Flight power system and flying car
By using a modular flight propulsion system and a rotatable arm design, the problems of flying cars requiring a runway distance and occupying a large space have been solved, enabling vertical take-off and landing and stable flight, reducing assembly costs and increasing lift.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- GUANGDONG HUITIAN AEROSPACE TECH CO LTD
- Filing Date
- 2023-01-31
- Publication Date
- 2026-06-09
AI Technical Summary
Existing flying cars require a runway distance for their flight mechanism, which limits their use in real-world scenarios. Furthermore, traditional helicopter modes occupy a large space but lack sufficient lift.
A modular flight propulsion system was designed, including a flight support and a rotatable arm. The arm can be deployed or retracted to provide vertical take-off and landing capabilities and to achieve stable flight through a rotor mechanism. In land-based mode, the arm can be retracted without interfering with road travel.
It reduces takeoff restrictions, minimizes environmental impact, simplifies assembly costs, and provides greater lift and a smaller footprint. Its simple design makes it suitable for a variety of applications.
Smart Images
Figure CN115958928B_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of flying car technology, and in particular to a flight propulsion system and a flying car. Background Technology
[0002] With technological advancements and social development, people's living standards have significantly improved, leading to higher demands for travel. However, due to increasing traffic congestion in cities, especially large ones, people are wasting more and more time stuck in traffic. To make travel more convenient and faster, people have considered developing flying cars. Flying cars can travel on roads like regular cars, while also avoiding traffic jams by flying in the air, allowing for quick and convenient travel to destinations. However, current flying cars utilize fixed-wing or fixed-wing combined with rotor systems to achieve flight. Although they can switch between flight and land modes, such systems require a runway distance, limiting their practical application. Summary of the Invention
[0003] This application provides a flight propulsion system and a flying car.
[0004] According to a first aspect of this application, an embodiment of this application provides a flight propulsion system for a flying car. The flight propulsion system includes a flight support frame and a first arm and a second arm connected to the flight support frame. The flight support frame is used to connect to the vehicle body of the flying car. The flight support frame includes a connecting frame, a first mounting frame, and a second mounting frame. The connecting frame is used to connect to the vehicle body and has a first end and a second end opposite to each other. The first mounting frame is connected to the first end of the connecting frame and is bent relative to the connecting frame. The second mounting frame is connected to the second end of the connecting frame and is bent relative to the connecting frame to be spaced apart from the first mounting frame. The connecting frame, the first mounting frame, and the second mounting frame together define an accommodating space. The first arm is rotatably connected to the first mounting frame and can rotate relative to the first mounting frame to be in an extended or retracted state. The second arm is rotatably connected to the second mounting frame and can rotate relative to the second mounting frame to be in an extended or retracted state. When the first arm and the second arm are in the retracted state, they are accommodated in the accommodating space.
[0005] According to a second aspect of this application, an embodiment of this application provides a flying car, including a vehicle body, a land propulsion system, and the aforementioned flight propulsion system. The vehicle body is used to carry passengers, the land propulsion system is disposed on the vehicle body and is used to provide power for the flying car to travel on land, and the flight propulsion system is connected to the vehicle body through a flight support and is used to provide power for the flying car to travel in the air.
[0006] In the flight propulsion system provided in this application embodiment, the connecting frame is connected to the body of the flying car, the first mounting frame and the second mounting frame are respectively connected to the opposite ends of the connecting frame, the first arm is rotatably connected to the first frame so as to be in an extended or retracted state relative to the first mounting frame, and the second arm is rotatably connected to the second mounting frame so as to be in an extended or retracted state relative to the second mounting frame. When the first arm and the second arm are in the retracted state, they are accommodated in the accommodating space.
[0007] The aforementioned flight propulsion system enables the flying car to take off and land vertically, requiring only a flat surface slightly larger than the vehicle itself for takeoff and landing, significantly reducing the impact of the surrounding environment and takeoff conditions. Furthermore, the first and second arms are rotatably connected to the flight support. When the flying car is in land-based mode, the two arms are retracted relative to the vehicle body, preventing interference with normal road travel, and the flying car maintains a relatively simple external design. When the flying car is in flight mode, the first and second arms extend relative to the flight support, ensuring stable flight.
[0008] Furthermore, when the flight propulsion system is applied to flying cars, its modular structure allows for the formation of integrated flight modules, facilitating assembly into the flying car's body. It also facilitates disassembly, reduces assembly costs, and provides greater potential for application expansion. Compared to traditional helicopters, it occupies less space but generates more lift. Attached Figure Description
[0009] To more clearly illustrate the technical solution of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.
[0010] Figure 1 This is a schematic diagram of the flight propulsion system provided in the embodiment of this application in the deployed state.
[0011] Figure 2 yes Figure 1 The diagram shows the structure of the flight propulsion system in its retracted state.
[0012] Figure 3 This is another structural schematic diagram of the flight propulsion system provided in the embodiments of this application.
[0013] Figure 4 yes Figure 1 The diagram shows a partial structural schematic of the flight propulsion system.
[0014] Figure 5 yes Figure 4 The diagram shows the structure of the first arm actuation mechanism of the flight propulsion system.
[0015] Figure 6 yes Figure 1 The diagram shows a partial structural schematic of the flight propulsion system.
[0016] Figure 7 yes Figure 6 The diagram shows the structure of the second arm actuation mechanism of the flight propulsion system.
[0017] Figure 8 yes Figure 1 The diagram shows another structural schematic of the flight propulsion system.
[0018] Figure 9 yes Figure 8 The diagram shows the structure of the rotor mechanism of the flight propulsion system.
[0019] Figure 10 yes Figure 8 The diagram shows the rotation direction of the propeller in the rotor mechanism.
[0020] Figure 11 yes Figure 4 The diagram shows the structure of the first locking mechanism of the flight propulsion system.
[0021] Figure 12 yes Figure 4 The diagram shows the structure of the first locking mechanism of the flight propulsion system.
[0022] Figure 13 yes Figure 6 The diagram shows the structure of the second locking mechanism of the flight propulsion system.
[0023] Figure 14 yes Figure 6 The diagram shows the structure of the second locking mechanism of the flight propulsion system.
[0024] Figure 15 This is a schematic diagram of the structure of the flying car provided in the embodiments of this application.
[0025] Figure 16 yes Figure 15 The image shows a top-down view of the flying car. Detailed Implementation
[0026] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are merely some embodiments of the present application, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present application without creative effort are within the scope of protection of the present application.
[0027] If certain terms are used in the specification and claims to refer to specific components, those skilled in the art will understand that hardware manufacturers may use different names to refer to the same component. The specification and claims do not distinguish components based on differences in name, but rather on differences in function. For example, the term "comprising" used throughout the specification and claims is an open-ended term and should be interpreted as "including but not limited to"; "generally" means that those skilled in the art can solve the technical problem and basically achieve the technical effect within a certain margin of error.
