120 or an alternative turboprop engine can be used as a propulsion device for longer trips. The aerial boom 52 stores liquid fuel for the jet engine 120. Batteries for electronic equipment operation are also included. Additional lifting surfaces, such as wings, can be mounted to the jet engine 120. The aerial boom propulsion system can be selected based on the specific mission. Electric or hybrid power is generally used for urban commuting, while gas turbines are used for longer interstate or international flights.

[0034] Figure 2F An embodiment is shown in which, instead of duct 68, fan blades 66 are used.

[0035] Figures 3A-3F The eVTOL 50 is shown taking off from a stationary state and transitioning from vertical flight to horizontal flight. Typically, when not in flight, the eVTOL 50 is stored vertically with the wings 54 and 74 folded to be substantially parallel to the aerial boom 52, as shown in FIG. Figure 1D The small footprint of the eVTOL 50 allows the eVTOL to be stored in a tall, thin tubular structure. Figures 10A-10D Various parking or storage options are shown.

[0036] To take off, blades 66 begin to rotate to generate thrust. Once eVTOL 50 is lifted from the storage tube (if used), and over any other obstacles, wings 54 can be extended at a large negative dihedral angle to help control the flight of the eVTOL. Figure 3A The eVTOL 50 is shown hovering in a vertical flight mode. The rotor assembly 64 generates thrust to keep the eVTOL 50 afloat. The blades 62 and wings 54 act as control surfaces to direct the thrust generated by the rotor assembly 64. The wings 54 can rotate or shear to control airflow and boom movement.

[0037] Vertical flight can also be controlled by angling the rotor assembly 64 at the rotary joint 56. The blades 62 can be angled in opposite directions to rotate the eVTOL 50 so that the rotation of the rotor assembly 64 is oriented toward the desired flight direction. In some embodiments, the blades 62 are used to control the eVTOL 50 in vertical flight, and depending on weather and surrounding obstacles, the upper wing 54, such as the second wing 54, is fully deployed.

[0038] If more significant horizontal motion is desired, the eVTOL 50 transitions to horizontal flight, such as Figures 3B-3FAs shown. To achieve horizontal flight, the thrust of the rotor assembly 64 is quickly aligned with the desired flight path. As horizontal motion begins, the aerial boom 52 naturally rotates backward and is assisted by the wings 54 and 74 to generate lift. Instability during transition in prior art VTOLs is due in part to the absence of the dynamic pressure required on the control surfaces to resist the centripetal force and directional thrust. The unique articulated aerial boom 52 of the eVTOL 50 with a bi-wing design provides the isolation and leverage needed for rapid transition from vertical to horizontal flight while reducing the destabilizing moments common to other VTOL aircraft. Additional articulated joints may be added to the aerial boom 52 between joints 56 and 76.

[0039] Coming out of the storage bin, the upper wing 54, such as the second wing 54, and the lower wing 74, such as the first wing 74, are both folded onto the boom 52, with the leading edge of the upper wing 54, such as the second wing 54 facing forward and the leading edge of the lower wing 74, such as the first wing 74 facing rearward. The upper wing 54, such as the second wing 54, is mounted higher relative to the lower wing 74, such as the first wing 74, and can be folded first once it is clear of surrounding obstacles. When the aircraft gains forward airspeed, the lower wing 74, such as the first wing 74, begins to unfold.

[0040] exist Figure 3B In the embodiment of the invention, the rotor assembly 64 is tilted in the desired direction of travel using the rotary joint 56. As the horizontal speed increases, the wings 54 and 74 are deployed. Figure 3B The upper wing 54, for example the second wing 54, is partially extended. Figure 3C In the horizontal speed increases and wing 74 is also partially extended. Wings 54 and 74 initially both have a large negative dihedral angle relative to boom 52. Figure 3D In FIG. 5 , the upper wing 54, for example the second wing 54, extends completely perpendicular to the aerial boom 52, and the blades 62 are rotated to the horizontal. Figure 3E In the embodiment of the present invention, the lower wing 74, for example the first wing 74, is raised to a vertical direction.

[0041] During the transition sequence from vertical to horizontal flight, the wings 54 and 74 are deployed in a manner that reduces or minimizes the operating loads on the rotating joints 56 and 76 and the gear mechanisms within the hinges 58 and 78. Reducing the operating loads limits the current draw from the battery-powered motors operating the joints and hinges, thereby extending the daily duty cycle of the battery and the overall battery life. The reduced gear loads can also extend the long-term cycle life of the gear sets, thereby extending the time between Federal Aviation Administration (FAA) teardown inspections.

[0042] Figure 3EThe eVTOL 50 in the forward flight has fully transitioned to horizontal flight. The transition sequence is complete when the lower wing 74, such as the first wing 74, generates lift in forward flight. The eVTOL 50 can be Figure 3E The horizontal sequence shown uses rotor assembly 64 for horizontal thrust and wings 54 and 74 for lift. Rotor assembly 64 and blades 62 may also provide some lift. Wings 54, 74, and blades 62 are control surfaces used to guide eVTOL 50. Figure 3E In the embodiment shown, the rotor assembly 64 is located above the lower wing 74, such as the first wing 74. However, the eVTOL 50 can be flown horizontally with the wing 74 above, below, or at the same height as the rotor assembly 64. Figure 3F An eVTOL 50 is shown with a wing 74 above the rotor assembly 64. The height of the wing 74 relative to the rotor assembly 64 can be adjusted to optimize effective center of gravity balance and airflow relative to thrust. Sensors on the eVTOL 50 can be used to adjust the relative height of the wing 74 in flight. Figure 3F As shown, there is a propulsion system under the wing 74 to improve efficiency and loitering capability. The dihedral of the wing 54, the wing 74, or both can be adjusted to improve stability and efficiency. The payload connector 80 can be rotated above or below the swivel joint 76 to increase vertical stability.

[0043] Figures 4A-4C The eVTOL 50 is shown returning from horizontal flight to vertical flight. Figure 4B As the forward motion of the eVTOL 50 slows, the lower wings 74, such as the first wing 74, lose lift and fall. As the thrust direction quickly shifts to the vertical direction, the aerial boom 52 naturally swings forward. As the boom 52 swings forward, the wings 74 are folded up for vertical flight, such as Figure 4B As shown. Figure 4C In the , the eVTOL 50 has returned to vertical flight.

[0044] The eVTOL 50 is a fully autonomous aircraft that is capable of horizontal flight and vertical takeoff and landing. However, the eVTOL 50 is only one element of the entire VTOL transportation system. The VTOL transportation system also includes ground vehicles 130, such as Figure 5A As shown. Just like any car, the ground vehicle 130 can be used by an individual as their personal vehicle. In addition, the ground vehicle 130 includes a docking station 132 configured to dock with the payload connector 80 of the eVTOL 50. The driver can drive the ground vehicle 130 to and from various places locally, and then request the eVTOL 50 to pick up the ground vehicle when needed. Then take both the vehicle and the passengers to a more distant destination.

[0045] In a VTOL transportation system, the consumer has personal ownership of their own ground vehicle 130. Any vehicle manufacturer can manufacture a vehicle with a docking station 132 and sell a compatible vehicle to be picked up and carried by the eVTOL 50. The consumer may decide to purchase a luxury car, a fast sports car, or a cheaper basic sedan, each of which can be carried by the eVTOL 50. The docking station 132 should be optimally (but not necessarily) placed at the center of gravity of the vehicle. The attachment points within the docking station 132 may have gearing that allows longitudinal movement to allow for an optimal center of gravity position or adjustment to align with the payload connector 80 of the eVTOL 50.

