A flying car and a control method thereof

Abstract

The application discloses a flying car and a control method thereof. The flying car comprises a fuselage, a rotor lift mechanism and a blow wing lift mechanism. The rotor lift mechanism is arranged on the fuselage and can be folded and unfolded on the outside of the fuselage. The unfolded rotor lift mechanism can provide the fuselage with a first lift. The blow wing lift mechanism is arranged in the fuselage and located at the upper part of the fuselage. The blow wing lift mechanism is used for providing the fuselage with a second lift. The rotor lift mechanism is unfolded on the outside of the fuselage, and the rotor of the rotor lift mechanism is rotated to provide the fuselage with the first lift, so that the flying car has vertical take-off and landing energy supply and can fly in the air. The blow wing lift mechanism is arranged at the upper part of the fuselage, and the blow wing lift mechanism works as the second lift in the fuselage, which is beneficial to the vertical take-off and landing and the safe flight in the air of the flying car.

Description

Technical Field

[0001] This invention relates to the technical field of flying cars, and in particular to a flying car and its control method. Background Technology

[0002] As a future trend in transportation, flying cars can alleviate traffic congestion and improve transportation efficiency, so the industry has never stopped researching and developing flying cars.

[0003] However, current flying cars with vertical takeoff and landing capabilities and fixed wings typically consist of a fixed wing, a horizontal engine, and multiple rotors. During vertical takeoff and landing, the rotors provide the necessary lift. During horizontal flight, the horizontal engine provides forward thrust, while the fixed wing provides the required lift. However, the fixed wings of current flying cars occupy a significant amount of space; furthermore, existing rotor mechanisms fail to provide sufficient lift. Summary of the Invention

[0004] This invention aims to at least solve one of the technical problems existing in the prior art. To this end, this invention proposes a flying car that enables vertical takeoff and landing and flight, alleviating traffic congestion and improving transportation efficiency.

[0005] This invention also proposes a control method for a flying car.

[0006] According to a first aspect of the present invention, the flying car comprises:

[0007] body;

[0008] A rotor lift mechanism, wherein the rotor lift mechanism is disposed on the fuselage, the rotor lift mechanism can be folded out to the outside of the fuselage, and the unfolded rotor lift mechanism can provide a first lift to the fuselage; and

[0009] A blown-wing lift mechanism is disposed in the fuselage and located at the upper part of the fuselage, and the blown-wing lift mechanism is used to provide a second lift to the fuselage.

[0010] The flying car according to embodiments of the present invention has at least the following beneficial effects: by deploying the rotor lift mechanism on the outside of the fuselage and rotating its rotor, the first lift can be provided to the fuselage, thus enabling the flying car to provide power for vertical take-off and landing and to fly in the air; while the blown wing lift mechanism is located on the upper part of the fuselage, and when it is in operation, it can serve as the second lift in the fuselage, which is more conducive to the vertical take-off and landing and flight of the flying car.

[0011] According to some embodiments of the present invention, the rotor lift mechanism includes:

[0012] The arm has a first end rotatably mounted on the body of the machine, and the arm can be rotatably moved closer to the body of the machine or rotatably extended to the outside of the body of the machine;

[0013] A rotor is foldably mounted at the second end of the arm. The rotor is rotatably connected to the second end of the arm via a rotor motor. The second end of the arm is bent to allow the arm to horizontally support the rotor.

[0014] According to some embodiments of the present invention, a clearance portion is provided in the middle of both sides of the fuselage, and the rotor lift mechanism can be folded and stored in the clearance portion. The folded rotor lift mechanisms on both sides of the fuselage are arranged vertically.

[0015] According to some embodiments of the present invention, a blower duct is provided on the upper part of the fuselage. The blower duct has a first duct opening and a second duct opening. The first duct opening is located on the front side of the fuselage, and the second duct opening is located on the rear side of the fuselage. The blower lift mechanism is disposed in the blower duct, and the blower lift mechanism includes:

[0016] A crossflow fan is provided, which is disposed in the blower duct and close to the first duct opening, and the axis of the crossflow fan is parallel to the left-right direction.

[0017] A plurality of first blades are arranged sequentially, and the first blades are movably disposed in the blower duct and located downstream of the crossflow fan.

[0018] According to some embodiments of the present invention, the blow-wing lift mechanism further includes a second wing, which is movably disposed in the blow-wing duct and located in the first duct opening, and the second wing is rotatably covered by the first duct opening.

[0019] According to some embodiments of the present invention, the first wing is provided with two pieces, the first wing being higher than the first wing being lower, and the tail end of the first wing being overlapped with the front end of the first wing being lower.

[0020] According to a second aspect of the present invention, a control method for a flying car is applied to a flying car, the flying car comprising:

[0021] The fuselage is equipped with drive wheels for land travel;

[0022] A rotor lift mechanism, wherein the rotor lift mechanism is disposed on the fuselage and arranged on the outer side of the fuselage, the rotor lift mechanism can be folded out on the outer side of the fuselage, and the unfolded rotor lift mechanism can provide a first lift to the fuselage; and

[0023] A blown-wing lift mechanism is disposed in the fuselage and located at the upper part of the fuselage, and the blown-wing lift mechanism is used to provide a second lift to the fuselage;

[0024] The flying car can be used in both land driving and air flying states.