[0028] The flight propulsion system and flying car proposed in this application will be further described below with reference to specific embodiments and accompanying drawings.
[0029] Please see Figures 1 to 2 This application provides a flight propulsion system 100, which can be applied to a flying car 200 (e.g., Figure 15 As shown in the figure, it provides lift to the flying car 200, enabling the flying car 200 to achieve vertical take-off and landing.
[0030] In this embodiment, the flight propulsion system 100 includes a flight support 10 and a first arm 30 and a second arm 50 connected to the flight support 10. The flight support 10 is used to connect the body 210 of the flying car 200, and it is used to install the first arm 30, the second arm 50, and other structures of the flying car 200, and can drive the flying car 200 to take off and land vertically and fly. The support structure of the flight support 10 is a hollow frame structure. Compared with other frame structures, the hollow frame structure reduces the inherent load of the flying car 200.
[0031] In this embodiment, the flight support 10 includes a connecting frame 12, a first mounting frame 14, and a second mounting frame 16. The connecting frame 12 is used to connect the vehicle body 210 and is connected between the first mounting frame 14 and the second mounting frame 16 to enhance the structural strength of the flight support 10. The connecting frame 12 has a first end 121 and a second end 123, which are respectively used to connect the first mounting frame 14 and the second mounting frame 16. The first mounting frame 14 is connected to the first end 121 of the connecting frame 12 and is bent relative to the connecting frame 12. The second mounting frame 16 is connected to the second end 123 of the connecting frame 12 and is bent relative to the connecting frame 12 to be spaced apart from the first mounting frame 14. The connecting frame 12, the first mounting frame 14, and the second mounting frame 16 together define an accommodating space 18, which is used to accommodate the first arm 30 and the second arm 50 to save space in the flight propulsion system 100.
[0032] In this embodiment, the first arm 30 is rotatably connected to the first mounting frame 14, and the first arm 30 can rotate relative to the first mounting frame 14 to be in an extended or retracted state. The second arm 50 is rotatably connected to the second mounting frame 16, and the second arm 50 can rotate relative to the second mounting frame 16 to be in an extended or retracted state. When the first arm 30 and the second arm 50 are in the extended state (e.g. Figure 1 As shown), the first arm 30 and the second arm 50 can drive the flying car 200 to take off and land vertically, and fly; when the first arm 30 and the second arm 50 are in a retracted state (as shown), Figure 2 As shown, the first arm 30 and the second arm 50 can be accommodated in the accommodating space 18 to save space in the flight propulsion system 100.
[0033] The aforementioned flight propulsion system 100 enables the flying car 200 to take off and land vertically, allowing it to operate with only a flat surface slightly larger than the vehicle itself, significantly reducing the impact of the surrounding environment and takeoff conditions. Furthermore, the first arm 30 and the second arm 50 are rotatably connected to the flight support 10. When the flying car 200 is in land-based mode, the two arms are retracted relative to the vehicle body, preventing interference with normal road travel, and the flying car maintains a relatively simple external design. When the flying car 200 is in flight mode, the first arm 30 and the second arm 50 extend relative to the flight support 10, stabilizing the flight of the flying car 200.
[0034] Furthermore, when the flight propulsion system 100 is applied to the flying car 200, the flight propulsion system 100 has a modular structure, which can form an integrated flight module. This facilitates assembly into the vehicle body 210 of the flying car 200, and also facilitates disassembly, reduces assembly costs, and provides more possibilities for application expansion. Compared to the traditional helicopter mode, it occupies less space but generates more lift.
[0035] In this application, unless otherwise expressly specified or limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or merely surface contact. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.
[0036] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.
[0037] In this embodiment, the connecting frame 12 is generally an I-beam structure, extending approximately along the first direction X. This application does not limit the specific direction of the first direction X; for example, the first direction X can be the length direction of the body 210 of the flying car 200, or the width direction of the body 210 of the flying car 200. In this embodiment, the first direction X is the length direction of the body 210 of the flying car 200 (e.g., from the front to the rear). Further, specifically in this embodiment, the connecting frame 12 has a hollow structure, on which multiple weight-reducing holes can be provided. The connecting frame 12 can be made of carbon fiber material to reduce the weight of the connecting frame 12 and improve its structural strength. The connecting frame 12 connects the first mounting frame 14 and the second mounting frame 16, and can resist the bending moment caused by the forward sweep of the first arm 30 and the second arm 50. It can also serve as the main load-bearing structure for high and low voltage wiring harnesses, simplifying the structure of the flight support 10 and reducing its manufacturing cost. Furthermore, in this embodiment, the connecting frame 12 is located approximately in the middle of the accommodating space 18, and it houses the first space 181 and the second space 183, which are approximately equal in size, for neatly accommodating the first arm 30 and the second arm 50 in their retracted state. Furthermore, this specification does not limit the cross-sectional shape of the connecting frame 12. For example, in this embodiment, the cross-section of the connecting frame 12 is approximately I-shaped to reduce the weight of the connecting frame 12 and ensure sufficient rigidity. In other embodiments, such as... Figure 3 As shown, the cross-section of the connecting frame 12 can be a closed rectangle to simplify the structure of the connecting frame 12.
[0038] In the description of this application, it should be understood that the terms "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "inside", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the purpose of simplifying the description of this application and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.
[0039] In this embodiment, the first mounting frame 14 includes a first mounting beam 141 and a second mounting beam 143. One end of the first mounting beam 141 is connected to the first end 121 of the connecting frame 12, and the other end extends relative to the connecting frame 12 in a first positive direction W1, wherein the angle between the first positive direction W1 and the first direction X is greater than or equal to 15 degrees and less than or equal to 45 degrees. For example, in this embodiment, the angle between the first positive direction W1 and the first direction X is 30 degrees. Of course, the other end of the first mounting beam 141 can be understood as extending relative to the connecting frame 12 in a second positive direction Y, wherein the second direction Y intersects with the first direction X. Specifically, in this embodiment, the first mounting beam 141 includes a first mounting portion 1411 and a first bending portion 1413. One end of the first mounting portion 1411 is connected to the first end 121, and the other end extends in the first positive direction W1. One end of the first bending portion 1413 is connected to the end of the first mounting portion 1411 away from the first end 121, and the other end extends in the first direction X, so that the first bending portion 1413 bends relative to the first mounting portion 1411 to adapt to the configuration of the flying car 200 and improve the structural strength of the flying support 100. Further, the first bending portion 1413 is provided with a first through hole 1415 (e.g., ...). Figure 4 As shown), part of the structure of the flight propulsion system 100 can be inserted through the first through hole 1415.