[0046] like Figure 5C As shown, the active tilt suspension provides a great help in coupling the eVTOL 50 with the vehicle 130, because the ground vehicle can adjust its height relative to the ground by 24 inches or more to compensate for undulations on the road, and has roll, pitch and yaw maneuverability, allowing it to autonomously reflect the movement of the eVTOL 50. The dock 132 can be added to today's conventional vehicles as a kind of aerial towing or repositioning service. However, as a true system solution to reduce traffic congestion, a new type of vehicle is necessary. The ground vehicle 130 is a relatively thin tilting vehicle with an overall width of 48 inches and an overall length of 156 inches for a two-passenger model. The narrow width of the vehicle 130 means that if the vehicle 130 is widely adopted, each lane of traffic currently in use can be turned into two lanes of traffic. Doubling the number of lanes in cities around the world brings obvious benefits to congestion. Through autonomous driving, the vehicle 130 can operate two per lane in the standard traffic lanes currently in use, while still allowing traditional vehicles to exist at the same time.

[0047] like Figure 5B As shown, the vehicle 130 can have a body 134 that is detachable from a chassis 136 of the vehicle. Physically separating the body 134 from the chassis 136 allows the body to be transported as the payload of the eVTOL 50 without the chassis. Reducing the payload weight can reduce the battery size requirements of the eVTOL 50, or allow the eVTOL to transport the payload further. In one embodiment, the body 134 weighs 496 pounds and the chassis 136 weighs 705 pounds. The flight of the chassis 136 is disconnected to reduce the payload weight by more than half. On short urban flights, the chassis 136 is more likely to remain connected because such flights are more economical with the added weight. The additional energy required to lift the chassis can be offset by reducing infrastructure costs, transportation time, and connection time.

[0048] The chassis 136 may be general purpose, privately owned or company owned. Similar to today's ride sharing systems, company owned chassis 136 may be made available for short term rental. Leasing chassis 136 at the flight destination allows users to fly in their own body 134 without their personally owned chassis to reduce flight costs.

[0049] When the owner is not using the private or business-owned chassis 136, it can be used for other purposes. The universal chassis 136 can be used to transport various top structures or bodies using the receiver hook positioning slots at either end of the universal chassis. Several examples are shown in U.S. Provisional Application 62 / 662,081 filed on April 24, 2018. Examples include attachments that provide various services, such as snow plowing, street sweeping, garbage collection, package delivery, etc. The separation of the body 134 from the chassis 136 can also allow the body to be stored vertically in an automated facility or on a roof by a robotic arm at the destination when not in use to reduce roadside parking. Removing the chassis 136 allows a storage container to be attached under the body 134 in place of the chassis 136 during flights where luggage or other cargo is required. The storage container can also be used as a landing base to put the body 134 down without the chassis 136. Aerodynamic design considerations for the storage container under the vehicle will make it suitable for long-distance, high-speed flights. A fixed crane can be used to secure the eVTOL 50 to the top of a ground vehicle 130 or other load. The crane may also be used to move cargo for shipment, or to move vehicles when not in use or in transit, on sidewalks, etc. Parked vehicles may be easily repositioned by attaching to the docking station 132 when not in use.

[0050] Due to the high efficiency of the eVTOL 50, the vehicle 130 can be formed from aluminum rather than the carbon fiber typically required for flying vehicles. Using aluminum for production can reduce costs and increase potential production volumes. Constructing the vehicle 130 from aluminum rather than carbon fiber can enable the high-volume manufacturing techniques required to produce millions of vehicles - accelerating the transition of the entire transportation system to eVTOL-enabled vehicles. In some embodiments, the chassis 136 is formed from carbon fiber to reduce weight and make flying with the chassis more efficient.

[0051] The narrow body of vehicle 130 improves aerodynamics for both driving and flying when used in conjunction with eVTOL 50 and is made possible by the use of a canted suspension. Vehicle 130 is able to tilt to counteract centripetal forces that would otherwise cause a vehicle with such a narrow wheelbase to roll. Vehicle 130 uses many of the techniques disclosed in U.S. Patent Application No. 16 / 138,849 (the '849 Application), filed on September 21, 2018 and published on March 21, 2019 as U.S. Publication No. 2019 / 0084638. Figure 5CA detailed view of a chassis 136 having the hydraulic suspension of the '849 application is shown. The chassis 136 also includes wheel hub drive electric motors. The wheel hub drive electric motors are fully integrated into the wheel hubs of all four wheels, allowing each wheel to move independently. Although the other figures show the chassis 136 in a greatly simplified illustration, each chassis above or below includes Figure 5C All features of mid-chassis 136.

[0052] As discussed in the '849 application, the tilt suspension is hydraulically operated. Tilt is actuated by hydraulic impact actuator 140 causing upper control arm 141 to move horizontally relative to lower control arm 142. Each of the front and rear suspensions is formed around a center block 143 attached to a chassis block 144. The chassis block 144 houses the batteries to operate the chassis 136. The simple design of the chassis 144 simplifies the manufacturing process, allowing carbon fiber to be wound around a long mandrel. The torsional rigidity of the block 144 structure will reduce weight. The block shape simplifies the construction and replacement of the battery pack, as well as coupling and decoupling the chassis 136 from the body 134. The increased volume is important to allow the electronics and batteries to provide the appropriate clearance required to turn the wheels at the same time.

[0053] The tilting suspension of chassis 136 can be operated with electric motors from the '849 application on all four wheels, or with a hybrid propulsion arrangement with a gasoline motor driving the rear wheels. However, the most useful embodiment is to integrate the electric motors into the hubs of all four wheels, as shown in U.S. Provisional Application No. 62 / 662,081 filed on April 24, 2018. Four-wheel hub drive and four-wheel steering improve vehicle control, both on-road and off-road. Active suspension and four-wheel steering also allow for closer parking than conventional vehicles, as the vehicle can be rotated about an axis through the vehicle to align with thinner parking spaces.

[0054] The tilted suspension design also improves high speed cornering capability. The vehicle 130 uses center of gravity transfer to maneuver at higher speeds, thereby reducing destabilizing moments and allowing the vehicle to return to a stable maintaining equilibrium or balance state more quickly after turning. This control method enables the vehicle to change direction smoothly and efficiently without the prolonged destabilizing moments associated with traditional suspension designs. The round tires 145 of the vehicle 130 allow for tilting and improve efficiency through reduced rolling resistance. The battery size can be reduced accordingly. The lighter weight and low drag coefficient of the narrow vehicle 130 allow for further reduction in battery size.

[0055] The unique geometric design of the active long travel tilt suspension technology proportionates fluid within the supporting hydraulic shock actuator 140 to maintain vehicle balance (stable maintaining equilibrium state) during cornering events and independent wheel events within the design envelope (i.e., suspension travel). The disproportionate lever change of the suspension geometry from the neutral control arm 141 position, coupled with the nonlinear collapse of the hydraulic shock actuator from the neutral control arm position, provides proportional loading of the chassis and wheels to stabilize the sprung mass under cornering and other dynamic event scenarios. The design is unique in that the shock actuator cannot be completely collapsed into a separate component due to the internal volume difference between the air chamber and the liquid chamber. The dynamic spring rate can be additionally changed by changing the percentage of liquid to gas corresponding to the independent chambers within the shock actuator, resulting in an increase or decrease in applied load. The liquid side of the shock can be overfilled to impart unique tilt properties on the vehicle 130.

[0056] A tilted suspension can also significantly reduce the overall weight of a vehicle. Tilts allow the applied load to be perpendicular to the wheel, so the design primarily needs to manage loads along only a single axis. This reduces the need to design for side loads on components, significantly reducing the weight of the overall vehicle.

[0057] The vehicle 130 has the ability to turn and drive all wheels independently in either direction. The ability to turn and drive the front and rear wheels in opposite directions enables the vehicle to rotate about a set vertical axis. The vehicle 130 has an automatic stabilization device that automatically operates the front and rear suspensions to keep the vehicle stable relative to gravity loads. However, the vehicle 130 is generally stable and can be driven manually with or without a stability control system.