[0025] The control method includes:

[0026] Issue a usage status command to the flying car;

[0027] Determine the usage status instruction;

[0028] If in land driving mode, drive the drive wheels and shut down the blower lift mechanism and the rotor lift mechanism;

[0029] If in flight, the drive wheel is turned off, and the rotor lift mechanism and the blower lift mechanism are driven.

[0030] The control method for a flying car according to embodiments of the present invention has at least the following beneficial effects: The opening and closing of the rotor lift mechanism and the blown wing lift mechanism are controlled according to the usage state of the flying car. If the flying car is in a land-based driving state, the drive wheels on the flying car are driven so that it can drive on land like a car, while the blown wing lift mechanism is closed and the rotor lift mechanism is folded and stored on both sides of the fuselage to avoid interference from obstacles on the land. If the flying car is in an aerial flight state, the drive wheels on the rotor car are closed, while the rotor lift mechanism is driven to unfold onto the outside of the fuselage. When the rotor lift mechanism generates sufficient lift, the flying car can achieve vertical take-off and landing. Simultaneously, the blown wing lift mechanism can be driven to provide additional lift to the fuselage, facilitating the take-off, landing, and flight of the flying car.

[0031] According to some embodiments of the second aspect of the present invention, the control method further includes: determining that if the usage status command is an airborne flight status command, shutting off the drive wheel and driving the rotor lift mechanism.

[0032] According to some embodiments of the second aspect of the present invention, a clearance portion is provided at the middle of both sides of the fuselage, and the rotor lift mechanism can be folded and stored in the clearance portion. The rotor lift mechanism further includes:

[0033] A machine arm, one end of which is rotatably mounted on the machine body; and

[0034] A rotor, which is foldable and mounted at the other end of the arm;

[0035] The control method includes:

[0036] If the flying car is in flight mode, the arms and rotors are deployed to the outside of the fuselage.

[0037] If the flying car is in a land-based driving mode, the arms and rotors are folded and stored in the clearance section.

[0038] According to some embodiments of the second aspect of the present invention, a wing-blowing duct is provided on the upper part of the fuselage, the wing-blowing duct having a first duct opening and a second duct opening, the first duct opening being located on the front side of the fuselage, and the second duct opening being located on the rear side of the fuselage, the wing-blowing lift mechanism being disposed in the wing-blowing duct, the wing-blowing lift mechanism comprising:

[0039] A crossflow fan is provided, which is disposed in the blower duct and close to the first duct opening, and the axis of the crossflow fan is parallel to the left-right direction.

[0040] A plurality of first vanes are arranged sequentially, the first vanes being movably disposed in the blower duct and located downstream of the crossflow fan; and

[0041] The second wing is movably disposed in the blow wing duct and located in the opening of the first duct;

[0042] The control method includes:

[0043] If the flying car is in flight mode, the arms and rotors are deployed to the outside of the fuselage and the crossflow fan is driven.

[0044] If the flying car is in a land-based driving state, the arms and rotors can be folded into the clearance section on the outside of the fuselage, and the crossflow fan can be turned off.

[0045] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0046] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0047] Figure 1 This is a schematic diagram of the folding rotor lift mechanism of the flying car according to an embodiment of the present invention;

[0048] Figure 2 for Figure 1 A schematic diagram of the flying car from another perspective;

[0049] Figure 3 This is a schematic diagram showing the unfolding rotor lift mechanism of a flying car according to an embodiment of the present invention;

[0050] Figure 4 for Figure 3 A schematic diagram of the flying car from another perspective;

[0051] Figure 5 This is a schematic diagram of the blow-wing lift mechanism inside the flying car according to an embodiment of the present invention;

[0052] Figure 6 This is a flowchart illustrating the control method for a flying car according to a second aspect of the present invention.

[0053] Figure label:

[0054] 10 fuselage; 11 drive wheels; 12 clearance section;

[0055] Rotor lift mechanism 20; arm 21; rotor 22; rotor motor 221;

[0056] 30: Blowing wing lift mechanism; 31: Crossflow fan; 32: First wing; 33: Second wing; 34: Blowing wing air duct; 341: First air duct opening; 342: Second air duct opening;

[0057] Tail wing mechanism 40; wing plate 41; support plate 42. Detailed Implementation

[0058] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0059] In the description of this invention, it should be understood that the orientation descriptions, such as up, down, front, back, left, right, etc., are based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, 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 limiting this invention.

[0060] In the description of this invention, "several" means one or more, "more than" means two or more, "greater than," "less than," and "exceeding" are understood to exclude the stated number, while "above," "below," and "within" are understood to include the stated number. The use of "first" and "second" in the description is merely for distinguishing technical features and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features, or implicitly indicating the order of the indicated technical features.

[0061] In the description of this invention, unless otherwise explicitly defined, terms such as "set up," "install," and "connect" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this invention in conjunction with the specific content of the technical solution.

[0062] Reference Figures 1 to 4 According to a first aspect embodiment of the present invention, the flying car includes: a fuselage 10, a rotor lift mechanism 20, and a blown wing lift mechanism 30. The rotor lift mechanism 20 is disposed on the fuselage 10 and is foldable to the outside of the fuselage 10, and the unfolded rotor lift mechanism 20 can provide a first lift to the fuselage 10; the blown wing lift mechanism 30 is disposed in the fuselage 10 and located at the upper part of the fuselage 10, and the blown wing lift mechanism 30 is used to provide a second lift to the fuselage 10.

