Split type hovercar

Abstract

The invention provides a split type hovercar which comprises an aircraft module, a cabin module and a chassis module, and the split type hovercar has a ground mode, a flight mode, a take-off mode and a landing mode. The aircraft module is connected with the top of the cabin module, and the chassis module is detachably connected with the bottom of the cabin module; wherein after the split type hovercar is switched from a take-off mode to a flight mode, the chassis module is separated from the cabin module; after the split type hovercar is switched from the flight mode to the landing mode, the chassis module is in butt joint with the cabin module. Through the arrangement, after the split type hovercar is switched from a take-off mode to a flight mode, the chassis module can be separated from the cabin module, so that the flight resistance is reduced, and the flight energy consumption is reduced; after the split type hovercar is switched from the flight mode to the landing mode, the chassis module can be in butt joint with the cabin module, so that the split type hovercar slides and lands stably, and the landing efficiency is improved.

Description

[0001] This application claims priority to Chinese patent application No. 202410577896.3 filed on May 10, 2024, with invention name “Split-type flying car”, the entire contents of which are incorporated by reference in this disclosure. Technical Field

[0002] The present application relates to the field of flying cars, and in particular to a split flying car. Background Art

[0003] With the continuous advancement of technology, traditional means of transportation can no longer meet people's requirements for travel efficiency and convenience. As an emerging means of transportation, flying cars can effectively alleviate ground traffic congestion and improve travel efficiency.

[0004] However, most flying car designs still have problems such as long take-off and landing time, low efficiency, and high energy consumption. Therefore, how to improve the take-off and landing efficiency of flying cars has become an urgent problem to be solved. Summary of the invention

[0005] In view of this, the present application provides a split flying car, which can improve the take-off and landing efficiency of the flying car.

[0006] Specifically, the following technical solutions are included:

[0007] The embodiment of the present application provides a split flying car, comprising an aircraft module, a cockpit module and a chassis module, wherein the split flying car has a ground mode, a flight mode, a take-off mode and a landing mode;

[0008] The aircraft module is connected to the top of the cockpit module, and the chassis module is detachably connected to the bottom of the cockpit module;

[0009] Wherein, after the split flying car switches from the take-off mode to the flight mode, the chassis module is separated from the cockpit module; after the split flying car switches from the flight mode to the landing mode, the chassis module is docked with the cockpit module.

[0010] In an optional embodiment, the aircraft module is detachably connected to the top of the cockpit module, and in the ground mode, the aircraft module is separated from the cockpit module.

[0011] In an optional embodiment, both the aircraft module and the chassis module have an autopilot function;

[0012] In the landing mode, the chassis module moves toward the cockpit module to dock with the cockpit module;

[0013] After the split flying car switches from the take-off mode to the flight mode, the chassis module drives away from the cockpit module;

[0014] After the split flying car switches from the landing mode to the ground mode, the aircraft module flies away from the cockpit module.

[0015] In an optional embodiment, the aircraft module includes a fuselage and a first docking mechanism protruding from one side of the fuselage, a first mounting groove is provided on the top of the cockpit module, and the first docking mechanism is used to dock with the first mounting groove;

[0016] The chassis module includes a chassis body and a second docking mechanism protruding from one side of the chassis body. A second mounting groove is provided at the bottom of the cockpit module, and the second docking mechanism is used for docking with the second mounting groove.

[0017] In an optional embodiment, the first docking mechanism and / or the second docking mechanism includes a protruding portion, a plurality of clamping portions and a plurality of limiting portions, the plurality of clamping portions are telescopically and rotatably arranged at intervals on the protruding portion, at least one limiting portion is protruding from the outer peripheral wall of each clamping portion, and the groove wall of the first mounting groove and / or the second mounting groove is provided with mounting holes allowing the clamping portions and the limiting portions to pass through.

[0018] In an optional embodiment, the shape and size of the protrusion of the first docking mechanism are respectively matched with the shape and size of the first mounting groove; and / or,

[0019] The shape and size of the protrusion of the second docking mechanism are respectively matched with the shape and size of the second installation groove.

[0020] In an optional embodiment, the split-type flying car further includes a first locking device, which is disposed on the protruding portion of the first docking mechanism, and is used to lock or release the protruding portion and the first mounting groove; and / or,

[0021] The split-type flying car also includes a second locking device, which is arranged on the protruding portion of the second docking mechanism, and is used to lock or release the protruding portion and the second mounting groove.

[0022] In an optional embodiment, the aircraft module further includes a first detection member installed on the fuselage, the first detection member being used to detect a docking state between the first docking mechanism and the first mounting groove; and / or,

[0023] The chassis module further includes a second detection member installed on the chassis body, and the second detection member is used to detect a docking state between the second docking mechanism and the second mounting groove.

[0024] In an optional embodiment, the aircraft module further includes a fixed wing, a tail thruster and a rotor assembly, wherein the fixed wing and the tail thruster are respectively mounted on the fuselage, and the rotor assembly is mounted on the fixed wing.

[0025] In an optional embodiment, the split flying car also includes an energy storage device and a solar charging device, wherein the energy storage device is disposed in the fuselage and electrically connected to the cockpit module, and the solar charging device is installed on the fixed wing, and the solar charging device is electrically connected to the energy storage device.