[0058] The vehicle 130 may be equipped with gas lift tie-down eyelets at the front and rear. The eyelets may be used to attach various tools, including power tools and passive tools. The EVTOL 50 may use the eyelets as attachment points. The vehicle 130 may have a linking capability to link the vehicle with other similar vehicles or trailers into a train. Once linked, multiple vehicles or trailers may communicate by wire or wirelessly to synchronize speed, tilt, stability control, and other suspension or driving operations. In one embodiment, the bumpers 146 of the vehicles 130 include electromagnetic circuits to allow the vehicles to be magnetically stuck together to form a train when powered, rather than being linked by mechanical components attached between the two vehicles.

[0059] Linking into a train allows the vehicles 130 to share an electric drive system. With the shared voltage available, the vehicles can switch between motor drives to reduce the thermal load on the overall available system. Linking vehicles for longer trips will reduce air resistance and further improve efficiency.

[0060] Military vehicles can have many possible configurations. One configuration includes a robotic arm with a miniature gun, missile launcher, or other weapon or optical device mounted on the front of the vehicle and acting as an adjunct to the operator's helmet movement. Ammunition for the weapon can be carried in the rear of the vehicle and fed forward. The gun can also be manually operated. The tilt suspension technology can be expanded to accommodate larger enclosed vehicle types such as a delivery van, bus, or delivery truck. All vehicles are built to be scalable to meet any load, speed, and range requirements.

[0061] The outboard tilted suspension design of vehicle 130 provides side impact crumple zone protection. Using onboard sensors, vehicle 130 can position itself before impact, either avoiding the impact entirely or minimizing the impact by collapsing the suspension. Banked turns can also reduce rollover accidents caused by sudden turns and avoidance of obstacles.

[0062] The ability to actively control the position of the vehicle 130 relative to a crash event can further reduce vehicle weight by eliminating or reducing the impact energy absorption zone of the front / rear design. In a frontal collision, this can be achieved by pitching the vehicle, for example, extending the front suspension and folding the rear suspension to deflect or absorb the impact force, thereby better accommodating the occupants to the incoming load. In a rear collision, the same purpose can be achieved by raising the rear of the vehicle and lowering the front of the vehicle.

[0063] If the electronic control unit (ECU) of the vehicle 130 determines that a collision is imminent by looking at its position, speed, and proximity relative to itself and other vehicles, the ECU will position the vehicle in a way that absorbs the impact and provides the best protection for the occupants within the limits of its functional capabilities. The vehicle 130 actively protects the occupants by leaning away from the impact point. The vehicle 130 then extends the suspension outward toward the oncoming impact to absorb and disperse as much energy as possible. The primary programming instructions of the vehicle ECU are to protect the vehicle occupants and surrounding pedestrians. With enough computing power, the vehicle can determine its post-collision trajectory and final resting position. This will enable the vehicle to adjust its pre-crash position to change its final position.

[0064] In some embodiments, the tilt capability of the vehicle 130 is manually controllable. In manual mode, the tilt angle is controlled by the operator to apply a mechanical load to the sensor. Data recorded during manual mode operation, for example, by data acquisition to record the loads applied to the relevant mechanical components and the relative positions of the relevant mechanical components, can be used in programming the vehicle using semi-active or autonomous driving modes.

[0065] Software running on the ECU of the vehicle 130 is connected to the driverless sensor technology distributed on the vehicle. In some embodiments, a retractable or folding sensor tower may be located on the chassis block 144 or the bumper 146 and deployed during use of the chassis 136. In other embodiments, the sensor is located in the bumper 146. The bumper 146 can be mounted using a receiver hook-type attachment mechanism of the center block 143, such as the hook receiver opening in the '849 application, to facilitate replacement and maintenance. The ECU software can automatically change the ride characteristics and vehicle attitude before a suspension event occurs. The automatic adjustment of the suspension characteristics can provide a smoother ride compared to a traditionally designed luxury car. The ECU uses sensors on the bumper 146 and within the hydraulic system of the tilt suspension to balance or align the gravity and centripetal forces acting on the vehicle in the automatic tilt mode.

[0066] The hydraulic shock actuator 140 in the tilt suspension consists of a cylinder with a floating piston that separates the gas from the liquid and an integrated damping valve for flow control on the liquid side. An integrated gas shield with adjustable pressure control is attached to the gas side. A composite spring / damping system gives the hydraulic shock actuator 140 additional adjustable spring and damping capabilities. The system allows for progressive damping and spring adjustment of the support shock actuator above and below the set shock actuator isolation value. The spring rate drop of the shock actuator when extended depends on the air chamber volume. Other remote gas containers or bottles can be inserted into the air chamber of the hydraulic shock actuator 140 through a hose connection. The floating piston stop determines the progressive entry point of the shock actuator. A mechanical spring on the gas side of the floating piston serves as an additional adjustment of the floating piston stop point. The volume of the reservoir can be actively adjusted to give varying spring and damping values ​​with or without air chamber auxiliary or secondary damping.

[0067] The tilting suspension also uses an offset pump to transfer fluid between the sides of the suspension or between the front and rear suspension. The offset pump is described in detail in U.S. Provisional Application No. 62 / 662,081, filed on April 24, 2018, which is incorporated herein by reference. The offset pump is a direct positive displacement pump. The pump has four chambers separated by two rack and pinion gears driven by a single lead screw. The lead screw is driven by two opposing motors - either motor is capable of operating the pump. The chambers of the pump can move fluid independently or they can be linked together as needed. The lead screw helix of the pump is designed to impart various back-drive and load-bearing characteristics depending on the application. The pressure sensor in the pump chamber relays the measurement data to the CPU to control the motor current / torque to drive the pump motor and set / maintain vehicle attitude. The sensor is also used to set the pump pressure limit and direction. The pump is modular in design. Multiple pumps can be linked together in a variety of configurations depending on the application.

[0068] Figures 5D-5FA bias pump 1000 is shown. Figure 5D This is the appearance of the pump. Figure 5E is the cross section through the pump 1002. Fig. 5F is a cross section through an air chamber 1004 coupled to a pump. The biasing pump has a function similar to, and may replace, the hydraulic pump assembly 126 that may be found in U.S. Patent No. 9,545,976, issued on January 17, 2017, and U.S. Publication No. 2017 / 0321729, published on November 9, 2017 (hereinafter collectively referred to as the incorporated documents), which are incorporated herein by reference. The biasing pump transfers an amount of hydraulic fluid between the left and right sides of the vehicle suspension. The air chamber has a function similar to the bypass system 900 in the incorporated documents, as long as the bypass system is used as an auxiliary suspension. However, the air chamber does not bypass fluid between the two sides. When the load on the system is reduced to maintain the spring rate, the compressed gas in the air chamber forces more fluid into the impact actuator. When the impact device is loaded again, the excess fluid returns to the cylinder in the air chamber.

[0069] Figure 5E The upper right port 1010B in the embodiment is coupled to one of the impact actuators (e.g., impact devices 68 and 88 incorporated in the document or impact actuator 140 of vehicle 130). The upper left port 1010A is coupled to one of the ports 1030A or 1030B of the air chamber. The lower left port 1010D and the lower right port 1010C are connected in opposite directions: the lower left port is coupled to the other impact actuator, and the lower right port is coupled to the other port of the air chamber. The covers at both ends of the bias pump include hydraulic passages that couple the attached impact actuator to the corresponding ports of the air chamber.

[0070] The bias pump includes four different chambers 1020A-1020D, where one of the chambers is connected to each of the four ports 1010A-1010D just described. An end cap couples the two chambers on the right side together and the two chambers on the left side together. Other use cases include end caps that do not couple the chambers together. A gear rack 1022 is disposed within the bias pump and is oriented from left to right, with one gear rack between the top ports and one gear rack between the bottom ports. The gear rack is driven left to right to transfer hydraulic fluid between the left port and the right port, and vice versa.

[0071] Figure 5D The two motors 1006 are shown mounted in parallel with the two gear racks. Either motor can operate the bias pump in the event of failure of the other motor. For a sense of scale, in one embodiment, the motors are one inch in diameter. When the gear 1024 is turned by the motor 1006, the gear racks are coupled so as to move in unison. Both gear racks move to the left at the same time, and both move to the right at the same time. When the gear racks are in Figure 5EAs one moves leftward in the view of FIG. 1 , fluid is removed from the impact actuator hooked to the upper right chamber, and fluid is added to the impact actuator hooked to the lower left chamber.