[0063] By deploying the rotor lift mechanism 20 on the outside of the fuselage 10 and rotating its rotor 22, the fuselage 10 receives primary lift, enabling the flying car to perform vertical takeoff and landing and fly in the air. The blown wing lift mechanism 30, located on the upper part of the fuselage 10, provides secondary lift, further facilitating vertical takeoff and landing and flight. It should be noted that the rotor lift structure 22 should be evenly distributed above the fuselage 10 to provide uniform lift, ensuring stable takeoff and landing for the flying car.

[0064] In other embodiments, the flying car also includes a tail wing mechanism 40, which is elliptical and detachably mounted above the tail of the fuselage 10. The tail wing mechanism 40 includes a wing plate 41, a support plate 42, and a drive unit (not shown in the figure). The two ends of the wing plate 41 are connected to the support plate 42. The drive unit is located in the fuselage 10, and the output end of the drive unit is connected to the support plate 42, thereby controlling the take-off and landing of the wing plate 41.

[0065] When the flying car is driving on land, the tail wing mechanism 10 can be raised to form the car's tail wing. During the high-speed driving of the flying car, the wing plate 41 of the raised tail wing mechanism 40 can generate downforce, allowing the flying car to generate greater grip and effectively reduce the air resistance generated by the flying car at high speed. It can also counteract some of the lift, control the flying car to float, reduce the impact of wind resistance, and allow the flying car to drive close to the road, improving driving stability. In addition, it can also make the flying car more aesthetically pleasing.

[0066] When the flying car is in flight, the wing plate 41 of the descending tail mechanism 40 can prevent the generation of downforce, thereby preventing the offset of lift and facilitating the flying car to float.

[0067] Reference Figures 1 to 4 In some embodiments of the present invention, specifically, the rotor lift mechanism 20 includes: an arm 21 and a rotor 22. The first end of the arm 21 is rotatably mounted on the fuselage 10, and the arm 21 can be rotatably moved close to the fuselage 10 or rotatably extended to the outside of the fuselage 10; the rotor 22 is foldable and mounted on the other end of the arm 21, and the rotor 22 is rotatably connected to one end of the arm 21 via a rotor motor 221; the second end of the arm 21 is bent to horizontally support the rotor 22.

[0068] It is conceivable that a flying car can drive on land as a car, so drive wheels 11 are installed on the lower part of its fuselage 10. Driven by the drive wheels 11, the flying car can move on land. However, in order to enable the flying car to smoothly pass through most road conditions and improve its practicality, the rotor lift mechanism 20 can be set on the top or sides of the fuselage 10. The rotor lift mechanism 20, which is folded on the top or sides of the fuselage 10, makes the overall structure of the flying car compact, allowing the flying car to drive smoothly on urban roads or highways, thus meeting the driving requirements of a car.

[0069] Therefore, the rotatable end of the arm 21 can be respectively mounted on the housing of the drive wheel 11. The end of the arm 21 connected to the housing can be configured as a universal joint, allowing the other end of the arm 21 to unfold outward and simultaneously be lifted upward, thereby lifting the rotor 22 at the other end of the arm 21 above the fuselage 10. Then, the rotor 22 can be driven to rotate rapidly by the rotor motor 221. The high-speed rotation of the rotor 22 generates the first lift, thus providing the first lift for the flying car, enabling the flying car to take off and land vertically. Rotor lift mechanisms 20 can be provided at each of the four corners of the fuselage 10, providing the first lift at each of the four corners of the fuselage 10, thereby enabling the flying car to take off and land smoothly.

[0070] In addition to being located on top of the fuselage 10, the rotor lift mechanism 20 can also be located on either side of the fuselage 10 in some embodiments. A clearance portion 12 is provided in the middle of both sides of the fuselage 10, and the rotor lift mechanism 20 can be folded and stored within the clearance portion 12. The middle of the left and right sides of the fuselage 10 is recessed, while the four drive wheels 11 are protruding. It should be noted that the distance between the front wheels of the fuselage 10 should conform to the standard distance between the front wheels of a conventional car. The clearance portion 12 is thus formed in the middle of both sides of the fuselage 10. When the flying car is driven on land, to prevent the rotor lift mechanism 20 from interfering with surrounding vehicles, trees, or buildings and hindering its land travel, the rotor lift mechanism 20 is stored in the clearance portion 12 beside the fuselage 10, thus making the width of the fuselage 10 the same as the width of a car, thereby facilitating the flying car's movement on land.

[0071] It should be noted that the second end of the arm 21 is bent to horizontally support the rotor 22. Specifically, when the flying car is used as a vehicle, the arm 21 is folded to the side of the fuselage 10, and the second end of the arm 21 bends upward. The space created by the upward bend allows the rotor 22 to be folded and pressed against one side of the arm 21 via a hinge, enhancing the compactness of the structure. When the flying car is used as an aircraft, the first end of the arm 21 rotates, flipping the second end of the arm 21 to the upper side of the fuselage 10. Since the second end of the arm 21 is bent, it can horizontally support the rotor motor 221, thereby making the rotor 22 horizontally positioned and generating a second upward lift force.

[0072] Reference Figures 1 to 4 In some embodiments of the present invention, a blower duct 34 is provided on the upper part of the fuselage 10. The blower duct 34 has a first duct opening 341 and a second duct opening 342. The first duct opening 341 is located on the front side of the fuselage 10, and the second duct opening 342 is located on the rear side of the fuselage 10. A blower lift mechanism 30 is disposed in the blower duct 34. The blower lift mechanism 30 includes a crossflow fan 31 and a plurality of first blades 32. The crossflow fan 31 is disposed in the blower duct 34 and close to the first duct opening 341. The axis of the crossflow fan 31 is parallel to the left-right direction. The plurality of first blades 32 are arranged sequentially. The first blades 32 are movably disposed in the blower duct 34 and located downstream of the crossflow fan 31.