[0026] In an optional embodiment, the cockpit module and the chassis module are both provided with the energy storage device, and the energy storage device of the cockpit module is used to be electrically connected to the energy storage device of the aircraft module and the energy storage device of the chassis module;

[0027] In the case where the energy storage device of the cockpit module is electrically connected to the energy storage device of the aircraft module, when the power of the energy storage device of the aircraft module is greater than a first preset power and greater than the power of the energy storage device of the cockpit module, the energy storage device of the aircraft module supplies power to the energy storage device of the cockpit module;

[0028] When the energy storage device of the cockpit module is electrically connected to the energy storage device of the chassis module, when the power of the energy storage device of the cockpit module is greater than a second preset power and greater than the power of the energy storage device of the chassis module, the energy storage device of the cockpit module supplies power to the energy storage device of the chassis module.

[0029] In an optional embodiment, the cockpit module further includes a steering wheel and a manual flight control stick, and the cockpit module has manual driving function and automatic driving function.

[0030] The beneficial effects of the technical solution provided by the embodiment of the present application include at least: in the take-off mode of the split flying car, the chassis module provides forward power for the cockpit module, drives the cockpit module to taxi on land, and the auxiliary aircraft module drives the cockpit module to take off, thereby improving take-off efficiency, reducing runway length, and reducing dependence on take-off and landing sites; by setting the chassis module and the bottom of the cockpit module to be detachably connected, after the split flying car switches from the take-off mode to the flight mode, the chassis module can be separated from the cockpit module, reducing flight resistance and reducing flight energy consumption; after the split flying car switches from the flight mode to the landing mode, the chassis module can be docked with the cockpit module, so that the split flying car can glide and land smoothly, improving landing efficiency; and the split flying car can be used for both land and air, and can not only be used as an ordinary car, but also can be used as an ordinary aircraft after the cockpit module and the chassis module are separated, meeting the different driving needs of users and improving the user experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0032] Figure 1 A schematic diagram of the structure of a split flying car provided in an embodiment of the present application;

[0033] Figure 2 A schematic diagram of the structure of a first docking mechanism provided in an embodiment of the present application;

[0034] Figure 3 A schematic diagram of the cooperation between the first docking mechanism and the first mounting groove provided in an embodiment of the present application;

[0035] Figure 4 A partial schematic diagram of the first installation slot provided in an embodiment of the present application.

[0036] The reference numerals in the figures represent respectively:

[0037] 1-aircraft module; 11-first docking mechanism; 111-protrusion; 112-clamping portion; 113-limiting portion; 12-fixed wing; 13-rotor assembly; 14-fuselage;

[0038] 2-cockpit module; 21-first mounting slot; 211-mounting hole; 22-threaded hole; 23-guide mechanism; 24-boss;

[0039] 3-chassis module; 31-wheel; 32-second docking mechanism; 33-chassis body.

[0040] The above drawings have shown clear embodiments of the present application, which will be described in more detail later. These drawings and text descriptions are not intended to limit the scope of the present application in any way, but to illustrate the concept of the present application to those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION

[0041] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0042] The directional nouns involved in the embodiments of the present application, such as "upper", "lower", "side", etc., are generally represented by Figure 1 The relative relationship of the orientation shown in the figure is used as the basis, and these orientation terms are used only to more clearly describe the relationship between structures, not to describe absolute orientation. When the product is placed in different postures, the orientation may change, for example, "up" and "down" may be interchangeable.

[0043] Unless otherwise defined, all technical terms used in the embodiments of the present application have the same meanings as those generally understood by those of ordinary skill in the art. Some technical terms appearing in the embodiments of the present application are explained below.

[0044] In order to make the technical solutions and advantages of the present application more clear, the implementation methods of the present application will be further described in detail below with reference to the accompanying drawings.

[0045] like Figure 1 As shown, an embodiment of the present application provides a split flying car, including an aircraft module 1, a cockpit module 2 and a chassis module 3. The split flying car has a ground mode, a flight mode, a take-off mode and a landing mode.

[0046] The chassis module 3 is detachably connected to the bottom of the cockpit module 2 .

[0047] Among them, after the split flying car switches from the take-off mode to the flight mode, the chassis module 3 is separated from the cockpit module 2; after the split flying car switches from the flight mode to the landing mode, the chassis module 3 is docked with the cockpit module 2.

[0048] Specifically, the cockpit module 2 is used to carry passengers, cargo, etc., the aircraft module 1 is used to provide the cockpit module 2 with power for traveling in the air, and the chassis module 3 is used to provide the cockpit module 2 with power for traveling on land. Figure 1 As shown, the chassis module 3 has wheels 31 .

[0049] Exemplarily, the cockpit module 2 is equipped with an emergency parachute, an emergency landing airbag, etc., and is also provided with an automatic obstacle avoidance system to ensure the personal safety of passengers. The cockpit module 2 is also equipped with a steering wheel, a manual flight control stick, a human-computer interaction system for displaying flight and ground driving parameters, etc. The cockpit module 2 has manual driving functions and automatic driving functions. The cockpit module 2 can be manually controlled in each mode. In emergency scenarios, manual driving control can be performed through a steering wheel or a manual flight control stick to improve the safety of the split flying car. The split flying car is a manual-automatic multi-scenario flying car that can flexibly provide customized requirements for multiple scenarios. For example, the split flying car can be used in automatic driving scenarios such as urban air traffic and tourism, and manual driving scenarios such as medical emergency and air law enforcement.