[0040] One end of the second mounting beam 143 is connected to the second end 123 of the connecting frame 12, and the other end extends relative to the connecting frame 12 in a first negative direction W2, wherein the angle between the first positive direction W1 and the first negative direction W2 is approximately equal. For example, in this embodiment, the angle between the first negative direction W2 and the first direction X is 30 degrees. Of course, the other end of the second mounting beam 143 can be understood as extending relative to the connecting frame 12 in a negative direction of the second direction Y. Specifically, in this embodiment, the second mounting beam 143 includes a second mounting portion 1431 and a second bending portion 1433. One end of the second mounting portion 1431 is connected to the second end 123, and the other end extends in the first negative direction W2. One end of the second bending portion 1433 is connected to the end of the second mounting portion 1431 away from the second end 123, and the other end extends in the first direction X, so that the second bending portion 1433 bends relative to the second mounting portion 1431 to adapt to the configuration of the flying car 200 and improve the structural strength of the flying support 100. Furthermore, the second bend 1433 is provided with a second through hole 1435 (e.g., Figure 4 As shown), part of the structure of the flight propulsion system 100 can be inserted through the second through hole 1435.
[0041] In this embodiment, the first mounting frame 14 further includes a first support beam 145, which connects the first mounting beam 141 and the second mounting beam 143. The first support beam 145 is used to mount other structures of the flight propulsion system 100. Specifically, in this embodiment, the first support beam 145 connects the first mounting part 1411 and the second mounting part 1431. The cross-section of the first support beam 145 is approximately "C"-shaped. The first support beam 145 can be made of carbon fiber material and sandwiched with foam to improve the rigidity of the first support beam 145, thereby strengthening the structural strength of the frame structure of the flight support 10.
[0042] In this embodiment, the first mounting frame 14 further includes a first reinforcing crossbeam 147, which connects the first mounting beam 141 and the second mounting beam 143. The first reinforcing crossbeam 147 serves as the main force transmission structure of the flight support 10. Specifically, in this embodiment, the first reinforcing crossbeam 147 connects the first bend 1413 and the second bend 1435. The first reinforcing crossbeam 147 can be made of carbon fiber material to balance the bending moments of the first arm 32 and the second arm 34. Furthermore, this specification does not limit the cross-sectional shape of the first reinforcing crossbeam 147. For example, in this embodiment, the cross-section of the first reinforcing crossbeam 147 is approximately I-shaped to reduce its weight. In other embodiments, such as... Figure 3 As shown, the cross section of the first reinforcing beam 147 can be a closed rectangle to simplify the structure of the first reinforcing beam 147.
[0043] In this embodiment, the structure of the second mounting frame 16 is substantially the same as that of the first mounting frame 14. The second mounting frame 16 includes a third mounting beam 161 and a fourth mounting beam 163. One end of the third mounting beam 161 is connected to the first end 121 of the connecting frame 12, and the other end extends relative to the connecting frame 12 in a second positive direction W3, wherein the angle between the second positive direction W3 and the first direction X is greater than or equal to 15 degrees and less than or equal to 45 degrees. For example, in this embodiment, the angle between the second positive direction W3 and the first direction X is 30 degrees. Of course, the other end of the third mounting beam 161 can be understood as extending relative to the connecting frame 12 in a second positive direction Y, wherein the second direction Y intersects with the first direction X. Specifically, in this embodiment, the third mounting beam 161 includes a third mounting portion 1611 and a third bending portion 1613. One end of the third mounting portion 1611 is connected to the first end 121, and the other end extends in the second positive direction W3. One end of the third bending portion 1613 is connected to the end of the third mounting portion 1611 away from the first end 121, and the other end extends in the first direction X, so that the third bending portion 1613 bends relative to the third mounting portion 1611 to adapt to the configuration of the flying car 200 and improve the structural strength of the flying support 100. Further, the third bending portion 1613 is provided with a third through hole 1615 (e.g., ...). Figure 6 As shown), part of the structure of the flight propulsion system 100 can be inserted through the third through hole 1615.
[0044] One end of the fourth mounting beam 163 is connected to the second end 123 of the connecting frame 12, and the other end extends relative to the connecting frame 12 in a second negative direction W4. The angle between the second positive direction W3 and the second negative direction W4 is approximately equal. For example, in this embodiment, the angle between the second negative direction W4 and the first direction X is 30 degrees. Of course, the other end of the fourth mounting beam 163 can be understood as extending relative to the connecting frame 12 in a negative direction of the second direction Y. Specifically, in this embodiment, the fourth mounting beam 163 includes a fourth mounting portion 1631 and a fourth bending portion 1633. One end of the fourth mounting portion 1631 is connected to the second end 123, and the other end extends in the second negative direction W4. One end of the fourth bending portion 1633 is connected to the end of the fourth mounting portion 1631 away from the second end 123, and the other end extends in the first direction X, so that the fourth bending portion 1633 bends relative to the fourth mounting portion 1631 to adapt to the configuration of the flying car 200 and improve the structural strength of the flying support 100. Furthermore, the fourth bend 1633 is provided with a fourth through hole 1635 (e.g. Figure 6 As shown), part of the structure of the flight propulsion system 100 can be inserted through the fourth through hole 1635.
[0045] In this embodiment, the second mounting frame 16 further includes a second support beam 165, which connects the third mounting beam 161 and the fourth mounting beam 163. The second support beam 165 is used to mount other structures of the flight propulsion system 100. Specifically, in this embodiment, the second support beam 165 connects the third mounting part 1611 and the fourth mounting part 1631. The cross-section of the second support beam 165 is approximately "C"-shaped. The second support beam 165 can be made of carbon fiber material with a foam core to improve the rigidity of the second support beam 165, thereby strengthening the structural strength of the frame structure of the flight support 10.
[0046] In this embodiment, the second mounting frame 16 further includes a second reinforcing crossbeam 167, which connects the third mounting beam 161 and the fourth mounting beam 163. The second reinforcing crossbeam 167 serves as the main force transmission structure of the flight support 10. Specifically, in this embodiment, the second reinforcing crossbeam 167 connects the third bend 1613 and the fourth bend 1635. The second reinforcing crossbeam 167 can be made of carbon fiber material to balance the bending moments of the first arm 32 and the second arm 34. Furthermore, this specification does not limit the cross-sectional shape of the second reinforcing crossbeam 167. For example, in this embodiment, the cross-section of the second reinforcing crossbeam 167 is approximately I-shaped to reduce its weight. In other embodiments, such as... Figure 3 As shown, the cross section of the second reinforcing beam 167 can be a closed rectangle to simplify the structure of the second reinforcing beam 167.