[0072] When a leaning suspension is tilted from neutral to either direction, both sides lose mechanical leverage. The bias pump allows for a bias in leverage by causing a disproportionate collapse in the shocks. The shock on the inside of a turn may collapse and lose leverage at twice the rate of the shock on the outside of the turn. The bias pump shifts the load handling capacity to the outside shock, which bears most of the load in a turn. The bias pump fits between the two shock actuators and operates within the pressure differential between the two sides to transfer fluid volume from one side to the other.

[0073] Both rack and pinion gears deliver fluid in the same direction in the system (i.e., from the left impact device to the right impact device and vice versa). The end caps of the offset pump hydraulically couple the ports on each side together. Therefore, each impact actuator is connected to the relevant port of the air chamber through the cap. The gas pressure in the gas side 1040 of the air chamber applies force to the impact actuator through the path of the end cap. Excess hydraulic fluid is forced into the fluid side 1032 of the air chamber, and the gas in the gas side presses on the other side of the plunger 1034 in the air chamber to force the fluid back again later. The plunger in the air chamber separates the hydraulic fluid from the gas stored in the air chamber.

[0074] There is no obvious fluid communication between the left and right sides of the system. A gear rack is located between the left and right impact actuators, essentially preventing the fluid from mixing between the left and right sides. Therefore, if one side is damaged and loses fluid, the other side will still work.

[0075] The rack and pinion moves the amount of hydraulic fluid from left to right and right to left depending on the vehicle's situation. The air chamber is connected to the impact actuators via the offset pump end cap. The air chamber stores excess fluid from both impact actuators in the cylinder shown below, but does not bypass fluid between the two sides. Excess hydraulic fluid stored in the air chamber cylinder causes both impact actuators to drop at once, for example if the vehicle is airlifted, the fluid in the air chamber flows to both impact actuators due to the load being removed from both air chambers. Both actuators draw excess hydraulic fluid from the air chamber and expand them. The offset pump itself cannot expand both impact actuators because the offset pump can only transfer volume from one side to the other.

[0076] In other use cases of the bias pump, all four ports are coupled and transfer fluid within two different systems without an air chamber. The bias pump cover can be formed without connecting the ports so that fluid is not transferred between any of the four bias pump chambers. For example, in a four-wheel vehicle, the bias pump can be coupled so that one gear rack transfers fluid between the left front impact actuator and the left rear impact actuator, while another gear rack transfers fluid between the right front impact actuator and the right rear impact actuator. In this case, the two gear racks transfer fluid in two different systems in parallel instead of transferring fluid in one system. Since there is no fluid communication between any of the four chambers, if one quadrant of the system is damaged, the other three impact actuators will continue to operate normally.

[0077] In one embodiment, the four-wheel vehicle includes two tilting suspensions. For example, the chassis 136 includes two separate suspensions, one suspension at the front of the vehicle and the second suspension at the rear of the vehicle. Each tilting suspension includes a biasing pump and air chamber combination for biasing the hydraulic fluid in the system from left to right. A third biasing pump without an air chamber is used to transfer fluid from front to back. The third biasing pump allows the vehicle to tilt forward and backward. A system with three biasing pumps limits the fluid communication between the four quadrants of the system. There is no significant fluid transfer from left to right or right to left through any of the three biasing pumps, and there is no significant fluid flow from front to back or back to front through the middle biasing pump. The biasing pump uses a rack and pinion to move the hydraulic volume, and does not allow fluid mixing.

[0078] The air chamber acts as an auxiliary suspension system because the gas applies pressure to the system. The air pressure also forces more fluid into the system when both sides fall. In one embodiment, the air pressure in the air chamber is 600 pounds per square inch (PSI) or more. When subjected to a load, the air pressure helps resist the load.

[0079] The gear arrangement can be implemented as a replaceable module. The gear arrangement can be installed in the intermediate cover 1008 and then removed and replaced to modify the properties of the pump.

[0080] Fig. 5F A cross section of the air chamber is shown. The two cylinders inside the air chamber include floating pistons that function similarly to piston 908 in the incorporated document. The floating piston will bottom out before falling into the air chamber. When the piston bottoms out, the spring will provide damping. The construction of the air chamber is similar to that of the incorporated document with cylinder 906 integrated into the air tank 912.

[0081] In one embodiment, the system is configured so that the floating piston within the pneumatic cylinder will never bottom out. The vehicle chassis will bottom out on the ground before the floating piston reaches its maximum limit within the pneumatic cylinder. The springs in the pneumatic cylinder will only drop below the height of both wheels in the rare case of a load input event (such as a landing) due to terrain. The springs soften the blow of the floating piston hitting the bottom of the cylinder. The tension of the springs is high and only compresses at the highest limit of the actuator pressure. The springs are a safety feature that reduces the possibility of part breakage in extreme situations. In another embodiment, the movement of the vehicle's suspension arms will physically bottom out before the floating piston in the pneumatic cylinder bottoms out.

[0082] 6A to 6F The eVTOL 50 is shown picking up the vehicle 130 when the vehicle 130 begins to come to rest. The lightweight structure of the vehicle 130 allows for transportation by the autonomous and semi-autonomous eVTOL 50. In one embodiment, the ground vehicle 130 uses a battery with a limited range based on time technology. For example, the ground vehicle 130 may only have a maximum range of 100 miles. In this case, the vehicle 130 will use the available battery range to operate within the metropolitan core of the city. If the operator wishes to travel outside the metropolitan area, perhaps to another city or rural area, he or she will request an airlift and select the type or speed of the vehicle based on the distance and the desired arrival time. When the request is made, the size of the aerial boom 52 can be matched to the mass, travel distance and speed of the ground vehicle. The eVTOL 50 has a longer or larger diameter aerial boom 52 that provides more fuel capacity, which can provide a longer trip. The eVTOL 50 can be attached to the ground vehicle 130 while traveling or stationary, and then transported to a suitable drop point close to the destination. Vehicle 130 may be dropped directly at any suitable location, such as on a driveway or on top of a tall building.

[0083] Before the transition flight sequence from vertical to horizontal flight can begin, the drone and car must be coupled together. Efficient pickup and drop of the load requires fast and reliable coupling and decoupling before power is applied to lift the load to a safe transition altitude. The design of the eVTOL 50 with aerial boom 52 positions the propulsion system safely above the load, out of harm’s way, thereby reducing the effects of rotor wash, a significant advantage over other VTOL designs.

[0084] exist Fig. 6A In FIG. 1 , the vehicle 130 is stationary and the eVTOL 50 has flown vertically downward, the payload connector 80 is attached to the docking station 132, and the raised body 134 is raised upward from the chassis 136. The EVTOL 50 is similar to Figure 3AVertical Flight In some embodiments, payload connector 80 includes a telescoping shaft or ladder to connect to ground vehicle 130 .

[0085] exist Figure 6B In the process, the eVTOL 50 increases vertical thrust to raise the body 134 and begins the transition to horizontal flight. The upper wing 54, such as the second wing 54, begins to open earlier than the lower wing 74, such as the first wing 74, and at Figure 6B Open in the middle. Figure 6C An alternative is shown in which chassis 136 is picked up and transported with body 134. Both wings 54 and 74 continue to open, and eVTOL 50 continues to increase horizontal speed as the transition from vertical to horizontal flight continues. Fig.6D In FIG. 5 , wings 54 and 74 are more open and boom 52 is closer to horizontal. Fig. 6E In the embodiment, wings 54 and 74 are fully opened to vertical. The lift generated by wings 74 picks up the tail end of aerial boom 52 to Fig. 6F A ground vehicle 130 or just a vehicle body 134 is towed behind the rotor assembly 64.