[0050] The ground mode is used for daily urban or intercity road driving. In the ground mode, the split flying car travels on roads, ground and other driving surfaces like traditional cars.

[0051] The flight mode corresponds to the state of the split flying car when it moves long distances in the air, and is suitable for quickly crossing aerial routes between cities or between cities and villages.

[0052] The take-off mode corresponds to the state in which the split flying car transitions from the ground mode to the flight mode.

[0053] The landing mode corresponds to the state where the split flying car transitions from the flight mode to the ground mode.

[0054] Through these four modes, the split flying car can flexibly switch working modes under different environments and needs, realizing ground driving, vertical take-off and landing, and efficient level flight, which can not only meet the needs of daily commuting, but also cope with long-distance fast travel.

[0055] The split flying car can switch the operating mode not only by taxiing, but also by vertical take-off and landing. When the operating mode is switched by vertical take-off and landing, the base module 3 can remain stationary relative to the ground, so that the motion mode can be switched smoothly when there is insufficient taxiing space.

[0056] Specifically, in the take-off mode, the aircraft module 1 and the chassis module 3 are respectively connected to the cockpit module 2, and the forward power of the split flying car during the take-off run is mainly provided by the chassis module 3, while the aircraft module 1 provides auxiliary forward power for the split flying car during the take-off run; the power of the split flying car during the vertical take-off is provided by the aircraft module 1. When the lift force received by the split flying car is sufficient to make it fly, the chassis module 3 is separated from the cockpit module 2, and the split flying car switches to the flight mode, and the aircraft module 1 drives the cockpit module 2 to fly off the ground.

[0057] Among them, since the chassis module 3 and the cockpit module 2 are not connected in the flight mode, the weight and volume of the split flying car are reduced, and the resistance and energy consumption of the split flying car during flight are also reduced, which helps to improve the energy efficiency and endurance of the split flying car.

[0058] Furthermore, in the landing mode, the aircraft module 1 drives the cockpit module 2 to glide down smoothly. During the slow descent of the cockpit module 2, the chassis module 3 gradually completes the docking with the cockpit module 2, and the split flying car lands smoothly and glides along the ground under the action of the wheels 31 until it stops or switches to the ground mode to continue driving. Alternatively, in the landing mode, the aircraft module 1 drives the cockpit module 2 to descend vertically, and then the cockpit module 2 docks with the chassis module 3 in a stationary state, so that the split flying car switches to the ground mode.

[0059] In the split flying car provided by the embodiment of the present application, in the take-off mode of the split flying car, the chassis module 3 provides forward power for the cockpit module 2, drives the cockpit module 2 to taxi on land, and assists the aircraft module 1 to drive the cockpit module 2 to take off, thereby improving the take-off efficiency, reducing the runway length, and reducing the dependence on the take-off and landing site; by setting the chassis module 3 to be detachably connected to the bottom of the cockpit module 2, after the split flying car switches from the take-off mode to the flight mode, the chassis module 3 can be separated from the cockpit module 2, reducing the flight resistance and reducing the flight energy consumption; after the split flying car switches from the flight mode to the landing mode, the chassis module 3 can be docked with the cockpit module 2, so that the split flying car can glide and land smoothly, improving the landing efficiency; and the split flying car can be used for both land and air, and can not only be used as an ordinary car, but also can be used as an ordinary aircraft after the cockpit module 2 and the chassis module 3 are separated, meeting the different driving needs of users and improving the user experience.

[0060] In a further embodiment, the aircraft module 1 is detachably connected to the top of the cabin module 2, and in the ground mode, the aircraft module 1 is separated from the cabin module 2.

[0061] In this embodiment, the aircraft module 1 can be connected to or separated from the cockpit module 2. In the take-off mode, flight mode and landing mode, the aircraft module 1 can provide lift for the cockpit module 2 to ensure that the cockpit module 2 can fly off the ground.

[0062] By separating the aircraft module 1 from the cockpit module 2 in the ground mode, the resistance and energy consumption of the split flying car when traveling on the ground can be reduced, while the space occupied by the split flying car can be reduced, thus avoiding the split flying car from causing obstruction to other vehicles or personnel when traveling on the road.

[0063] In a further embodiment, both the aircraft module 1 and the chassis module 3 have an automatic driving function. In the landing mode, the chassis module 3 drives to the cockpit module 2 and docks with the cockpit module 2; after the split flying car switches from the take-off mode to the flight mode, the chassis module 3 drives away from the cockpit module 2; after the split flying car switches from the landing mode to the ground mode, the aircraft module 1 flies away from the cockpit module 2.

[0064] Exemplarily, the aircraft module 1 and the chassis module 3 are both equipped with one or more positioning systems such as GPS (Global Positioning System) and GLONASS (Global Navigation Satellite System), which, combined with onboard sensors and artificial intelligence algorithms, enable precise autonomous flight, autonomous driving and path planning.

[0065] Specifically, in the landing mode, the aircraft module 1 and the cockpit module 2 fly to the designated landing point, and the chassis module 3 automatically drives to the designated landing point in advance and waits. As the aircraft module 1 and the cockpit module 2 glide and descend, the chassis module 3 moves forward at the same speed as the cockpit module 2 under the cockpit module 2, completing the docking with the cockpit module 2.