[0047] In this embodiment, the first arm 30 and the second arm 50 can be made of carbon fiber material. The first arm 30 and the second arm 50 are used to connect the lifting components of the flying car 200, such as the rotor mechanism 40, to provide mounting points for the lifting components. Furthermore, the first arm 30 and the second arm 50 can house a cooling system, high and low voltage wiring harnesses, etc., to save space in the flying car 200. In this embodiment, there are two first arms 30, each connected to opposite ends of the first reinforcing crossbeam 147. Specifically, in this embodiment, the two first arms 30 are connected to opposite sides of the first mounting frame 14. Each first arm 30 includes a first arm portion 32 and a second arm portion 34. The first arm portion 32 is connected to the end of the first mounting beam 141 away from the connecting frame 12, and the second arm portion 34 is connected to the end of the second mounting beam 143 away from the frame 12. In this embodiment, there are two second arms 50, each connected to opposite ends of the second reinforcing crossbeam 167. Specifically in this embodiment, the two second arms 50 are respectively connected to the opposite sides of the second mounting frame 16. The two second arms 50 include a third arm 52 and a fourth arm 54. The third arm 52 is connected to the end of the third mounting beam 161 away from the connecting frame 12, and the fourth arm 54 is connected to the end of the fourth mounting beam 163 away from the connecting frame 12.
[0048] Furthermore, in this embodiment, when the first arm 30 and the second arm 50 are in a retracted state, the end of the second arm 50 is located between the first arms 30. Specifically, in this embodiment, the first arm 32 and the third arm 34 are located on the side of the connecting frame 12 near the first space 181, and the second arm 34 and the fourth arm 54 are located on the side of the connecting frame 12 near the second space 183. In application, when the first arm 30 and the second arm 50 need to be retracted, the third arm 52 and the fourth arm 54 first rotate relative to the flight support 10. The third arm 52 rotates to a position close to the connecting frame 12 within the first space 181, and the fourth arm 54 rotates to a position close to the connecting frame 12 within the second space 183. Furthermore, the first arm 32 and the second arm 34 rotate relative to the flight support 10. The first arm 32 rotates to a position close to the third arm 52 within the first space 181, and the second arm 34 rotates to a position close to the fourth arm 54 within the second space 183. In their retracted state, both the first arm 30 and the second arm 50 extend along the first direction X, and their distribution within the accommodating space 18 is as follows: the third arm 52 and the fourth arm 54 are located between the first arm 32 and the second arm 34, and the connecting frame 12 is located between the third arm 52 and the fourth arm 54. The first arm 32, the second arm 34, the third arm 52, and the fourth arm 54 are adjacent to each other and arranged side by side along the second direction Y, which can reasonably divide and utilize the accommodating space 18 and reduce the space occupied. The second direction Y intersects the first direction X (e.g., they are perpendicular to each other). In this embodiment, the second direction Y is the width direction of the vehicle body 20.
[0049] Please see Figures 4 to 5In this embodiment, the flight power system 100 further includes a first arm actuation mechanism 20. The first arm actuation mechanism 20 is connected between the first support beam 145 and the first arm 30, and passes through the first through hole 1415 and / or the second through hole 1435. The first arm actuation mechanism 20 is used to drive the first arm 30 to rotate relative to the first mounting frame 14 to be in an extended or retracted state. Furthermore, in order to accommodate the number of first arms 30, there are also two first arm actuation mechanisms 20, and the two first arm actuation mechanisms 20 are respectively connected to the two first arms 30. Specifically, in this embodiment, the first arm actuation mechanism 20 can be an electric actuator. The first arm actuation mechanism 20 includes a first drive unit 22, a first outer sleeve 23, and a first push unit 24. The first drive unit 22 is connected to the first support beam 145, the first outer sleeve 23 is fixedly connected to the first drive unit 22, and the first push unit 24 is connected to the first arm 30. The first push unit 24 is slidably nested with the first outer sleeve 23 and is anti-rotationally connected relative to the first outer sleeve 23. Driven by the first drive unit 22, the first push unit 24 can move axially relative to the first outer sleeve 23 along the first outer sleeve 23, thereby causing the first arm 30 to rotate relative to the first mounting frame 14. In other embodiments, the first arm actuation mechanism 20 can be a rotary motor, linear motor, cylinder, hydraulic cylinder, or other drive device.
[0050] Please see Figures 6 to 7In this embodiment, the flight propulsion system 100 further includes a second arm actuation mechanism 25, the structure of which is substantially the same as that of the first arm actuation mechanism 20. The second arm actuation mechanism 25 is connected between the second support beam 165 and the second arm 50, and passes through the third through hole 1615 and / or the fourth through hole 1635. The second arm actuation mechanism 25 is used to drive the second arm 50 to rotate relative to the second mounting frame 16 to be in an extended or retracted state. Furthermore, to accommodate the number of second arms 50, there are also two second arm actuation mechanisms 25, each connected to one of the two second arms 50. Specifically, in this embodiment, the second arm actuation mechanism 25 can be an electric actuator. The second arm actuation mechanism 25 includes a second drive unit 27, a second outer sleeve 28, and a second push unit 29. The second drive unit 27 is connected to the second support beam 165, the second outer sleeve 28 is fixedly connected to the second drive unit 27, and the second push unit 29 is connected to the second arm 50. The second push unit 29 is slidably nested with the second outer sleeve 28 and is anti-rotationally connected relative to the second outer sleeve 28. Driven by the second drive unit 27, the second push unit 29 can move axially relative to the second outer sleeve 28, thereby causing the second arm 50 to rotate relative to the second mounting frame 16. In other embodiments, the second arm actuation mechanism 25 can be a rotary motor, linear motor, cylinder, hydraulic cylinder, or other drive device.
[0051] Please see Figures 8 to 9 In this embodiment, the flight propulsion system 100 further includes a rotor mechanism 40, which is disposed on the first arm 30 and / or the second arm 50. The rotor mechanism 40 can drive the flying car 200 to take off and land vertically and fly through the first arm 30, the second arm 50, and the flight support 10. Specifically, in this embodiment, there are four sets of rotor mechanisms 40, which are correspondingly disposed on the two first arms 30 and the two second arms 50 to provide lift to the flying car 200 through the first arms 30, the second arms 50, and the flight support 10. Each set of rotor mechanisms 40 includes two rotor assemblies 42, which are respectively connected to opposite sides of the corresponding arm. The rotor assembly 42 includes a drive motor 421 connected to the arm and a propeller 423 connected to the output shaft of the drive motor 421. The drive motor 421 is used to drive the propeller 423 to rotate.
[0052] Furthermore, two drive motors 421 located on the same arm are situated on opposite sides of the arm. The output shafts of these two drive motors 421 are coaxial and extend in opposite directions. The axial direction of the output shafts of the drive motors 421 is approximately parallel to the third direction Z, that is, the axial direction of the output shafts of the drive motors 421 is perpendicular to the first direction X and the second direction Y. A propeller 423 is connected to the output shaft of the corresponding drive motor 421 and can be driven to rotate by the output shaft of the drive motor 421. Since the output shafts of the two drive motors 421 on the same arm are coaxial, the two propellers 423 corresponding to the two drive motors 421 are also coaxial, thus forming a quadcopter, eight-propeller flight module. The third direction Z intersects both the second direction Y and the first direction X. In this embodiment, the third direction Z can be the height direction of the vehicle body 20.
[0053] The rotor mechanism 40 also includes an integrated electronic speed controller (not shown) electrically connected to a drive motor 421 for driving the two propellers 423 in each rotor mechanism 40 to rotate in opposite directions to generate lift.