[0073] Specifically, when the rotor lift mechanism 20 lifts the flying car into the air, it can fly or hover (not shown in the figure) through the propulsion mechanism installed inside the flying car. Activating the blower lift mechanism 30 provides a second lift for the flying car. Specifically, the axis of the crossflow fan 31 is parallel to the left-right direction shown in the figure. The crossflow fan 31 can draw air from the front of the flying car into the crossflow fan 31 and blow it out onto the first blade 32 downstream of the blower duct 34. It should be noted that the front end of the first blade 32 is rotatably mounted in the blower duct 34. Specifically, it can be rotatably mounted in the blower duct 34 via a connecting shaft (not shown in the figure). Furthermore, an adjusting element (not shown in the figure) is connected to the lower end of the first blade 32 to adjust the angle between the first blade 32 and the airflow.

[0074] The blown-wing lift mechanism 30 can provide a second lift to the fuselage 10, thus reducing the burden on the rotor lift mechanism 20. Therefore, it is understandable that the setting of the blown-wing lift mechanism 30 can reduce the power consumption of the rotor lift mechanism 20, and at the same time, it can also reduce the turning radius of the rotor 22 of the rotor lift mechanism 20, thereby reducing the footprint of the flying car; in addition, the blown-wing lift mechanism 30 provides a second lift, which is more conducive to the flight of the flying car, thereby increasing the flight speed, and the additional second lift can make the flying car safer.

[0075] Specifically, the crossflow fan 31 draws air from the front into the wing-blowing duct 34 through the first air duct opening 341, forming an airflow. This airflow is then accelerated by the crossflow fan 31, creating a high-speed airflow that blows onto the first wing 32 behind the crossflow fan 31, and finally exits from the second air duct opening 342 of the wing-blowing duct 34. It should be noted that the first wing 32 has a conventional wing structure. The high-speed airflow passing over the first wing 32 creates a significant pressure difference between its upper and lower surfaces, with the pressure on the lower surface being greater than that on the upper surface. This generates a second upward lift force, which acts on the fuselage 10 through the connecting shaft, ultimately providing additional lift to the fuselage 10. It should also be noted that the working crossflow fan 31, blowing air backward, also provides forward thrust to the flying car.

[0076] The air duct 34 is located on the upper part of the fuselage 10 and has a flat airflow channel. This allows the airflow from the crossflow fan 31 directly blowing onto the first blade 32 behind it to form a flat, thin airflow layer, making the high-speed airflow more straight, concentrated, and uniform, thus facilitating the adjustment of the first blade 32. Under the adjustment of the regulating components, the airflow can be manipulated, thereby achieving intermittent and pulsating control of the airflow and changing the second lift.

[0077] It should also be noted that the adjusting component can be an adjusting cylinder or an adjusting motor; no specific limitation is made in this embodiment, as long as the first winglet 32 ​​can be rotated around the axis of the connecting shaft. The adjusting component can adjust the first winglet, causing the first winglet 32 ​​to rotate around the connecting shaft as the rotation center, thereby adjusting the angle between the first winglet 32 ​​and the airflow, and thus adjusting the angle of attack of the first winglet 32, ultimately changing the magnitude of the second lift, and finally providing different magnitudes of second lift to the fuselage 10 to meet more complex and variable flight environments.

[0078] Furthermore, referring to Figures 1 to 5 In some embodiments of the present invention, the blow-wing lift mechanism 30 further includes a second wing 33, which is movably disposed in the blow-wing air duct 34 and located in the first air duct opening 341. The second wing 33 is rotatably disposed at the first air duct opening 341. Similar to the first wing 32, one end of the second wing 33 can be connected to the fuselage 10 via a connecting shaft, and an adjusting member can be connected to the lower end of the second wing 33. The angle between the second wing 33 and the airflow can be adjusted by the adjusting member, that is, the angle of attack between the second wing 33 and the airflow can be adjusted, thereby adjusting the air intake angle and changing the magnitude of the second lift. When the flying car is driving on land, the second wing 33 can be rotated to block the first air duct opening 341, preventing airflow from entering through the first air duct opening 341 during driving, thus preventing the blow-wing lift mechanism 30 from generating second lift, which is detrimental to the flying car's driving on land. Furthermore, it should be emphasized that the second wing 33 can be arc-shaped, with the convex part of the second wing 33 facing the windward direction, i.e., the front as shown in the figure. When the flying car moves forward, the convex part of the second wing 33 can guide the airflow to the top of the fuselage 10, allowing the flying car to generate greater grip. This can effectively reduce the air resistance generated by the flying car at high speed, thus making it easier for the flying car to travel on land. Therefore, it can be imagined that the curvature of the convex part of the second wing 33 should match and connect with the front of the fuselage 10 so that the airflow can smoothly blow along the surface of the fuselage 10, thereby reducing air resistance and making it easier for the flying car to travel on land.