[0086] The payload connector 80 suspended between the eVTOL 50 and the body 134 acts as a vertical stabilizer. The payload connector 80 includes an airfoil portion and an actively controlled telescoping shaft passing through the airfoil portion. The airfoil portion can rotate 360 ​​degrees about an axis to act as a rudder. The vehicle 130 can also rotate about an inner rudder axis to maintain a determined position relative to the wing or the ground. This feature allows the vehicle 130 to rotate 180 degrees to better place passengers within the vehicle to absorb impact loads in the event of a collision. This feature also aligns the vehicle 130 with the road when landing in motion.

[0087] Figure 6G A payload connector 80 and a built-in rudder 148 are shown. In one embodiment, the rudder 148 is 2 feet high and 3.5 feet long, but can be made larger, such as 3 feet by 6 feet. The rudder 148 can rotate within the connector 80 to manipulate the forward movement of the eVTOL 50. The rudder 148 can rotate up to 360 degrees. The rudder 148 can be added to any of the above or below embodiments. In some embodiments, the payload connector 80 shown above and below, or a portion thereof, has the ability to rotate left and right to act as a rudder.

[0088] When loaded into 6A to 6F The transition in Figures 3A-3FThe wings 54 and 74 open in a manner that reduces or minimizes the loads on the gear joints and hinges. The articulated bi-wing design provides a rapid transition from vertical to horizontal flight without the unstable moments common with other VTOL aircraft. Transition efficiency helps reduce flight time, which in turn helps overall system efficiency. The loaded eVTOL 50 is more vertical throughout the transition than when unloaded.

[0089] When the chassis 136 is transported with the body 134, or an inseparable vehicle 130 is used, the gyroscopic precession of the wheels of the ground vehicle can be used to manipulate the attitude adjustment and relative position of the ground vehicle 130 and the eVTOL 50. Using the all-wheel steering and all-wheel drive of the ground vehicle 130, changing the speed, direction, and tilt angle of the wheels will affect the attitude of the eVTOL 50.

[0090] The communication link between the eVTOL 50 and the ground vehicle 130 can allow the operator of the ground vehicle to manually control the eVTOL. A high current connection between the two vehicles will enable the eVTOL 50 to charge the ground vehicle batteries in flight. In an emergency, the batteries of the ground vehicle 130 can also provide additional current to the eVTOL 50 to increase available thrust. The power and communication control connection is made when a physical connection is made between the payload connector 80 and the docking station 132. Wireless communication methods can be employed between the eVTOL 50 and the ground vehicle 130 before a hard connection is established to coordinate the relative positions of the vehicles.

[0091] The EVTOL 50 is designed to reduce noise issues. The length of the aerial boom 52 isolates the vehicle 130 from the noise of the rotor assembly 64 or any propulsion system used, providing a quiet cabin for the occupants. The height of the propulsion system also reduces noise and reduces rotor wash on the ground, whether an open rotor, ducted rotor, or jet engine is used. The ducted design further reduces noise. Using a larger diameter rotor will reduce the tip speed of the rotor, thereby also reducing noise levels. The eVTOL 50 is able to achieve a high rate of climb, which helps reduce ground noise around the takeoff and landing areas.

[0092] Figures 7A-7D The eVTOL 50 is shown transitioning from horizontal flight to vertical flight to drop off the payload at the payload's destination. Fig. 7AThe eVTOL 50 is shown starting to slow down in horizontal flight by tilting the rotor assembly 64 more upward. The angle of attack of the lower wing 74, such as the first wing 74, increases lift and then stalls, resulting in rapid deceleration. As the wing 74 loses lift, the tail end of the aerial boom 52 with the body 134 drops. The aerial boom 52 swings downward under the rotor assembly 64. The weight of the body 134 adds momentum to the forward swing of the aerial boom 52, causing the lower wing 74, such as the first wing 74 to move downward from the rotor assembly 64. Figure 7B The rotor assembly 64 in the forward direction. Figure 7C In the process, the aerial boom 52 rotates back to the vertical direction and finally reaches Fig.7D Once vertical flight is achieved, the vehicle 130 can be landed at the destination, or the body 134 can be landed on the chassis 136. When the vehicle 130 is transported as a whole, the vehicle wheel travel positioning technology can be used to correctly position the wheels before contacting the ground or other surface. When the eVTOL 50 releases the vehicle 130, such travel positioning improves predictability.

[0093] Figures 8A-8F The eVTOL 50 is shown picking up the vehicle 130 as the vehicle 130 travels on a highway. Picking up the eVTOL 50 and vehicle 130 while in motion is the most effective and efficient method of transportation because both vehicles have greater dynamic stability and have additional degrees of freedom of movement. Fig. 8A The positioning of the eVTOL 50 when the eVTOL is attached to the vehicle 130 is shown. The EVTOL 50 is flying horizontally along the highway above the vehicle 130. The lower wing 74, such as the first wing 74, is partially deployed. Control surfaces can be designed in the wings to help with precise positioning when docking with or without the wings 54 and 74 deployed. In heavy traffic, it may not be possible to deploy the wings 54 and 74. In some embodiments, nearby vehicles automatically communicate with each other to create a safety zone around the vehicle to be picked up. Traffic can still move as usual, but will slow down or speed up to temporarily create a clear path around the vehicle to be picked up. The safety zone can be intuitively displayed on the display of the manually driven vehicle so that the driver can avoid the pick-up area.

[0094] During pickup, the hydraulic suspension of the vehicle 130 is used to mirror and attenuate connection moment loads. The suspension of the vehicle 130 can autonomously reflect the roll, pitch, and yaw motions of the eVTOL 50, making kinematic coupling easier than static coupling. The vehicle 130 aligns itself as needed to achieve the correct connection between the payload connector 80 and the dock 132. The vehicle 130 can use independent wheel hub drive and steering systems to place the vehicle in the correct lift and landing alignment and orientation. The payload connector 80 has a retractable aspect that allows for fine position adjustments to connect with the dock 132. Once in flight, the precession torque generated by the rotational angular momentum of the wheels of the vehicle 130 can further assist with alignment and orientation.

[0095] The vehicle coupling, whether flying horizontally or hovering vertically, will control or minimize shock loads through hydraulic suspension. The mirroring of the attitude, velocity and other real-time motions of both the vehicle 130 and the eVTOL 50 relative to each other reduces shock loads. Mounting a small multi-articulated folding robotic arm at the bottom end of the aerial boom 52 (possibly on the back to reduce drag) will reduce this problem. At the end of the robotic arm will be a hinge pin. When the eVTOL 50 and the vehicle 130 are close enough together (within about 3 feet), the arm will extend and attach to the top of the ground vehicle. The attachment will provide relative positioning information to the ECU, which in turn controls the motion of the two vehicles through a mating process to achieve a certain degree of positive coupling with mechanical assistance. The robotic arm will allow compensation for alignment errors caused by weather and provide the control resistance required to ensure a fluid coupling sequence to mitigate impact torque. The robotic arm helps mirror the vehicle suspension and drone flight motion to ensure precise and smooth coupling.

[0096] Sensors and wireless communications between vehicles will also play an important role in a successful pick-up. Sensors will include LiDAR, radar, and cameras on the aerial boom 52 and ground vehicle 130 to assess the environment to ensure a safe connection. Sensors on both vehicles can send data to the CPU to calculate variables to ensure that the automatic coupling is within the set guidelines or limits. Before attempting, a feasible connection is ensured based on the load of the ground vehicle 130, the operating status of the ground vehicle, the surrounding environment of the eVTOL 50 and ground vehicle, and the flight path. The wireless connection established before the physical connection allows data transmission so that the eVTOL 50 knows the real-time suspension status of the vehicle 130 and obtains information about the vehicle's weight and center of gravity.