[0066] Exemplarily, the chassis module 3 is communicatively connected with the cockpit module 2 , and the chassis module 3 can receive a position signal and a speed signal sent by the cockpit module 2 , thereby ensuring accurate docking between the chassis module 3 and the cockpit module 2 .

[0067] Specifically, after the split flying car switches from takeoff mode to flight mode, the aircraft module 1 and the cockpit module 2 fly off the ground, and the chassis module 3 can automatically drive to a receiving point such as a control center to wait for the next docking.

[0068] Specifically, after the split flying car switches from the landing mode to the ground mode, the chassis module 3 drives the cockpit module 2 to travel on land, and the aircraft module 1 can automatically fly to a receiving point such as a control center, waiting for the next docking.

[0069] In this embodiment, by providing both the aircraft module 1 and the chassis module 3 with an automatic driving function, the docking efficiency of the split flying car is improved, the operation process during docking is simplified, and it helps to improve the operational convenience and automation of the split flying car.

[0070] Of course, the aircraft module 1 and the chassis module 3 can also be remotely and manually controlled by the user to meet the different needs of the user.

[0071] In a specific embodiment, Figure 1 As shown, the aircraft module 1 includes a fuselage 14 and a first docking mechanism 11 protruding from one side of the fuselage 14, a first mounting groove 21 is provided on the top of the cockpit module 2, and the first docking mechanism 11 is used to dock with the first mounting groove 21; the chassis module 3 includes a chassis body 33 and a second docking mechanism 32 protruding from one side of the chassis body 33, a second mounting groove is provided on the bottom of the cockpit module 2, and the second docking mechanism 32 is used to dock with the second mounting groove.

[0072] Exemplarily, electrical components such as flight control and electronic control are integrated in the fuselage 14 .

[0073] Specifically, the first docking mechanism 11 is convexly provided at the bottom of the fuselage 14, and the first docking mechanism 11 can be inserted into the first mounting groove 21 to achieve docking of the aircraft module 1 and the cockpit module 2. The second docking mechanism 32 is convexly provided at the top of the chassis body 33, and the second docking mechanism 32 can be inserted into the second mounting groove to achieve docking of the chassis module 3 and the cockpit module 2.

[0074] Exemplarily, the first docking mechanism 11 and the first mounting groove 21 are respectively provided with electrical connectors, and when the first docking mechanism 11 and the first mounting groove 21 are docked, the electrical connector of the first docking mechanism 11 is connected to the electrical connector in the first mounting groove 21, thereby realizing electrical connection between the aircraft module 1 and the cockpit module 2. Optionally, the second docking mechanism 32 and the second mounting groove are respectively provided with electrical connectors, and when the second docking mechanism 32 and the second mounting groove are docked, the electrical connector of the second docking mechanism 32 is connected to the electrical connector in the second mounting groove, thereby realizing electrical connection between the chassis module 3 and the cockpit module 2.

[0075] In an optional embodiment, one of the first docking mechanism 11 and the first mounting groove 21 is provided with an electromagnetic suction cup, and the other is provided with a magnetic base. When the electromagnetic suction cup and the magnetic base are powered on, a strong magnetic field is generated, so that the two are firmly attached together, thereby achieving the docking of the aircraft module 1 and the cabin module 2. After the electromagnetic suction cup and the magnetic base are powered off, the two can be separated, thereby achieving the separation of the aircraft module 1 and the cabin module 2. Similarly, the second docking mechanism 32 and the second mounting groove can also be connected by an electromagnetic suction cup and a magnetic base, which will not be described in detail here.

[0076] In another optional embodiment, the first docking mechanism 11 and the first mounting groove 21, and the second docking mechanism 32 and the second mounting groove are connected via a mechanical structure. Figure 2 The first docking mechanism 11 and / or the second docking mechanism 32 include a protruding portion 111, a plurality of clamping portions 112 and a plurality of limiting portions 113. The plurality of clamping portions 112 are telescopically and rotatably arranged at intervals on the protruding portion 111. At least one limiting portion 113 is convexly provided on the outer peripheral wall of each clamping portion 112. The groove wall of the first mounting groove 21 and / or the second mounting groove is provided with a mounting hole 211 that allows the clamping portion 112 and the limiting portion 113 to pass through.

[0077] Specifically, taking the first docking mechanism 11 as an example, the protrusion 111 is protruded from the bottom of the fuselage 14, and the clamping portion 112 is arranged on the side wall of the protrusion 111. Driven by a motor or other driving member, the clamping portion 112 can extend or retract relative to the side wall of the protrusion 111, and can also rotate around its own central axis.

[0078] Exemplarily, the clamping portion 112 is cylindrical, rectangular, or truncated cone-shaped, for example Figure 2 As shown, the clamping portion 112 is cylindrical, and one end of the clamping portion 112 away from the protruding portion 111 is chamfered to facilitate insertion into the mounting hole 211 and improve docking efficiency.

[0079] Exemplarily, a through hole is formed in the side wall of the protrusion 111, and the clamping portion 112 is telescopically and rotatably arranged in the through hole. When the clamping portion 112 is retracted relative to the side wall of the protrusion 111, the end face of the clamping portion 112 is flush with the side wall of the protrusion 111, so that the protrusion 111 can be inserted into the first mounting groove 21.