[0079] Reference Figures 1 to 5Specifically, in some embodiments of the present invention, the first winglet 32 ​​may be provided in two parts, with the foremost first winglet 32 ​​being higher than the rearmost first winglet 32, and the tail end of the foremost first winglet 32 ​​overlapping the front end of the rearmost first winglet 32. It is understood that the two separately provided first winglets 32 can be connected to the fuselage 10 via connecting shafts, and the angle between the first winglet 32 ​​and the airflow can be adjusted individually by adjusting components, so that the two separately provided first winglets 32 can each provide a second lift to the fuselage 10. It is also understood that if the foremost first winglet 32 ​​is higher than the rearmost first winglet 32, and the tail end of the foremost first winglet 32 ​​overlaps with the rearmost first winglet 32, then the airflow blowing from the foremost first winglet 32 ​​can be smoothly blown into the rearmost first winglet 32, thereby avoiding airflow turbulence, which is detrimental to the first winglet 32 ​​generating lift. It should be noted that the number of first winglets 32 is not specifically limited and can be adjusted according to the specifications of the flying car or the specifications of the first winglets 32. It can be 3, 4, or even more first winglets 32. A larger number of first winglets 32 can provide more additional lift.

[0080] In other embodiments, the first blades 32 can also be arranged in a sequentially connected manner (the connection is not shown in the schematic diagram). That is, when there are three first blades 32, they are sequentially defined as the front first blade 32, the middle first blade 32, and the rear first blade 32 along the airflow direction. The front first blade 32 is rotatably connected to the fuselage 10 via a connecting shaft, and the front end of the middle first blade 32 is rotatably connected to the end of the front first blade 32 via a connecting shaft. Therefore, it is conceivable that the front end of the rear first blade 32 is rotatably connected to the end of the middle first blade 32 via a connecting shaft. The upper and lower surfaces of the front, middle, and rear first blades 32 form complete upper and lower surfaces, which facilitates the generation of the second lift. The sequential connection also avoids airflow turbulence that would be detrimental to the generation of the second lift. At the same time, adjustment components are connected to the lower surfaces of the front, middle, and rear first blades 32, respectively, so that the angle between the front, middle, and rear first blades 32 and the airflow can be adjusted individually, thereby changing the second lift.

[0081] In summary, the flying car with rotor lift mechanism 20 and blown wing lift mechanism 30 can achieve vertical take-off and landing, which can alleviate traffic congestion. At the same time, the addition of blown wing lift mechanism 30 provides additional lift, which can reduce the power consumption of rotor lift mechanism 20 and reduce the turning radius of rotor 22 of rotor lift mechanism 20. This allows for a smaller structure of rotor lift mechanism 20, making the flying car structure more compact and more conducive to both land driving and air flight.

[0082] Furthermore, the added blow-wing lift mechanism 30 provides additional lift, which can reduce the turning radius of the rotor 22, thereby accelerating the dynamic response speed of the rotor 22 and enabling rapid ascent and descent. Moreover, the reduced radius of the rotor 22 also reduces the possibility of the rotor 22 breaking due to flapping. Secondly, it eliminates the need for additional rotor structures, thus improving the airworthiness of the flying car, which in turn increases its range and load-bearing capacity.

[0083] According to a second aspect of the present invention, a control method for a flying car is applied to a flying car, the flying car comprising: a fuselage 10, a rotor lift mechanism 20, and a blown wing lift mechanism 30. The fuselage 10 includes drive wheels 11 for land travel; the rotor lift mechanism 20 is disposed on the fuselage 10 and arranged on its outer side, the rotor lift mechanism 20 being deployable on the outer side of the fuselage 10, and the deployed rotor lift mechanism 20 providing a first lift to the fuselage 10; the blown wing lift mechanism 30 is disposed within the fuselage 10 and located at its upper part, the blown wing lift mechanism 30 providing a second lift to the fuselage 10; the flying car's operating states include a land travel state and an air flight state.

[0084] The flying car also includes a tail wing mechanism 40, which is elliptical and mounted above the rear of the fuselage 10. When the flying car is driving on land, the tail wing mechanism 40 can be raised to form the car's tail wing. During high-speed driving, the tail wing mechanism 40 can generate downforce, allowing the flying car to have greater grip and effectively reducing air resistance generated when the flying car is driving at high speed. It can also counteract some lift, control the flying car to float, reduce the impact of wind resistance, and allow the flying car to drive close to the road, improving driving stability. In addition, it can also make the flying car more aesthetically pleasing.

[0085] Reference Figure 6 The control method includes: first, issuing a usage command to the control center of the flying car; the flying car determining the usage status command; if it is in a land driving state, driving the drive wheel 11 and shutting down the blow-wing lift mechanism 30 and the rotor lift mechanism 20; if it is in an air flight state, shutting down the drive wheel 11 and driving the rotor lift mechanism 20 and the blow-wing lift mechanism 30.

[0086] Specifically, if the command for the flying car's usage state is "land driving state," then the flying car is a flying car that drives on land. Therefore, the flying car controls the opening and closing of the rotor lift mechanism 20 and the blown wing lift mechanism 30 according to the usage state. If the flying car is in land driving state, the rotor lift mechanism 20 is folded and placed close to the fuselage 10 to prevent the deployed rotor lift mechanism 20 from colliding with obstacles on the ground, which would be detrimental to the flying car's movement. At the same time, closing the blown wing lift mechanism 30 or keeping the blown wing lift mechanism 30 closed can prevent the working blown wing lift mechanism 30 from generating secondary lift, which would be detrimental to the flying car's movement on land.