[0054] Please see Figure 10 The blades of propeller 423 rotate under the action of drive motor 421. The rotation of the blades of propeller 423 needs to be controlled by the installation direction. Specifically, the rotation direction of the blades of propeller 423 is as follows: Figure 10 As shown, CW represents forward rotation (clockwise rotation), and CCW represents reverse rotation (counterclockwise rotation). At the same time, the current input to the drive motor 421 can be controlled by the integrated ESC to achieve the purpose of controlling the lifting speed and orientation.
[0055] Please see Figure 11 In this embodiment, the flight propulsion system 100 further includes a first locking mechanism 60, which is connected to the first arm 30 to limit the position of the first arm 30 relative to the first mounting frame 14 when the first arm 30 is in the deployed state. Furthermore, to accommodate the number of first arms 30, there are two first locking mechanisms 60, each connected to one of the two first arms 30. Further, in this embodiment, the first locking mechanism 60 can be made of aluminum alloy and machined using CNC machining technology.
[0056] Specifically, in this embodiment, the first arm 30 is provided with a first locking part 36 (e.g., Figure 4As shown, the first locking part 36 is located on the side of the first arm 30 near the first reinforcing crossbeam 147. The first locking part 36 can be a through-hole structure, and can cooperate with a portion of the structure of the first locking mechanism 60 to limit the position of the first arm 30 relative to the flight support 10. The first locking mechanism 60 includes a first locking member 62, which is movable relative to the first locking part 36 to engage or disengage from the first locking part 36. When the first locking member 62 is engaged with the first locking part 36, the first locking member 62 passes through the first locking part 36 to fix the position of the first arm 30 relative to the flight support 10. When the first locking member 62 is disengaged from the first locking part 36, the first arm 30 can rotate relative to the flight support 10. In application, when the first arm 30 is deployed relative to the first mounting frame 14, the first locking member 62 is confined to the first locking part 36 to fix the first arm relative to the flight support 10, improving the safety of the flying car 100 in flight mode.
[0057] In this embodiment, the first locking mechanism 60 further includes a first locking drive member 64, which is connected to the side of the first reinforcing beam 147 near the first machine arm 30. The first locking drive member 64 can drive the first locking member 62 to move relative to the first locking part 36. Specifically, in this embodiment, the first locking drive member 64 may include a stator and an output rotor. The stator is fixedly disposed on the side of the first reinforcing beam 147 near the first machine arm 30, and the output rotor is connected between the stator and the first locking member 62. When the output rotor rotates, it can drive the first locking member 62 to extend into or exit the through hole of the first locking part 36, thereby realizing the engagement or disengagement of the first locking member 62 from the first locking part 36. The first locking drive member 64 can be a magnetically driven rotary drive member. For example, both the stator and the output rotor are electromagnets. By controlling the magnitude and direction of the current input to the electromagnet, the output rotor can be rotated relative to the stator. In other embodiments, the first locking drive member 64 can be a rotary motor, rotary cylinder, or other rotary drive member.
[0058] Please see Figure 12 In this embodiment, the flight propulsion system 100 further includes a second locking mechanism 70, the structure of which is substantially the same as that of the first locking mechanism 60. The second locking mechanism 70 is connected to the second arm 50 to limit the position of the second arm 50 relative to the second mounting frame 16 when the second arm 50 is in the deployed state. Furthermore, to accommodate the number of second arms 50, there are two second locking mechanisms 70, each connected to one of the two second arms 50. Further, in this embodiment, the second locking mechanism 70 can be made of aluminum alloy and machined using CNC machining.
[0059] Specifically, in this embodiment, the second arm 50 is provided with a second locking part 56 (e.g., Figure 6 As shown, the second locking part 56 is located on the side of the second arm 50 near the second reinforcing crossbeam 167. The second locking part 56 can be a through-hole structure, and can cooperate with a portion of the structure of the second locking mechanism 70 to limit the position of the second arm 50 relative to the flight support 10. The second locking mechanism 70 includes a second locking member 72, which is movable relative to the second locking part 56 to engage or disengage from the second locking part 56. When the second locking member 72 is engaged with the second locking part 56, the second locking member 72 passes through the second locking part 56 to fix the position of the second arm 50 relative to the flight support 10. When the second locking member 72 is disengaged from the second locking part 56, the second arm 50 can rotate relative to the flight support 10. In application, when the second arm 50 is deployed relative to the second mounting frame 16, the second locking member 72 is confined to the second locking part 56 to fix the second arm relative to the flight support 100, improving the safety of the flying car 100 in flight mode.
[0060] In this embodiment, the second locking mechanism 70 further includes a second locking drive member 74, which is connected to the side of the second reinforcing beam 167 near the second arm 50. The second locking drive member 74 can drive the second locking member 72 to move relative to the second locking part 36. Specifically, in this embodiment, the second locking drive member 74 may include a stator and an output rotor. The stator is fixedly disposed on the side of the second reinforcing beam 167 near the second arm 50, and the output rotor is connected between the stator and the second locking member 72. When the output rotor rotates, it can drive the first locking member 62 to extend into or exit the through hole of the first locking part 36, thereby enabling the second locking member 72 to engage or disengage from the second locking part 56. The second locking drive member 74 can be a magnetically driven rotary drive member. For example, both the stator and the output rotor are electromagnets. By controlling the magnitude and direction of the current input to the electromagnet, the output rotor can be made to rotate relative to the stator. In other embodiments, the second locking drive member 74 can be a rotary motor, rotary cylinder, or other rotary drive member.
[0061] Please see Figure 13 In this embodiment, the flight propulsion system 100 further includes a first locking mechanism 80, which is disposed on the connecting frame 12 to limit the position of the first arm 30 relative to the connecting frame 10 when the first arm 30 is in the retracted state. Further, to accommodate the number of first arms 30, two first locking mechanisms 80 are also provided, respectively disposed on opposite sides of the connecting frame 12. Specifically, in this embodiment, the first arm 30 is provided with a first latching portion 38 (e.g., ...). Figure 4As shown), the first latching portion 38 is located on the side of the first arm 30 near the connecting frame 12. The first latching portion 38 can be a snap-fit structure, and it can cooperate with a portion of the first locking mechanism 80 to limit the position of the first arm 30 relative to the flight support 10. When the first arm 30 is retracted relative to the first mounting frame 14, the first latching portion 38 is engaged with the first locking mechanism 80 to fix the first arm 30 relative to the connecting frame 12. Furthermore, in order to install the first locking mechanism 80, the connecting frame 12 can be provided with a first locking mounting portion 125 (e.g., ...). Figure 4 As shown, to accommodate the number of first locking mechanisms 80, there are also two first locking mounting portions 125. The first locking mounting portions 125 are respectively disposed on opposite sides of the connecting frame 12. The first locking mechanisms 80 are connected to the first locking mounting portions 125, and the first locking mounting portions 125 can also resist the force of the vehicle body 210 in the first direction X. Furthermore, this specification does not limit the material of the first locking mounting portions 125. For example, in this embodiment, the first locking mounting portions 125 can be made of aluminum alloy and processed by CNC machining. In other embodiments, the first locking mounting portions 125 can be made of carbon fiber.