[0097] Once the connection is successfully established, the eVTOL 50 vertically raises the vehicle 130 or body 134 by increasing the thrust from the rotor assembly 64. Figure 8B In the embodiment, the lower wing 74, for example the first wing 74 is positioned so as to pass Fig.8DThe front wing in the vehicle rotates to stabilize the vehicle. Figure 8B An alternative is shown in which the body 134 is lifted off the road without the chassis 136. The chassis 136 is fully autonomous and continues on the road to a holding position for charging, or to the next use position of the chassis. Figure 8C The chassis 136 in the Fig. 8E In the embodiment, the lower wing 74, for example the first wing 74, is fully extended to provide lift and reach Figure 8B The final horizontal flight position in.

[0098] 9A to 9D The eVTOL 50 is shown lowering the vehicle 130 onto the road while the vehicle is in motion. Fig.9A In the case of the rotor assembly 64, the thrust from the rotor assembly 64 is directed more vertically, and the lower wings 74, such as the first wing 74, begin to fold upward to reduce lift. As the lift decreases, the lower end of the aerial boom 52 begins to swing forward under the rotor assembly 64. Due to the rapid deceleration, in Fig. 9B and Fig. 9C The load swings forward in front of the rotor assembly 64 and then quickly returns to Fig.9D As the aerial boom 52 rotates rearward, the rotor assembly 64 provides instant lift, and then the vehicle body 134 continues forward at the same speed without losing altitude.

[0099] exist Fig.9D In the eVTOL 50 Fig. 8A Similar to the position of vehicle 130 when being picked up. The EVTOL 50 travels horizontally above the road where the vehicle 130 will be lowered. The active suspension system will use the precession wheel forces to set the attitude of the vehicle 130 when released. The wheels of the vehicle 130 rotate upward to match the ground speed when landing. Automatic adjustments to the active suspension spring rate and damping will ensure a smooth automatic landing of the ground vehicle 130 on the road. The on-demand pickup and charging capabilities of the eVTOL 50 can reduce the maximum driving range of the vehicle 130, allowing for the use of smaller batteries and a cheaper overall vehicle.

[0100] The vehicle can be picked up from a stationary state, but can be dropped off while in motion, or can be picked up while in motion and can be dropped off to a stationary state. The vehicle 130 can also be picked up from a moving platform such as a rail car, a platform on a magnetic track, or a flatbed trailer. The vehicle 130 can also be dropped off while driving in reverse to better protect the passengers. A reverse landing can be achieved by rotating the wings of the eVTOL 50 backward, or the payload connector 80 can provide the ability to turn the vehicle 130 around. Reverse landings can occur regularly, or can be an emergency process.

[0101] The EVTOL 50 is designed for fully autonomous flight, but has manual or enhanced flight mode capabilities. The EVTOL 50 is generally stabilized, so it can be flown manually without stability controls. In the early stages of a transportation system using the eVTOL 50, remote pilot supervision of the system may be used. As the system approaches full automation, one pilot may monitor multiple drones remotely.

[0102] The EVTOL 50 is designed for safety. The high glide rate provided by the four long wings 54 and 74, in addition to the usual increase in efficiency, also increases the chance of a successful landing after a loss of power. Both the vehicle 130 and the eVTOL 50 can have active or passive parachute systems to save lives and equipment in more severe failure situations, such as in the event of a chemical, battery, hydrocarbon or fuel fire. The eVTOL 50 can be configured to separate the lower wing 74, such as the first wing 74, from the aerial boom 52 so that the lower wing remains with the ground vehicle and glides to safety. When the ground vehicle glides to safety using the lower wing 74, such as the first wing 74, the precession torque from the wheels of the vehicle 130 can control the attitude of the aircraft. If it falls with or without the wing 74 or even with the eVTOL 50 fully connected, the precession torque can also be used to position the ground vehicle to avoid impact. The universal attachment system of the eVTOL 50 allows for rapid emergency evacuation of the nearest eVTOL.

[0103] Fig. 10A A storage pod 150 is shown in which the eVTOL 50 is parked. The storage pod 150 includes an elongated cylinder 152 into which the aerial boom 52 can be lowered when the wings 74 and 54 are folded down. A docking station 154 at the bottom of the cylinder 152 provides a connection to the eVTOL 50 for charging batteries, downloading or uploading data, or performing diagnostics. The docking station 154 is connected to the payload connector 80, similar to the docking station 132 of the vehicle 130. The walls of the cylinder 152 can include cameras, sensors, or other components to perform physical diagnostics on the eVTOL 50. Diagnostics can also be performed through the data connection of the docking station 154. The walls of the cylinder 152 can also include water jets, brushes, and other elements to clean the eVTOL 50 when parked.

[0104] The head 156 of the storage pod 150 is sized to fit the rotor assembly 64 or any other propulsion system for a particular eVTOL. In one embodiment, the rotor assembly 64 of the eVTOL 50 rests on the bottom surface of the head 156 when parked, and the aerial boom 52 is suspended below the rotor assembly. The wider portion of the cylinder 152 can accommodate the blades 62. In other embodiments, the dock 154 supports the weight of the eVTOL 50 at the bottom of the cylinder 152, and the blades 62 can be accommodated within the head 156. The cover 158 protects the interior of the pod 150, including the eVTOL 50 when parked, from rain and other weather conditions, local wildlife, or criminal theft or vandalism. The hinge 160 allows the cover 158 to be opened for takeoff or landing of the eVTOL 50.

[0105] Fig. 10B An array of storage silos 150 buried underground is shown. An array of storage silos 150 can be placed in any convenient location within or near a city center. The silos 150 provide a convenient, mass-producible storage solution for the eVTOL 50 to return to when recharging or other maintenance is required. Typically, a large city may have thousands of eVTOLs 50 providing services to the city's residents. At any given time, a certain percentage of the total number of eVTOLs 50 in the city will be hovering in the air waiting for passengers to board, and some percentage will be in the silos 150 for maintenance. Once the available battery charge is reduced below an appropriate threshold, those eVTOLs 50 that are hovering to wait for passengers will return to the silos 150.

[0106] Silo storage provides 24-hour on-demand service. The hovering eVTOL 50 can be used to pick up a vehicle 130 requesting flight very quickly. The ability of the eVTOL 50 to hover in the airspace above the service area allows the vehicle to travel quickly during heavy traffic. The aerial boom 52 can hold enough batteries or fuel to remain afloat throughout the four to six hour operating range. As demand increases, additional eVTOLs 50 can be deployed from the storage silo. Having the capacity of a large storage silo 150 also allows the eVTOL 50 to be deployed from the silo rather than hovering in the air during low noise hours or in low noise areas. Silo storage of the eVTOL 50 can provide 24-hour on-demand service.

[0107] In addition to being buried underground, the storage silo 150 can be built in a high-rise building in a city center, such as Figure 6CAs shown. The pod 150 can be extended from the high-rise 170 using a robotic arm to allow the eVTOL 50 to be parked. The pod 150 containing the parked eVTOL 50 can be moved by the robot to a storage location inside the high-rise 170, and a new empty pod can be extended from the building to store another eVTOL 50. When the eVTOL 50 needs to be charged or take off for another reason, the pod with the eVTOL can be extended from the high-rise 170 using the same or a different robotic arm and take off.

[0108] The body 134 or vehicle 130 can be stored in a similar manner within the high-rise 170. In one scenario, a woman works at the high-rise 170. The worker jumps in her vehicle and exits the garage at home. The eVTOL 50 hovers nearby and picks up the worker's body via the docking station 132 when the worker indicates that it is ready. Once the body 134 has been picked up, the chassis 136 can automatically return to the worker's garage if it is not contracted to be used elsewhere. The eVTOL 50 brings the worker as an occupant to the high-rise 170 along with the body 134. Because the worker will be dropped off at the work location and the body will be stored in the same location, only the body 134 is required, not the chassis 136. There is no need for the worker to drive during the day. The eVTOL automatically flies to a designated passenger drop-off location for the worker to get off and walk to her desk. The body 134 is personally owned by the worker, so the eVTOL 50 removes the body and drops it off with a robotic arm extending from the high-rise 170 designated for vehicles. If the eVTOL 50 needs to be recharged or repaired, the eVTOL can fly to another robotic arm designed specifically for parking eVTOLs.