[0087] If the flying car is in flight, the drive wheels 11 are turned off, and the rotor lift mechanism 20 is activated, extending it to the outside of the fuselage 10. When the rotor lift mechanism 20 generates sufficient lift, the flying car can achieve vertical takeoff and landing, thus enabling flight. Flight, hovering, or rotation can be achieved through the auxiliary propulsion mechanism within the flying car. Furthermore, to provide additional lift, the blown wing lift mechanism 30 can be activated simultaneously, providing extra lift to the fuselage 10, facilitating takeoff, landing, and flight. This mechanism also supports the rotor lift mechanism 20, reducing its power consumption.

[0088] It should be noted that if the command for the flying car's usage state is land driving state, then the flying car is a flying car driving on land. Therefore, depending on the usage state, the flying car controls the opening and closing of the rotor lift mechanism 20 and the blown wing lift mechanism 30, while also controlling the tail wing mechanism 40 to raise the wing plate 41 of the tail wing mechanism 40, thereby forming the car's tail wing. During the flying car's high-speed travel, the raised wing plate 41 of the tail wing mechanism 40 can generate downforce, allowing the flying car to generate greater grip, which can effectively reduce the air resistance generated by the flying car at high speed; it can also offset some lift, control the flying car to float, reduce the impact of wind resistance, and allow the flying car to drive close to the road, improving driving stability; in addition, it can also make the flying car's appearance more aesthetically pleasing.

[0089] If the flying car is in flight, while shutting off the drive wheels 11 and the drive rotor lift mechanism 20, the wing plate 41 of the tail mechanism 40 must be lowered onto the fuselage 10. The lowered wing plate 41 of the tail mechanism 40 can prevent the generation of downforce, thereby preventing the cancellation of lift and facilitating the flying car to float.

[0090] In some embodiments of the second aspect of the present invention, the control method further includes: if the usage status command is an airborne flight status command, then the drive wheel 11 is turned off and the rotor lift mechanism 20 is driven. Specifically, if the flying car is in an airborne flight state, then in some flight environments, if the rotor lift mechanism 20 can provide sufficient first lift, the rotor lift mechanism 20 can be driven alone while the blower lift mechanism 30 is turned off; alternatively.

[0091] In some embodiments of the second aspect of the present invention, clearance portions 12 are provided at the middle of both sides of the fuselage 10, and the rotor lift mechanism 20 can be folded and stored in the clearance portions 12. The rotor lift mechanism 22 further includes: an arm 21, one end of which is rotatably mounted on the fuselage 10; and a rotor 22, which is foldable and mounted on the other end of the arm 21. The control method further includes: if the flying car is in an airborne flight state, the arm 21 and the rotor 22 are unfolded outside the fuselage 10; if the flying car is in a ground driving state, the arm 21 and the rotor 22 are folded and stored in the clearance portions 12.

[0092] Specifically, if the flying car is in flight mode, the drive wheels 11 are turned off, and the rotor lift mechanism 20 is activated, extending it to the outside of the fuselage 10. The arm 21 is then driven to rotate around its center point, extending to the outside of the fuselage 10 and lifting the rotor 22. The rotor motor 221 then drives the rotor 22 to rotate, generating the first lift. When the rotor lift mechanism 20 generates sufficient lift, the flying car can achieve vertical takeoff and landing and flight. It can also perform flight, hovering, or rotation through the auxiliary propulsion mechanism. Here, the auxiliary propulsion mechanism can be an engine-driven propeller generating horizontal thrust, or it can be an auxiliary propulsion unit composed of multiple ducted fans, such as ducted fans providing forward thrust and ducted fans providing reverse thrust. In addition, to provide extra lift, the blown-wing lift mechanism 30 can be driven simultaneously to provide additional lift to the fuselage 10, facilitating the takeoff, landing, and flight of the flying car. It can also provide lift for the rotor lift mechanism 20, reducing its power consumption. It should be noted that when the flying car is flying stably in the air, the rotor lift mechanism 20 can be shut off, and the arms 21 and rotors 22 can be retracted close to the sides of the fuselage 10. The cross-flow fan 31 of the blown-wing lift mechanism 30 generates artificial airflow, which flows at high speed through the first winglet 32 ​​and the second winglet 33, generating sufficient secondary lift to support the stable flight of the flying car. The retracted rotor lift mechanism 20 reduces air resistance, further facilitating the flying car's flight and reducing the energy consumption of the blown-wing lift mechanism 30, thereby improving its range.

[0093] Conversely, if the flying car is in a land-based driving mode, the rotor lift mechanism 20 is folded and placed close to the fuselage 10. The drive arm 21 is folded and stored in the clearance section 12 on the outside of the fuselage 10, with the rotation point as the rotation center. At the same time, the rotor 22 is rotated to one side of the arm 21, so that the arm 21 and the rotor 22 are aligned on a line and close to the side of the fuselage 10. This ensures that there are no protruding parts on the outside of the fuselage 10, thus preventing the deployed rotor lift mechanism 20 from colliding with obstacles on the ground, which would be detrimental to the flying car's driving. Meanwhile, closing the blower lift mechanism 30 or keeping the blower lift mechanism 30 closed can prevent the working blower lift mechanism 30 from generating secondary lift, which would be detrimental to the flying car's driving on the ground.