[0080] like Figure 2 As shown, the limiting portion 113 is convex relative to the outer peripheral wall of the clamping portion 112. The limiting portion 113 is cylindrical, rectangular, truncated cone, etc., and this application does not make any specific restrictions.

[0081] like Figure 3 As shown, the mounting hole 211 is provided on the side wall of the first mounting groove 21, and the clamping portion 112 and the limiting portion 113 can pass through the mounting hole 211 and extend into the internal space of the cockpit module 2. The shape of the mounting hole 211 is the same as the cross-sectional shape of the portion of the clamping portion 112 where the limiting portion 113 is provided, so that the clamping portion 112 and the limiting portion 113 can just pass through the mounting hole 211. It can be understood that the above-mentioned "cross-section" is a cross-section obtained by intercepting with a plane perpendicular to the axial direction of the clamping portion 112.

[0082] like Figure 3As shown, after the clamping portion 112 and the limiting portion 113 pass through the mounting hole 211, the clamping portion 112 rotates along its own central axis driven by a driving member such as a motor, thereby causing the limiting portion 113 to be offset from the mounting hole 211. The limiting portion 113 can abut against the side wall of the first mounting groove 21 in the internal space of the cockpit module 2, preventing the clamping portion 112 from escaping from the mounting hole 211, thereby improving the connection stability and reliability of the first docking mechanism 11 and the first mounting groove 21.

[0083] When it is necessary to separate the first docking mechanism 11 and the first mounting groove 21, the driving member drives the clamping portion 112 to rotate in the opposite direction so that the limiting portion 113 faces the mounting hole 211, and the driving member then drives the clamping portion 112 to retract toward the side close to the protruding portion 111, so that the clamping portion 112 and the limiting portion 113 are disengaged from the mounting hole 211, and then the protruding portion 111 is disengaged from the first mounting groove 21.

[0084] It is understandable that the clamping part 112 can be connected to multiple driving parts, for example, the clamping part 112 is respectively connected to a linear driving part and a rotating driving part, the linear driving part is used to drive the clamping part 112 to telescopic movement, and the rotating driving part is used to drive the clamping part 112 to rotate.

[0085] In a further embodiment, the shape and size of the protrusion 111 of the first docking mechanism 11 are respectively adapted to the shape and size of the first mounting groove 21; and / or, the shape and size of the protrusion 111 of the second docking mechanism 32 are respectively adapted to the shape and size of the second mounting groove.

[0086] Through this arrangement, the protrusion 111 can be inserted into the first mounting groove 21 or the second mounting groove. During the docking process, it can automatically correct the docking angle to avoid affecting the docking efficiency due to the matching angle deviation between the first docking mechanism 11 and the first mounting groove 21, and between the second docking mechanism 32 and the second mounting groove.

[0087] Exemplarily, the protrusion 111 is in the shape of a cuboid, and the first mounting groove 21 and / or the second mounting groove is in the shape of a rectangular groove.

[0088] The split flying car also includes a first locking device, which is arranged on the protrusion 111 of the first docking mechanism 11, and the first locking device is used to lock or release the protrusion 111 and the first mounting groove 21; and / or, the split flying car also includes a second locking device, which is arranged on the protrusion 111 of the second docking mechanism 32, and the second locking device is used to lock or release the protrusion 111 and the second mounting groove.

[0089] By providing the first locking device and / or the second locking device, the connection stability and reliability between the aircraft module 1 and the cabin module 2 and / or between the chassis module 3 and the cabin module 2 are improved.

[0090] Exemplarily, the first locking device and / or the second locking device is a threaded locking structure. The threaded locking structure is simple and reliable, suitable for occasions requiring high-strength connection, and has good durability and maintainability.

[0091] Specifically, taking the first locking device as an example, the first locking device includes a threaded fastener and a driving assembly, the threaded fastener has an external thread, the driving assembly is drivingly connected to the threaded fastener, the driving assembly is used to drive the threaded fastener to rotate around its own central axis, and the bottom wall of the first mounting groove 21 is provided with a threaded hole 22. After the first docking mechanism 11 and the first mounting groove 21 are docked and the threaded fastener is aligned with the threaded hole 22, the driving assembly drives the threaded fastener to be tightened in the threaded hole 22, thereby achieving the locking of the protruding portion 111 of the first docking mechanism 11 and the first mounting groove 21; when it is necessary to release the protruding portion 111 of the first docking mechanism 11 and the first mounting groove 21, the driving assembly drives the threaded fastener to be reversely screwed out in the threaded hole 22, thereby releasing the locking of the first docking mechanism 11 and the first mounting groove 21.

[0092] Furthermore, if Figure 4 As shown, a guide mechanism 23 is also provided on the first mounting groove 21. The guide mechanism 23 is a hollow tubular structure and protrudes outward relative to the bottom wall of the first mounting groove 21. The guide mechanism 23 is located above the threaded hole 22. The opening area of ​​the guide mechanism 23 is greater than or equal to the opening area of ​​the threaded hole 22. The threaded fastener can be inserted into the guide mechanism 23 and inserted into the threaded hole 22 under the guidance of the guide mechanism 23, thereby realizing rapid positioning of the threaded fastener.