[0109] During the day, if the worker needs to drive somewhere local to the high-rise 170 for any reason, the drone can retrieve her body 134 and connect to the rented chassis 136 for local driving. If the worker typically drives during the day, she might have the eVTOL 50 take her chassis 136 at the beginning of the day. At the end of the day, the worker commands the eVTOL 50 to pick up her body 134, pick her up from the designated pickup location, and drop her off at home. The worker's chassis 136 can automatically exit the garage to park the body 134 on the chassis. Various schemes can be implemented to speed up travel and improve convenient access.

[0110] Cities adjacent to the waterfront could store thousands of silos150, locked together in a floating grid. Fig. 10DSeveral silos 150 are shown locked in a body of water. The silos 150 include four locking mechanisms 174 positioned orthogonally around the head 156 of each silo. The locking mechanisms 174 are mechanically attached to each other to prevent the silos from floating away from each other. The cover 158 can have a built-in lifting mechanism that allows the eVTOL 50 to lift the entire silo 150, thereby allowing the eVTOL to self-assemble the grid system.

[0111] The floating pods 150 may have power generation capabilities that use wave energy from the surrounding water to power the pods and charge the eVTOL 50. Power may also be generated from solar panels in the cover 158. In one embodiment, each pod 150 in the array is completely self-sufficient and includes batteries for storing wave and solar energy to charge the eVTOL 50. In other embodiments, each pod includes a small battery, with one or more pods 150 being completely dedicated to housing batteries for power storage without the ability to park the eVTOL 50. The pods 150 may transfer power between each other via electrical interconnects on the locking mechanism 174. Status information and other data may also be transmitted via electrical interconnects at the locking mechanism 174. One or more dedicated pods 150 may also be filled with liquid fuel to refuel jet eVTOL 50 and hybrid eVTOL.

[0112] A transportation system including an eVTOL 50 with an aerial boom 52 would not require large infrastructure projects. The system could provide precise vehicle location by placing sensors along major thoroughfares. Individual ownership would incentivize automotive and aerospace manufacturers to increase production to meet demand. An efficient eVTOL 50 system would allow automotive companies to continue to use aluminum instead of carbon fiber in the manufacturing process. The use of aluminum is essential to maintain the high-volume manufacturing technology needed to reduce costs and accelerate demand - speeding the transition to eVTOL 50-compatible passenger vehicles. The layout of the carbon fiber eVTOL 50 structure is simple but requires strict adherence to aerospace manufacturing standards to ensure safety. The narrow vehicle 130 design would effectively double road capacity to address intra-city congestion. Although it may seem counterintuitive, producing millions of eVTOL-enabled vehicles per year would quickly reduce traffic congestion and improve air quality.

[0113] Splitting the flying vehicle into two parts, the eVTOL 50 and the ground vehicle 130, allows each to be optimized separately. The modular design provides a practical system solution for eVTOL flight, meeting the needs of both industry and consumers. The design provides on-demand seamless VTOL transportation, covering most sectors of the transportation industry.

[0114] The EVTOL 50 with aerial boom 52 transforms VTOL flight into an affordable, on-demand service that is customer-centric. The design supports private ownership, enticing consumers to purchase a new VTOL-enabled vehicle due to value-added features, namely better ride quality, performance, and safety. One of the best-selling features is the nearly silent flight experience enabled by the long-range propulsion system. Purchasing a new eVTOL-enabled vehicle 130 will allow the owner to fly across town or across the state without hassle. The EVTOL 50 will eliminate the need to build airports - resources will be focused on developing flight control systems and air traffic control systems that are necessary regardless of the vehicle chosen. The EVTOL 50 with aerial boom 52 combined with the vehicle 130 solves the problems associated with urban transportation VTOLs, eVTOLs, and ground transportation vehicles.

[0115] The modular design is able to cover most sectors of the transportation industry. Multiple eVTOL 50s can be coupled together for metro bus services or larger vehicles. Fig.11A and 11B As shown, one embodiment could be a narrow width cab where the occupants could stand rather than sit. This would allow the vehicle to adjust its pre-crash position to change its final position. In the case of a stand-up scooter, front, rear and side flex panels surrounding the vehicle occupants could be used to absorb and distribute energy over a greater proportion of the occupant's body surface. Standing would allow for greater occupancy per vehicle.

[0116] Fig.11A and 11B A large vehicle body 180 is shown. The large vehicle body is compatible with the chassis 136 and the eVTOL 50. Fig.11A In the embodiment of the present invention, the vehicle body 180 is mounted on top of two chassis 136. Using two chassis 136 in tandem increases the lifting capacity and improves the control of the larger vehicle. The two chassis 136 communicate with each other by wire or wireless means to coordinate the tilt and other suspended masses.

[0117] Similarly, in Fig. 11B In FIG. 1 , two eVTOLs 50 are shown attached to vehicle body 134. Using a pair of eVTOLs 50 increases lift capacity and range. Any number of eVTOLs 50 may be used to lift any large load. The eVTOLs 50 may be attached to a load side by side, such as Fig. 11B As shown, or connected end to end to combine thrust. Fig. 11B In the embodiment of the present invention, the power of four eVTOLs 50 can be combined by using two eVTOLs arranged end to end side by side. The ability to combine multiple eVTOLs 50 to increase lift capacity reduces the need to make larger eVTOLs.

[0118] FIG. 12A to FIG. 12DA rocket-powered aircraft is shown adapting the sky boom 52 concept to faster travel speeds and longer travel distances, including into outer space. Fig. 12A The VTOL 200 in FIG. 1 has a rocket dome 202 as a propulsion system, essentially replacing the upper rotor assembly 64. The dome 202 has a rocket engine 204 formed in a ring around the lower edge of the dome. The rocket engine 204 is a conventional bell-shaped nozzle rocket. The dome 202 has a temporary or removable loading ring 206 at the top of the dome for carrying the VTOL 200 using a crane or other lifting mechanism.

[0119] The space boom 210 is attached to the dome 202 by a swivel joint similar to the swivel joint 56 above. The articulated dome 202 is able to use thrust vectoring to change the trajectory of the VTOL 200. The space boom 210 provides space for storage of liquid rocket fuel and batteries for operation of electronic equipment.

[0120] The space boom 210 includes a wing tip retaining slide 212 that can be retained on the tip of the wing 74 in a delta wing configuration. That is, the wing 74 is oriented parallel to the space boom 210, and the two wings lie in similar planes extending from the space boom. The slide 212 holds the tip of the wing 74 against the space boom 210, and the swivel joint 76 allows the wing to flex and act as a control surface. Fig. 12C The dotted wings 54 in the figure show the direction of deflection when the joints 56 rotate. The wings can be rotated to a triangular configuration at a preset altitude, or locked in place when airborne. In another embodiment, the VTOL 200 is launched with stationary wings or no wings at all.

[0121] The vehicle 130 may be loaded as a payload for the VTOL 200, or may carry any other payload. The vehicle 130 may have a heat shield attached underneath the vehicle in place of the chassis 136 to protect the vehicle during takeoff, flight, and reentry. The U-clip joint 216 is used to carry the payload. Fig.12D As shown, the swivel joint attaches the vehicle 130 to the U-shaped clamp joint 216, which allows the vehicle to rotate parallel to the space boom 210 for travel. Fig. 12C As shown, the payload may be loaded into a bell-shaped capsule 220 for attachment to the VTOL 200. The load may also be placed above the wing 74.

[0122] Fig. 12B An alternative embodiment of a rocket dome 202 is shown. Within the circle of the rocket engine 204 is a truncated hammer bell 222. The hammer bell 222 directs the thrust from the rocket engine 204 into the jet exhaust path of the ramjet 224. Fig. 12B The dashed arrows in show the path of air through the ramjet 224. The jet exhaust from the ramjet 224 and the rocket exhaust from the rocket engine 204 combine to form a focused circular thrust plume. The optional internal jet screen 228 is circular to direct the exhaust around the space boom 210 and payload.