[0094] In some embodiments of the second aspect of the present invention, a blower duct 34 is provided on the upper part of the fuselage 10. The blower duct 34 has a first duct opening 341 and a second duct opening 342. The first duct opening 341 is located on the front side of the fuselage 10, and the second duct opening 342 is located on the rear side of the fuselage 10. A blower lift mechanism 30 is disposed in the blower duct 34. The blower lift mechanism 30 includes: a crossflow fan 31, which is disposed in the blower duct 34 and close to the first duct opening 341. The axis of the crossflow fan 31 is parallel to the left-right direction; a plurality of first blades 32, which are arranged sequentially. The first blades 32 are movably disposed in the blower duct 34 and located downstream of the crossflow fan 31; and a second blade 33, which is movably disposed in the blower duct 34 and located in the first duct opening 341.

[0095] The control method includes: if the flying car is in flight mode, the arm 21 and rotor 22 are deployed to the outside of the fuselage 10 and the crossflow fan 31 is driven; if the flying car is in land driving mode, the arm 21 and rotor 22 are folded into the clearance part 12 on the outside of the fuselage 10 and the crossflow fan 31 is turned off.

[0096] Specifically, if the flying car is in flight mode, the drive wheels 11 are turned off, and the rotor lift mechanism 20 is activated, extending it to the outside of the fuselage 10. The arm 21 is then driven to rotate around its center point, extending to the outside of the fuselage 10 and lifting the rotor 22. The rotor motor 221 then drives the rotor 22 to rotate, generating initial lift. When the rotor lift mechanism 20 generates sufficient lift, the flying car can achieve vertical takeoff and landing. Each rotor motor 221 individually controls its corresponding rotor 22, thus controlling its rotational speed and consequently its flight and attitude. Flight can also be achieved through auxiliary propulsion mechanisms within the flying car, enabling flight, hovering, or rotation. These propulsion aids are mentioned in the above embodiments and will not be described in detail in this embodiment.

[0097] In addition, to provide extra lift, the blow-wing lift mechanism 30 can be driven simultaneously to provide additional lift to the fuselage 10, facilitating the take-off, landing, and flight of the flying car. It can also provide lift for the rotor lift mechanism 20, reducing the power consumption of the rotor lift mechanism 20. Simultaneously, the crossflow fan 31 is driven, which can draw air in front of the flying car into the blow-wing duct 34 through the first air duct opening 341, thereby forming an airflow. After being accelerated by the crossflow fan 31, a high-speed airflow is formed, which blows onto the first wing 32 behind the crossflow fan 31, and finally blows it out from the second air duct opening 342 of the blow-wing duct 34. It should be noted that the structure of the first wing 32 is an existing wing structure. When high-speed airflow passes over the first wing 32, a huge pressure difference is generated between the upper and lower surfaces of the first wing 32. The pressure generated on the lower surface is greater than that on the upper surface, thus generating an upward second lift. This second lift acts on the fuselage 10 through the connecting shaft, ultimately providing additional lift to the fuselage 10. It should also be noted that the working crossflow fan 31 blows the airflow backward, which can also provide forward thrust to the flying car. The auxiliary propulsion mechanism in the flying car can also enable the flying car to fly, hover, or rotate. Similarly, one end of the second wing 33 can be connected to the fuselage 10 through the connecting shaft, and an adjusting component can be connected to the lower end of the second wing 33. The angle between the second wing 33 and the airflow can be adjusted through the adjusting component, that is, the angle of attack between the second wing 33 and the airflow can be adjusted, thereby adjusting the air intake angle and changing the magnitude of the second lift. It should be emphasized that, in order to change the magnitude of the second lift, the surface area of ​​the first wing 32 and the second wing 33 can also be changed, as can the power output of the crossflow fan 31 or the ground effect.

[0098] If the flying car is in land-based driving mode, the rotor lift mechanism 20 is folded and placed close to the fuselage 10. The drive arm 21 is folded and stored in the clearance section 12 on the outside of the fuselage 10, with the rotation point as the rotation center. At the same time, the rotor 22 is rotated to one side of the arm 21, so that the arm 21 and the rotor 22 are aligned on a line and close to the side of the fuselage 10. This ensures that there are no protruding parts on the outside of the fuselage 10, thus preventing the deployed rotor lift mechanism 20 from colliding with obstacles on the ground, which would be detrimental to the flying car's movement. Meanwhile, closing the blower lift mechanism 30 or keeping the blower lift mechanism 30 closed can prevent the working blower lift mechanism 30 from generating secondary lift, which would be detrimental to the flying car's movement on land.

[0099] It should be noted that the opening and closing of the rotor lift mechanism 20 and the blown wing lift mechanism 30 can be adjusted by gradually changing the power output according to the specific usage scenario. That is, when transitioning from airborne flight to ground driving, the output of the rotor lift mechanism 20 and the blown wing lift mechanism 30 is reduced, decreasing the first and second lift generated by each, until the flying car slowly and smoothly lands on the ground. Finally, the rotor lift mechanism 20 is shut off, folded to the side of the fuselage 10, and the transverse flow motor 31 of the blown wing lift mechanism 30 is turned off, allowing the drive wheels 11 to drive the flying car on the ground. Conversely, when transitioning from ground driving to airborne driving, the rotor lift mechanism 20 or simultaneously the blown wing lift mechanism 30 is activated, causing the first and second lift generated to lift the flying car. At the same time, the drive wheels 11 are turned off, and with the help of the internal propulsion aids, the flying car can fly smoothly in the air.

[0100] The power system of the flying car provided in this embodiment of the invention may include a hybrid power system combining an electric motor and an engine, or a pure electric drive system. This embodiment of the invention does not specifically limit the power system. Of course, the hydraulic system, transmission mechanism, etc., included in the flying car will not be described in detail. The power system drives the rotor lift mechanism 20 and the blown wing lift mechanism 30 respectively through the hydraulic system and transmission structure, thereby enabling the flying car to travel on land or in the air, either as a car or as an aircraft.