[0093] Alternatively, if Figure 4 As shown, a boss 24 is also provided on the first mounting groove 21. The boss 24 is a hollow tubular structure. The boss 24 protrudes toward the side away from the guide mechanism 23 relative to the bottom wall of the first mounting groove 21. The inner wall of the boss 24 is flush with the inner wall of the threaded hole 22, and an internal thread is provided in the boss 24. By providing the boss 24, the matching length between the internal thread and the external thread of the threaded fastener is increased, so that the matching between the threaded fastener and the threaded hole 22 is more reliable and tight. It can be understood that the internal thread of the boss 24 is the same as the internal thread of the threaded hole 22 and is continuously connected to prevent the threaded fastener from getting stuck or stagnant during the screwing process.

[0094] It should be noted that the matching structure between the second locking device and the second installation groove is the same as the matching structure between the first locking device and the first installation groove 21 , and will not be described in detail herein.

[0095] The aircraft module 1 also includes a first detection member installed on the fuselage 14, and the first detection member is used to detect the docking status of the first docking mechanism 11 and the first mounting groove 21; and / or, the chassis module 3 also includes a second detection member installed on the chassis body 33, and the second detection member is used to detect the docking status of the second docking mechanism 32 and the second mounting groove.

[0096] The aircraft module 1 and the chassis module 3 both have a control system, the first detection member is in communication connection with the control system of the aircraft module 1, and the second detection member is in communication connection with the control system of the chassis module 3. The control system of the aircraft module 1 can control the operation of the first docking mechanism 11 and the first locking device, and the control system of the chassis module 3 can control the operation of the second docking mechanism 32 and the second locking device.

[0097] Exemplarily, the first detection element and the second detection element include one or more of an image sensor, a laser sensor, an infrared position proximity sensor, and a metal proximity sensor.

[0098] The first detection component can determine whether the first docking mechanism 11 and the first installation groove 21 meet the docking condition, and conveniently and accurately control the docking timing of the aircraft module 1 and the cockpit module 2. The second detection component can determine whether the second docking mechanism 32 and the second installation groove meet the docking condition, and conveniently and accurately control the docking timing of the chassis module 3 and the cockpit module 2.

[0099] Taking the docking of the cockpit module 2 and the chassis module 3 as an example, in the landing mode, the cockpit module 2 slowly descends and the chassis module 3 moves forward in a straight line at a uniform speed. When the cockpit module 2 descends to the distance between the first docking mechanism 11 and the first mounting groove 21 is 10cm to 20cm, the second detection component begins to determine whether the docking condition is met. For example, when the second detection component includes a visual sensor and a distance sensor, if it is detected that the distance deviation between the second docking structure and the second mounting groove does not exceed a preset distance (for example, 10cm), the docking condition is met. At this time, the second detection component sends a signal to the control system of the chassis module 3, so that the control system controls the operation of the second docking mechanism 32 and the second locking device after receiving the signal, thereby completing the docking and limiting of the second docking mechanism 32 and the second mounting groove.

[0100] In a specific embodiment, the aircraft module 1 further includes a fixed wing 12, a tail thruster and a rotor assembly 13. The fixed wing 12 and the tail thruster are respectively mounted on the fuselage 14, and the rotor assembly 13 is mounted on the fixed wing 12 to form a composite wing structure.

[0101] For example, the aircraft module 1 has eight rotor motors, distributed in four axes and eight propellers, and the maximum power of each rotor motor reaches 250kW, which can provide strong take-off thrust and flight speed; the blades of the rotor assembly 13 are made of carbon fiber composite materials, which can improve propulsion efficiency and reduce noise. The lift provided by the rotor assembly 13 can meet the vertical take-off and landing requirements of the aircraft module 1.

[0102] Exemplarily, the fixed wing 12 is made of high-strength carbon fiber material, with a wingspan of 9 meters. The fixed wing 12 can provide lift for the aircraft module 1.

[0103] The tail thruster is installed at the tail of the fuselage 14 , and can provide the aircraft module 1 with forward power.

[0104] For example, in the take-off mode, both the tail propeller and the rotor assembly 13 are activated. The tail propeller provides auxiliary forward power for the split flying car during its taxiing process, and the rotor assembly 13 generates auxiliary lift, cooperates with the fixed wing 12, and finally enables the split flying car to take off after the chassis module 3 is separated from the cockpit module 2.

[0105] For example, in the flight mode, the rotor assembly 13 is turned off and the tail thruster is turned on. The fixed wing 12 uses the flight speed to provide lift, greatly improving energy efficiency; the tail thruster provides forward power to achieve high-speed level flight.

[0106] Exemplarily, in the landing mode, both the tail thruster and the rotor assembly 13 are started. The tail thruster is decelerated, and the rotor assembly 13 provides auxiliary lift, so that the split flying car glides down smoothly.

[0107] In a specific embodiment, the split flying car also includes an energy storage device and a solar charging device. The energy storage device is arranged in the fuselage 14 and is electrically connected to the cockpit module 2. The solar charging device is installed on the fixed wing 12, and the solar charging device is electrically connected to the energy storage device.

[0108] Exemplarily, the energy storage device is a solid-state battery with a power density of up to 700Wh / kg, a total capacity of 200kWh, and fast charging and discharging capabilities.

[0109] Optionally, both the aircraft module 1 and the chassis module 3 are provided with energy storage devices, which provide power for the aircraft module 1 and the chassis module 3 and can also provide electrical energy for the cockpit module 2 .