[0123] The large diameter dome 202 provides a clean air flow into the ramjet 224. The adjustable inlet cone of the ramjet 224 can be moved forward to close the inlet for re-entry. The exhaust from the rocket engine 204 moves through the end of the hammer bell 222, creating a vacuum that pulls air through the jet engine exhaust nozzle, which is located between the truncated hammer bell and the longer "internal jet screen", thereby enabling the jet engine to produce thrust at lower speeds. Given the size of the ramjet 224 inlet, the engine can operate as a scramjet at higher speeds and altitudes. The exhaust at the ramjet 224 exit forms an internal boundary between the rocket exhaust and the fuselage, thereby reducing the fuselage temperature. The internal boundary layer of air from the high-speed ramjet exhaust reduces the thrust diffusion of the rocket exhaust, which occurs as the pressure decreases as the vehicle moves upward in the atmosphere.

[0124] A second internal screen may be added to direct cooler air from an opening in the top of the dome 202. This screen would be located inside the rocket screen and used to further cool the space boom 210 and the payload. The dome 202 may also be equipped with a rocket and ramjet or a rocket and air breathing jet, rather than an air hammer configuration.

[0125] Fig.12D A launch configuration for a VTOL 200 is shown. A crane uses a loading ring 206 to lift the VTOL 200 and position the bottom surface of the dome on a launch pad 230. The dome 202 includes an integrated support structure 232 within the dome structure to support the weight of the VTOL 200 on the launch pad 230. Suspension from the dome 202 keeps the VTOL 200 in tension prior to takeoff. Propulsion forces located in the dome 202 keep the VTOL 200 in tension during takeoff and flight. Keeping the VTOL 200 in tension allows for beneficial lightweight design changes in structure and materials. The tractor location of the propulsion system also provides greater stability and control throughout the flight envelope. The launch pad 230 can be permanently mounted on the ground, tracks, magnetic tracks, wheeled platforms, or any other suitable base.

[0126] Once launched, the flight trajectory of the VTOL 200 is controlled by thrust vectoring the dome 202 through independent throttling of air hammer nozzles positioned around the perimeter of the dome. The attitude of the space boom 210 and the load relative to the dome 202 can be maintained by warping the elongated delta wings 74 located on either side of the fuselage. The separation of the leading edge of the wing from the fuselage allows the wing to fold up during reentry, thereby providing a controlled flight return to the landing zone. Alternatively, the VTOL 200 can be parachuted to the earth. In one embodiment, the payload is separated from the VTOL 200 and each parachute or descent device glides back to the earth separately.

[0127] With the heat shield 214 attached to the bottom of the gimbal mounted payload, the VTOL 200 may re-enter the Earth's atmosphere dome 202 first, or load first. During the re-entry flight, the wings 74 may remain in the locked delta wing configuration.

[0128] While one or more embodiments of the present invention have been described in detail, those skilled in the art will appreciate that modifications and adaptations may be made to those embodiments without departing from the scope of the invention as set forth in the appended claims.

Claims

1. Electric vertical take-off and landing aircraft (50,200), including: Suspension rod (52); a propulsion assembly coupled to the first end of the boom (52); as well as a first wing (74) coupled to the second end of the boom (52) via a first swivel joint (76) for rotating the first wing (74) about an axis passing through the length of the first wing (74); wherein the entire electric vertical take-off and landing aircraft (50, 200) automatically rotates in response to ambient air moving in a direction from the second end to the propulsion assembly; and The boom (52) rotates in automatic rotation about an axis passing through the length of the boom (52).

2. The electric vertical take-off and landing aircraft (50, 200) according to claim 1, wherein: The propulsion assembly is coupled to the boom (52) via a support (60) including a paddle (62).

3. The electric vertical take-off and landing aircraft (50, 200) according to claim 1 or claim 2, wherein: The second wing (54) is connected to the boom (52) via a second rotating joint (56) so as to enable the second wing (54) to swing forward or backward.

4. The electric vertical take-off and landing aircraft (50, 200) of claim 3, wherein the second wing (54) is coupled to the second rotary joint (56) for rotating the second wing (54) about an axis passing through a length of the second wing (54).

5. The electric vertical take-off and landing aircraft (50, 200) according to any one of claims 1 to 4, wherein: The first wing (74) is connected to the boom (52) via a first rotating joint (76, 216) for swinging the first wing portion (75) forward or backward.

6. The electric vertical take-off and landing aircraft (50, 200) according to any one of claims 1 to 4, further comprising a body (134, 180) connected to the second end of the boom (52); and / or The boom (52) contains an energy source to power the propulsion assembly; and / or further includes A rudder (148) is coupled to the second end of the boom (52).

7. The electric vertical take-off and landing aircraft (50, 200) according to claim 6, wherein: The propulsion assembly includes a rocket dome (202) with an integral air-breathing engine capable of propelling the aircraft out of the Earth's atmosphere.

8. Method of transportation, including: A vertical take-off and landing electric vertical take-off and landing aircraft (50, 200) is provided, wherein the electric vertical take-off and landing aircraft (50, 200) comprises: Suspension rod (52); a propulsion assembly coupled to the first end of the boom (52); and a first wing (74) coupled to the second end of the boom (52) via a first swivel joint (76) for rotating the first wing (74) about an axis passing through the length of the first wing (74); wherein the entire electric vertical take-off and landing aircraft (50, 200) automatically rotates in response to ambient air moving in a direction from the second end to the propulsion assembly; and wherein the boom (52) rotates in automatic rotation about an axis passing through the length of the boom (52); and a payload connector (80) coupled to the second end of the boom (52); and A ground vehicle is provided, the ground vehicle comprising a vehicle body (134, 180) and a docking station (132, 154) disposed on the vehicle body (134, 180); and The vehicle body (134, 180) is picked up by the electric vertical take-off and landing aircraft (50, 200) by attaching a payload connector (80) to the docking station (132, 154).

9. The method according to claim 8, further comprising: Pick up a ground vehicle while it is in motion; and / or Using the electric vertical take-off and landing aircraft (50, 200) to carry the ground vehicle when the chassis (136) of the ground vehicle is disconnected from the body (134, 180); and / or Parking the electric vertical take-off and landing aircraft (50, 200) in a storage bin (150), wherein the electric vertical take-off and landing aircraft (50, 200) is charged or refueled; and / or The electric vertical take-off and landing aircraft (50, 200) and a second electric vertical take-off and landing aircraft (50, 200) are connected in series to carry the vehicle body (134, 180).

10. The method according to claim 8 or 9, further comprising: Making the electric vertical take-off and landing aircraft (50, 200) fly vertically to carry the vehicle body (134, 180); and After receiving the vehicle body (134, 180), the vehicle transitions to horizontal flight. Wherein transitioning to horizontal flight includes rotating the propulsion assembly relative to the boom (52).

11. The method according to claim 8, further comprising: When the electric vertical take-off and landing aircraft (50, 200) is placed in vertical flight, orienting the first wing (74) parallel to the boom (52); as well as During horizontal flight, the first wing (74) is oriented perpendicular to the boom (52).

12. The method according to claim 8, wherein: The ground vehicle includes an active long-travel tilt suspension, and the method includes using the active long-travel tilt suspension to actively position the vehicle to protect vehicle occupants and surrounding pedestrians.

13. The method of claim 12, wherein the desired control attributes are imparted by a hydraulic biasing pump mechanism connected to the fluid side of the impact actuator (140) of the active long travel tilt suspension.

14. The method according to claim 8, further comprising: The ground vehicle chassis (136) is left on the vehicle body, and the attitude of the ground vehicle is controlled during flight using the precession wheel torque of the ground vehicle, wherein the ground vehicle includes all-wheel steering and all-wheel drive to individually control the precession wheel torque of each wheel.

15. The method of claim 8, wherein a second wing (54) connected to a first end of the boom (52) is rotated to fold parallel to the boom (52) in an opposite direction from the first wing (74).

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