[0101] The embodiments of the present invention have been described in detail above with reference to the accompanying drawings. However, the present invention is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of the present invention.

Claims

1. A flying car, characterized in that, include: fuselage (10); A rotor lift mechanism (20) is mounted on the fuselage (10). The rotor lift mechanism (20) can be folded out on the outside of the fuselage (10), and the unfolded rotor lift mechanism (20) can provide a first lift to the fuselage (10); and A blow-wing lift mechanism (30) is disposed in the fuselage (10) and located at the upper part of the fuselage (10). The blow-wing lift mechanism (30) is used to provide a second lift to the fuselage (10). The rotor lift mechanism (20) includes: The first end of the arm (21) is rotatably mounted on the body (10), and the arm (21) can rotate to approach the body (10) or rotate to extend to the outside of the body (10). Rotor (22), the rotor (22) is foldable and arranged at the second end of the arm (21), the rotor (22) is rotatably connected to one end of the arm (21) by a rotor motor, the second end of the arm (21) is bent and arranged for the arm (21) to horizontally support the rotor (22). The fuselage (10) has a clearance section in the middle of both sides, and the rotor lift mechanism (20) can be folded and stored in the clearance section. The folded rotor lift mechanism (20) on both sides of the fuselage (10) is arranged vertically.

2. The flying car according to claim 1, characterized in that, The upper part of the fuselage (10) is provided with a blower duct (34), the blower duct (34) has a first duct opening (341) and a second duct opening (342), the first duct opening (341) is located on the front side of the fuselage (10), and the second duct opening (342) is located on the rear side of the fuselage (10). The blower lift mechanism (30) is disposed in the blower duct (34), and the blower lift mechanism (30) includes: A crossflow fan (31) is provided in the blower duct (34) and close to the first duct opening (341). The axis of the crossflow fan (31) is parallel to the left and right direction. A plurality of first blades (32) are arranged in sequence, and the first blades (32) are movably disposed in the blower duct (34) and located downstream of the crossflow fan (31).

3. A flying car according to claim 2, characterized in that, The blow-wing lift mechanism (30) further includes a second wing (33), which is movably disposed in the blow-wing air duct (34) and located in the first air duct opening (341), and the second wing (33) rotatably covers the first air duct opening (341).

4. A flying car according to claim 2, characterized in that, The first wing (32) is provided with two pieces, with the first wing (32) in front being higher than the first wing (32) behind, and the tail end of the first wing (32) in front overlapping the front end of the first wing (32) behind.

5. A control method for a flying car, characterized in that, Applied to a flying car, the flying car comprising: The fuselage (10) is provided with drive wheels for land travel; A rotor lift mechanism (20), which can be folded out on the outside of the fuselage (10), wherein the unfolded rotor lift mechanism (20) can provide a first lift to the fuselage (10); and A blow-wing lift mechanism (30) is disposed in the fuselage (10) and located at the upper part of the fuselage (10). The blow-wing lift mechanism (30) is used to provide a second lift to the fuselage (10). The fuselage (10) has clearance sections on both sides of the middle, and the rotor lift mechanism (20) can be folded and stored in the clearance sections. The rotor lift mechanism (20) also includes: A robotic arm (21), one end of which is rotatably mounted on the body (10); and Rotor (22), the rotor (22) is foldable and set at the other end of the arm (21), the rotor (22) is rotatably connected to one end of the arm (21) by a rotor motor, and the second end of the arm (21) is bent to support the rotor (22) horizontally. The flying car can be used in both land driving and air flying states. The control method includes: Issue a usage status command to the flying car; Determine the usage status instruction; If in land driving mode, drive the drive wheel and shut down the blower lift mechanism (30) and the rotor lift mechanism (20). If in flight, the drive wheel is turned off, and the rotor lift mechanism (20) and the blower lift mechanism (30) are driven.

6. The control method for a flying car according to claim 5, characterized in that, The control method includes: If the flying car is in the air flight state, the arm (21) and the rotor (22) are deployed outside the fuselage (10); If the flying car is in a land driving state, the arm (21) and the rotor (22) are folded and stored in the avoidance section.

7. The control method for a flying car according to claim 6, characterized in that, The upper part of the fuselage (10) is provided with a blower duct (34), the blower duct (34) has a first duct opening (341) and a second duct opening (342), the first duct opening (341) is located on the front side of the fuselage (10), and the second duct opening (342) is located on the rear side of the fuselage (10). The blower lift mechanism (30) is disposed in the blower duct (34), and the blower lift mechanism (30) includes: A crossflow fan (31) is provided in the blower duct (34) and close to the first duct opening (341). The axis of the crossflow fan (31) is parallel to the left and right direction. A plurality of first blades (32) are arranged sequentially, the first blades (32) being movably disposed in the blower duct (34) and located downstream of the crossflow fan (31); and The second wing (33) is movably disposed in the blow wing duct (34) and located in the first duct opening (341); The control method includes: If the flying car is in the air flight state, the arm (21) and the rotor (22) are deployed on the outside of the fuselage (10) and the crossflow fan (31) is driven. If the flying car is in a land driving state, the arm (21) and the rotor (22) are folded into the clearance part on the outside of the fuselage (10), and the crossflow fan (31) is turned off.

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