[0110] Exemplarily, the charging strategy of the split flying car is: the aircraft module 1 is fully charged before takeoff, and the chassis module 3 is fully charged before switching from flight mode to ground mode, thereby fully ensuring the supply of energy.

[0111] Exemplarily, the solar charging device is a device such as a solar charging panel, a solar film, etc. that can convert solar energy into electrical energy.

[0112] By setting up a solar charging device, auxiliary charging can be performed during the flight of the split flying car, thereby improving the energy efficiency and endurance of the split flying car and improving the environmental adaptability of the split flying car.

[0113] In a specific embodiment, both the cockpit module 2 and the chassis module 3 are provided with energy storage devices, and the energy storage device of the cockpit module 22 is used to be electrically connected to the energy storage device of the aircraft module 1 and the energy storage device of the chassis module 3 .

[0114] When the energy storage device of cockpit module 2 is electrically connected to the energy storage device of aircraft module 1, when the power of the energy storage device of aircraft module 1 is greater than the first preset power and greater than the power of the energy storage device of cockpit module 2, the energy storage device of aircraft module 1 supplies power to the energy storage device of cockpit module 2.

[0115] When the energy storage device of the cockpit module 2 is electrically connected to the energy storage device of the chassis module 3, when the power of the energy storage device of the cockpit module 2 is greater than the second preset power and greater than the power of the energy storage device of the chassis module 3, the energy storage device of the cockpit module 2 supplies power to the energy storage device of the chassis module 3.

[0116] Among them, the first preset power is the minimum power that the energy storage device can meet the operating requirements of aircraft module 1, and the second preset power is the minimum power that the energy storage device can meet the operating requirements of cockpit module 2. The specific values ​​of the first preset power and the second preset power can be set according to actual needs.

[0117] In this embodiment, by arranging the energy storage devices to be able to transmit electric energy, the energy-saving effect of the split flying car is improved, which helps to efficiently utilize the electric energy of the energy storage devices.

[0118] In a specific embodiment, the workflow of the split flying car includes:

[0119] Takeoff preparation: The user drives the split flying car to the nearest takeoff point in ground mode, at which time the aircraft module 1 and the chassis module 3 are both connected to the cockpit module 2;

[0120] Taxiing takeoff: The split flying car switches to the takeoff mode. The user drives the split flying car to the runway for taxiing takeoff. First, the chassis module 3 provides forward power. The rotor assembly 13 and the tail propeller of the aircraft module 1 are turned on to provide auxiliary power and propulsion. When the lift is sufficient to support the cockpit module 2 and the aircraft module 1 to take off, the control system of the chassis module 3 controls the second docking mechanism 32 to actively disengage from the second mounting slot of the cockpit module 2. At this time, the chassis module 3 and the cockpit module 2 are separated. Then, the rotation speed of the rotor assembly 13 is increased to increase the lift. The split flying car switches to the flight mode. The chassis module 3 can automatically drive to the control center for autonomous charging and wait for the next docking.

[0121] Flight process: The split flying car autonomously navigates in the air according to the predetermined flight plan to achieve point-to-point rapid travel. In the cruise phase, the rotor assembly 13 is deactivated, and the tail propeller is mainly used to provide power, and the rudder is used to control the attitude and heading of the split flying car to provide a longer range. During the flight, the flight control system of the split flying car monitors the flight status and surrounding environment in real time to ensure flight safety;

[0122] Landing and docking: When approaching the destination, the split flying car switches from flight mode to landing mode, and the split flying car automatically lands at the designated landing point, and the chassis module 3 automatically drives to the landing point in advance and waits; after the aircraft module 1 and the cockpit module 2 slowly land, the control system of the chassis module 3 controls the second docking mechanism 32 to actively dock with the second mounting slot of the cockpit module 2; after the chassis module 3 and the cockpit module 2 complete docking, the control system of the aircraft module 1 controls the first docking mechanism 11 to disengage from the first mounting slot 21 of the cockpit module 2, at which time the aircraft module 1 is disengaged from the cockpit module 2, and then the aircraft module 1 flies to the control center by itself. Since the rotor assembly 13 can provide sufficient lift to realize the vertical take-off and landing of the aircraft module 1, the aircraft module 1 can autonomously land on the bracket of the control center for automatic charging and wait for the next docking; the user then takes the split flying car to drive away in ground mode.

[0123] Among them, the taxiing takeoff can be replaced by a vertical takeoff, and the process is as follows: the split flying car switches to the take-off mode, the rotor assembly 13 of the aircraft module 1 is turned on to provide power for vertical ascent, and when the lift is sufficient to support the cockpit module 2 and the aircraft module 1 to take off, the control system of the chassis module 3 controls the second docking mechanism 32 to actively disengage from the second mounting slot of the cockpit module 2. At this time, the chassis module 3 and the cockpit module 2 are separated, and then the rotation speed of the rotor assembly 13 is increased to increase the lift, and the split flying car switches to the flight mode.

[0124] In the present application, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance. The term "plurality" refers to two or more than two, unless otherwise clearly defined.

[0125] Those skilled in the art will readily appreciate other embodiments of the present application after considering the specification and practicing the present application disclosed herein. The present application is intended to cover any variations, uses or adaptations of the present application, which follow the general principles of the present application and include common knowledge or customary techniques in the art that are not disclosed in the present application. The specification and examples are intended to be exemplary only.