[0062] In this embodiment, the first locking mechanism 80 includes a fixing member 82, a locking member 84, and a retaining member 86. The fixing member 82 is connected to the connecting frame 12 and is used to install the locking member 84 and the retaining member 86. Specifically, in this embodiment, the fixing member 82 includes a first fixing part 821, a second fixing part 823, a first connecting part 825, and a second connecting part 827. The first fixing part 821 is generally plate-shaped and is generally arranged along a first direction X. The first fixing part 821 is adapted to connect to the first locking mounting part 125 of the connecting frame 12. The second fixing part 823 is arranged at a distance from the first fixing part 821. The second fixing part 823 is generally plate-shaped and its extension direction is generally parallel to the extension direction of the first fixing part 821. The second fixing part 823 is used to install the locking member 84 and the retaining member 86. The first connecting portion 825 and the second connecting portion 827 are arranged at intervals relative to each other. The first connecting portion 825 and the second connecting portion 827 are connected between the first fixing portion 821 and the second fixing portion 823. The first connecting portion 825 and the second connecting portion 827 are generally plate-shaped. The first connecting portion 825 and the second connecting portion 827 are generally arranged along the second direction Y. The first fixing portion 821, the second fixing portion 823, the first connecting portion 825 and the second connecting portion 827 together form a receiving space 829. The receiving space 829 is used to accommodate other structures of the first locking mechanism 80.
[0063] In this embodiment, the retaining member 86 is connected to the fixing member 82. The retaining member 86 can cooperate with the first engaging portion 38 to limit the position of the first arm 30 relative to the connecting frame 12. Specifically, in this embodiment, the retaining member 86 includes a first retaining portion 861 and a second retaining portion 863. The first retaining portion 861 and the second retaining portion 863 are connected side by side to the second fixing portion 823. The first retaining portion 861 and the second retaining portion 863 are spaced apart to form a slot 865. The first retaining portion 38 can move relative to the slot 865 to engage or disengage from the slot 865. When the first retaining portion 38 is engaged with the slot 865, the first engaging portion 38 engages with the slot 865 to fix the position of the first arm 30 relative to the flight support 10. When the first retaining portion 38 is disengaged from the slot 865, the first arm 30 can rotate relative to the flight support 10. When in use, when the first arm 30 is retracted relative to the first mounting frame 14, the first holding part 38 is held in the slot 865 to fix the first arm 30 relative to the connecting frame 12, thereby improving the safety of the flying car 100 when it is in land driving mode.
[0064] In this embodiment, the locking member 84 is connected to the holding member 86 and can rotate relative to the fixing member 82 to close or open the slot 865. Specifically, in this embodiment, the locking member 84 includes a locking part 841, a shaft hole 843, a rotating shaft 845, and an input part 847. The shaft hole 843 is fixedly connected to the side of the first holding part 861 away from the second holding part 863. The rotating shaft 845 passes through the shaft hole 843, and the axis of the rotating shaft 845 is arranged approximately along the first direction X. The locking member 841 is connected to the rotating shaft 845 and can rotate around the rotating shaft 845 to close or open the slot 865. The input part 847 is connected between the driving source and the locking part 841. The input part 847 can drive the locking part 841 to rotate around the rotating shaft 845 under the drive of the driving source.
[0065] In this embodiment, the first locking mechanism 80 further includes a locking drive member 88 and a telescopic rod 89. The locking drive member 88 is connected to the fixed member 82, and the telescopic rod 89 is connected between the locking drive member 88 and the locking member 84. The telescopic rod 89 can drive the locking member 84 to rotate relative to the fixed member 82 under the drive of the locking drive member 88. Specifically, in this embodiment, the locking drive member 88 can be a linear drive source, which is connected to the telescopic rod 89 and can push the telescopic rod 89 to move, thereby driving the locking member 84 to rotate relative to the fixed member 82. As an example, the locking drive 88 can be a linear motor. The locking drive 88 can directly convert electrical energy into mechanical energy for the linear motion of the telescopic rod 89 by expanding a closed magnetic field into an open magnetic field. Specifically, the locking drive 88 can include a stator and a mover. The stator is fixedly mounted on the fixing member 82, and the mover is movably connected to the stator and to the telescopic rod 89. When current is applied to the stator, a traveling wave magnetic field is generated in the air gap between the stator and the mover. Under the action of the traveling wave magnetic field and the mover, a driving force is generated, thereby driving the telescopic rod 89 to move linearly, thus causing the input part 847 and the locking part 841 to rotate around the rotation axis 845. In other embodiments, the locking drive 88 can be a linear cylinder or other mechanism capable of performing linear motion.
[0066] Furthermore, in order to install the locking drive 88, the first locking mechanism 80 may also include a drive mounting member 87, which is connected to the fixing member 82. Specifically, the drive mounting member 87 is connected between the first connecting part 825 and the second connecting part 827. The drive mounting member 87 is provided with an installation space 871, and the locking drive 88 is disposed in the installation space 871.
[0067] Please see Figure 14 In this embodiment, the flight propulsion system 100 further includes a second locking mechanism 90, the structure of which is substantially the same as that of the first locking mechanism 80. The second locking mechanism 90 is disposed on the connecting frame 12 to limit the position of the second arm 50 relative to the connecting frame 10 when the second arm 50 is in the retracted state. Furthermore, to accommodate the number of second arms 50, two second locking mechanisms 90 are also provided, respectively disposed on opposite sides of the connecting frame 12. Specifically, in this embodiment, the second arm 50 is provided with a second latching portion 58 (e.g., ...). Figure 6As shown), the second latching portion 58 is located on the side of the second arm 50 near the connecting frame 12. The second latching portion 58 can be a snap-fit structure, and it can cooperate with a portion of the structure of the second locking mechanism 90 to limit the position of the second arm 50 relative to the flight support 10. When the second arm 50 is retracted relative to the second mounting frame 16, the second latching portion 58 is engaged with the second locking mechanism 90 to fix the second arm 50 relative to the connecting frame 12. Further, for mounting the second locking mechanism 90, the connecting frame 12 can be provided with a second locking mounting portion 127. To accommodate the number of second locking mechanisms 90, there are also two second locking mounting portions 127, respectively located on opposite sides of the connecting frame 12. The second locking mechanism 90 is connected to the second locking mounting portion 127 (e.g., ...). Figure 6 As shown, the second locking mounting portion 127 can also resist the force of the vehicle body 210 in the first direction X. Furthermore, this specification does not limit the material of the second locking mounting portion 127. For example, in this embodiment, the second locking mounting portion 127 can be made of aluminum alloy and processed by CNC machining. In some other embodiments, the second locking mounting portion 127 can be made of carbon fiber.