[0126] It should be understood that the present application is not limited to the precise structures that have been described above and shown in the drawings, and that various modifications and changes may be made without departing from the scope thereof. The scope of the present application is limited only by the appended claims.

Claims

1. A split flying car, characterized in that: The split flying car comprises an aircraft module (1), a cockpit module (2) and a chassis module (3), and the split flying car has a ground mode, a flight mode, a take-off mode and a landing mode; The aircraft module (1) is connected to the top of the cockpit module (2), and the chassis module (3) is detachably connected to the bottom of the cockpit module (2); Wherein, after the split flying car switches from the take-off mode to the flight mode, the chassis module (3) is separated from the cockpit module (2); after the split flying car switches from the flight mode to the landing mode, the chassis module (3) is docked with the cockpit module (2).

2. The split flying car according to claim 1, characterized in that: The aircraft module (1) is detachably connected to the top of the cockpit module (2); in the ground mode, the aircraft module (1) is separated from the cockpit module (2).

3. The split flying car according to claim 2, characterized in that: The aircraft module (1) and the chassis module (3) both have an automatic driving function; In the landing mode, the chassis module (3) moves toward the cockpit module (2) to dock with the cockpit module (2); After the split flying car switches from the take-off mode to the flight mode, the chassis module (3) drives away from the cockpit module (2); After the split flying car switches from the landing mode to the ground mode, the aircraft module (1) flies away from the cockpit module (2).

4. The split flying car according to claim 1, characterized in that: The aircraft module (1) comprises a fuselage (14) and a first docking mechanism (11) protruding from one side of the fuselage (14); a first mounting groove (21) is provided on the top of the cockpit module (2); and the first docking mechanism (11) is used for docking with the first mounting groove (21); The chassis module (3) comprises a chassis body (33) and a second docking mechanism (32) protruding from one side of the chassis body (33); a second mounting groove is provided at the bottom of the cockpit module (2); and the second docking mechanism (32) is used for docking with the second mounting groove.

5. The split flying car according to claim 4, characterized in that: The first docking mechanism (11) and / or the second docking mechanism (32) comprises a protruding portion (111), a plurality of clamping portions (112) and a plurality of limiting portions (113); the plurality of clamping portions (112) are telescopically and rotatably arranged at intervals on the protruding portion (111); at least one limiting portion (113) is convexly provided on the outer peripheral wall of each clamping portion (112); and the groove wall of the first mounting groove (21) and / or the second mounting groove is provided with a mounting hole (211) allowing the clamping portion (112) and the limiting portion (113) to pass through.

6. The split flying car according to claim 5, characterized in that: The shape and size of the protruding portion (111) of the first docking mechanism (11) are respectively adapted to the shape and size of the first mounting groove (21); and / or, The shape and size of the protruding portion (111) of the second docking mechanism (32) are respectively matched to the shape and size of the second mounting groove.

7. The split flying car according to claim 5, characterized in that: The split-type flying car further comprises a first locking device, the first locking device being arranged on the protruding portion (111) of the first docking mechanism (11), the first locking device being used to lock or release the protruding portion (111) and the first mounting groove (21); and / or, The split-type flying car also includes a second locking device, which is arranged on the protruding portion (111) of the second docking mechanism (32), and the second locking device is used to lock or release the protruding portion (111) and the second installation groove.

8. The split flying car according to claim 4, characterized in that: The aircraft module (1) further comprises a first detection member installed on the fuselage (14), the first detection member being used to detect a docking state between the first docking mechanism (11) and the first mounting groove (21); and / or, The chassis module (3) further comprises a second detection member mounted on the chassis body (33), the second detection member being used to detect a docking state between the second docking mechanism (32) and the second mounting groove.

9. The split flying car according to claim 4, characterized in that: The aircraft module (1) further comprises a fixed wing (12), a tail thruster and a rotor assembly (13); the fixed wing (12) and the tail thruster are respectively mounted on the fuselage (14); and the rotor assembly (13) is mounted on the fixed wing (12).

10. The split flying car according to claim 9, characterized in that: The split-type flying car also includes an energy storage device and a solar charging device. The energy storage device is arranged in the fuselage (14) and is electrically connected to the cockpit module (2). The solar charging device is installed on the fixed wing (12) and is electrically connected to the energy storage device.

11. The split flying car according to claim 10, characterized in that: The cockpit module (2) and the chassis module (3) are both provided with the energy storage device, and the energy storage device of the cockpit module (2) is used to be electrically connected to the energy storage device of the aircraft module (1) and the energy storage device of the chassis module (3); When the energy storage device of the cockpit module (2) is electrically connected to the energy storage device of the aircraft module (1), when the power of the energy storage device of the aircraft module (1) is greater than a first preset power and greater than the power of the energy storage device of the cockpit module (2), the energy storage device of the aircraft module (1) supplies power to the energy storage device of the cockpit module (2); When the energy storage device of the cockpit module (2) is electrically connected to the energy storage device of the chassis module (2), when the power of the energy storage device of the cockpit module (2) is greater than a second preset power and greater than the power of the energy storage device of the chassis module (3), the energy storage device of the cockpit module (2) supplies power to the energy storage device of the chassis module (3).

12. The split flying car according to claim 1, characterized in that: The cockpit module (2) also includes a steering wheel and a manual flight control stick, and the cockpit module (2) has a manual driving function and an automatic driving function.

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