[0068] In this embodiment, the second locking mechanism 90 includes a fixing member 92, a locking member 94, and a retaining member 96. The fixing member 92 is connected to the connecting frame 12 and is used to install the locking member 94 and the retaining member 96. Specifically, in this embodiment, the fixing member 92 includes a first fixing part 921, a second fixing part 923, a first connecting part 925, and a second connecting part 927. The first fixing part 921 is generally plate-shaped and is generally arranged along a first direction X. The first fixing part 921 is adapted to connect to the second locking mounting part 127 of the connecting frame 12. The second fixing part 923 is arranged at a distance from the first fixing part 921. The second fixing part 923 is generally plate-shaped and its extension direction is generally parallel to the extension direction of the first fixing part 921. The second fixing part 923 is used to install the locking member 94 and the retaining member 96. The first connecting portion 925 and the second connecting portion 927 are arranged at intervals relative to each other. The first connecting portion 925 and the second connecting portion 927 are connected between the first fixing portion 921 and the second fixing portion 923. The first connecting portion 925 and the second connecting portion 927 are generally plate-shaped. The first connecting portion 925 and the second connecting portion 927 are generally arranged along the second direction Y. The first fixing portion 921, the second fixing portion 923, the first connecting portion 925 and the second connecting portion 927 together form a receiving space 929. The receiving space 929 is used to accommodate other structures of the second locking mechanism 90.
[0069] In this embodiment, the retaining member 96 is connected to the fixing member 92. The retaining member 96 can cooperate with the second engaging portion 58 to limit the position of the second arm 50 relative to the connecting frame 12. Specifically, in this embodiment, the retaining member 96 includes a first retaining portion 961 and a second retaining portion 963. The first retaining portion 961 and the second retaining portion 963 are connected side by side to the second fixing portion 923. The first retaining portion 961 and the second retaining portion 963 are spaced apart to form a slot 965. The first retaining portion 38 can move relative to the slot 965 to engage or disengage from the slot 965. When the first retaining portion 38 is engaged with the slot 965, the second engaging portion 58 engages with the slot 965 to fix the position of the second arm 50 relative to the flight support 10. When the first retaining portion 38 is disengaged from the slot 965, the second arm 50 can rotate relative to the flight support 10. When in use, when the second arm 50 is retracted relative to the first mounting frame 14, the first holding part 38 is held in the slot 965 to fix the second arm 50 relative to the connecting frame 12, thereby improving the safety of the flying car 100 when it is in land driving mode.
[0070] In this embodiment, the locking member 94 is connected to the holding member 96 and can rotate relative to the fixing member 92 to close or open the slot 965. Specifically, in this embodiment, the locking member 94 includes a locking part 941, a shaft hole 943, a rotating shaft 945, and an input part 947. The shaft hole 943 is fixedly connected to the side of the first holding member 961 away from the second holding member 963. The rotating shaft 945 passes through the shaft hole 943, and the axis of the rotating shaft 945 is arranged approximately along the first direction X. The locking member 941 is connected to the rotating shaft 945 and can rotate around the rotating shaft 945 to close or open the slot 965. The input part 947 is connected between the driving source and the locking part 941. The input part 947 can drive the locking part 941 to rotate around the rotating shaft 945 under the drive of the driving source.
[0071] In this embodiment, the first locking mechanism 80 further includes a locking drive member 98 and a telescopic rod 99. The locking drive member 98 is connected to the fixed member 92, and the telescopic rod 99 is connected between the locking drive member 98 and the locking member 94. The telescopic rod 99 can drive the locking member 94 to rotate relative to the fixed member 92 under the drive of the locking drive member 98. Specifically, in this embodiment, the locking drive member 98 can be a linear drive source, which is connected to the telescopic rod 99 and can push the telescopic rod 99 to move, thereby driving the locking member 94 to rotate relative to the fixed member 92. As an example, the locking drive 98 can be a linear motor. The locking drive 98 can directly convert electrical energy into mechanical energy for the linear motion of the telescopic rod 99 by expanding a closed magnetic field into an open magnetic field. Specifically, the locking drive 98 can include a stator and a mover. The stator is fixedly mounted on the fixing member 92, and the mover is movably connected to the stator and to the telescopic rod 99. When current is applied to the stator, a traveling wave magnetic field is generated in the air gap between the stator and the mover. Under the action of the traveling wave magnetic field and the mover, a driving force is generated, thereby driving the telescopic rod 99 to move linearly, thus causing the input part 947 and the locking part 941 to rotate around the rotation axis 945. In other embodiments, the locking drive 98 can be a linear cylinder or other mechanism capable of performing linear motion.
[0072] Furthermore, in order to install the locking drive 98, the first locking mechanism 80 may also include a drive mounting member 97, which is connected to the fixing member 92. Specifically, the drive mounting member 97 is connected between the first connecting part 925 and the second connecting part 927. The drive mounting member 97 is provided with an installation space 971, and the locking drive 98 is disposed in the installation space 971.
[0073] Please refer to it again. Figure 3 In this embodiment, the flight support 10 further includes a first support leg 101 and a second support leg 103. Both the first support leg 101 and the second support leg 103 are connected to the connecting frame 12. The first support leg 101 and the second support leg 103 are spaced apart along a first direction X to connect to the vehicle body 210. Specifically, in this embodiment, the first support leg 101 and the second support leg 103 are located on the side of the connecting frame 12 near the vehicle body 210. The vehicle body 210 may include a roof crossbeam (not shown in the figure). The first support leg 101 and the second support leg 103 are connected to the roof crossbeam. By designing the first support leg 101 and the second support leg 103, the flight power system 100 achieves a simpler structure, lighter weight, and greater load-bearing capacity for the flight support 10. This specification does not limit the connection method between the first support leg 101, the second support leg 103, and the connecting frame 12. The connection method between the first support leg 101, the second support leg 103, and the connecting frame 12 can be adhesive bonding, screwing, riveting, or a hybrid design.
[0074] Please see Figure 15 Based on the aforementioned flight propulsion system 100, this application also provides a flying car 200. The flying car 200 can take off and land vertically under the drive of the flight propulsion system 100, reducing the impact of the surrounding environment and takeoff conditions on the flight of the flying car 200. The flying car 200 includes a vehicle body 210 for carrying passengers, a land propulsion system 230, and the flight propulsion system 100 provided in any of the above embodiments. The land propulsion system 230 is disposed on the vehicle body 210 and is used to provide power for the flying car 200 to travel on land.
[0075] Please see Figure 15 and Figure 16 The land propulsion system 230 may include a steering mechanism (not shown) connected to the vehicle body 210, as well as tracks, wheels, or other structures that can provide land-based propulsion for the flying vehicle 200 under the drive of the drive mechanism. The wheels may include two front wheels 234 and two rear wheels 236. The two front wheels 234 are connected by a front suspension 238, and the two rear wheels 236 are connected by a rear suspension 239. Both the front suspension 238 and the rear suspension 239 are connected to the vehicle body 210 via a chassis 232. The flight propulsion system 100 is connected to the vehicle body 210 via a flight support 10 and is used to provide propulsion for the flying vehicle 200 to travel in the air.
[0076] In the flight propulsion system provided in this application embodiment, the connecting frame is connected to the body of the flying car, the first mounting frame and the second mounting frame are respectively connected to the opposite ends of the connecting frame, the first arm is rotatably connected to the first frame so as to be in an extended or retracted state relative to the first mounting frame, and the second arm is rotatably connected to the second mounting frame so as to be in an extended or retracted state relative to the second mounting frame. When the first arm and the second arm are in the retracted state, they are accommodated in the accommodating space.
[0077] The aforementioned flight propulsion system enables the flying car to take off and land vertically, requiring only a flat surface slightly larger than the vehicle itself for takeoff and landing, significantly reducing the impact of the surrounding environment and takeoff conditions. Furthermore, the first and second arms are rotatably connected to the flight support. When the flying car is in land-based mode, the two arms are retracted relative to the vehicle body, preventing interference with normal road travel, and the flying car maintains a relatively simple external design. When the flying car is in flight mode, the first and second arms extend relative to the flight support, ensuring stable flight.
[0078] Furthermore, when the flight propulsion system is applied to flying cars, its modular structure allows for the formation of integrated flight modules, facilitating assembly into the flying car's body. It also facilitates disassembly, reduces assembly costs, and provides greater potential for application expansion. Compared to traditional helicopters, it occupies less space but generates more lift.
[0079] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.
[0080] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.
Claims
1. A flight propulsion system, characterized in that, Applied to flying cars, the flight propulsion system includes a flight support frame and two first arms and two second arms connected to the flight support frame; the two first arms include a first arm portion and a second arm portion, and the two second arms include a third arm portion and a fourth arm portion; the flight support frame is used to connect to the vehicle body of the flying car; the flight support frame includes: A connecting frame for connecting the vehicle body, the connecting frame having opposing first and second ends, the connecting frame extending along a first direction; A first mounting frame is connected to the first end of the connecting frame and bent relative to the connecting frame. The first mounting frame includes a first mounting beam and a second mounting beam. One end of the first mounting beam is connected to the first end of the connecting frame, and the other end extends in a positive direction relative to the connecting frame. One end of the second mounting beam is connected to the first end of the connecting frame, and the other end extends in a negative direction relative to the connecting frame. The first mounting beam includes a first mounting portion and a first bent portion, and the second mounting beam includes a second mounting portion and a second bent portion. Both the first bent portion and the second bent portion extend in a first direction. The first bent portion has a first through hole, and the second bent portion has a second through hole. The first mounting frame also includes a first supporting crossbeam and a first reinforcing crossbeam. The first supporting crossbeam connects the first mounting portion and the second mounting portion, and the first reinforcing crossbeam connects the first bent portion and the second bent portion. A second mounting frame, connected to the second end of the connecting frame, and bent relative to the connecting frame to be spaced apart from the first mounting frame, wherein the connecting frame, the first mounting frame, and the second mounting frame together define an accommodating space, wherein the connecting frame is located in the middle of the accommodating space to divide the accommodating space into a first space and a second space; and The first arm actuation mechanism is connected between the first support beam and the first arm, and passes through the first through hole and / or the second through hole; The first arm is rotatably connected to the first mounting frame, and the first arm can rotate relative to the first mounting frame to be in an extended or retracted state; the second arm is rotatably connected to the second mounting frame, and the second arm can rotate relative to the second mounting frame to be in an extended or retracted state; when the first arm and the second arm are in the retracted state, they are housed in the receiving space, wherein the first arm and the second arm in the retracted state both extend along a first direction, and are distributed in the receiving space as follows: the first arm and the third arm are located in the first space, the second arm and the fourth arm are located in the second space, and the connecting frame is located between the third arm and the fourth arm; the first arm, the second arm, the third arm and the fourth arm are adjacent to each other and are placed side by side along the second direction, the second direction intersecting the first direction.
2. The flight propulsion system as described in claim 1, characterized in that, The flight propulsion system further includes a first locking mechanism connected to the first arm. The first arm has a first locking portion. The first locking mechanism includes a first locking member movable relative to the first locking portion. When the first arm is deployed relative to the first mounting frame, the first locking member is limited to the first locking portion, thereby fixing the first arm relative to the flight support; and / or The flight power system also includes a second locking mechanism connected to the second arm. The second arm is provided with a second locking part. The second locking mechanism includes a second locking member that can move relative to the second locking part. When the second arm is deployed relative to the second mounting frame, the second locking member is limited to the second locking part so that the second arm is fixed relative to the flight support.
3. The flight propulsion system as described in claim 1, characterized in that, The flight propulsion system further includes a first locking mechanism disposed on the connecting frame. The first arm is provided with a first latching part. When the first arm is retracted relative to the first mounting frame, the first latching part is latched onto the first locking mechanism to fix the first arm relative to the connecting frame.
4. The flight propulsion system as described in claim 3, characterized in that, The first locking mechanism includes a fixing member, a locking member, and a retaining member. The fixing member is connected to the connecting frame, and the retaining member is connected to the fixing member. The retaining member has a retaining groove, and the first engaging part retains itself in the retaining groove so that the first arm is fixed relative to the connecting frame. The locking member is connected to the retaining member and can rotate relative to the fixing member to close or open the retaining groove.
5. The flight propulsion system as described in claim 4, characterized in that, The first locking mechanism further includes a locking drive and a telescopic rod. The locking drive is connected to the fixed member, and the telescopic rod is connected between the locking drive and the locking member. The telescopic rod drives the locking member to rotate relative to the fixed member under the drive of the locking drive.
6. The flight propulsion system as described in claim 1, characterized in that, The first arm and the second arm are respectively connected to opposite sides of the first mounting frame; the third arm and the fourth arm are respectively connected to opposite sides of the second mounting frame; when the first arm and the second arm are in a retracted state, the ends of the third arm and the fourth arm are located between the first arm and the second arm.
7. The flight propulsion system as described in any one of claims 1 to 6, characterized in that, The first arm is connected to the end of the first mounting beam away from the connecting frame, and the second arm is connected to the end of the second mounting beam away from the connecting frame.
8. The flight propulsion system as described in claim 7, characterized in that, The two first arms are respectively connected to the opposite ends of the first reinforcing beam.
9. A flying car, characterized in that, include: The vehicle body is used to carry passengers; A land-based propulsion system is installed on the vehicle body and is used to provide the flying car with the power to move on land; as well as The flight propulsion system as described in any one of claims 1 to 8, wherein the flight propulsion system is connected to the vehicle body via the flight support and is used to provide power for the flying car to travel in the air.