System and method for electric flight vehicle

Abstract

The invention discloses a flying vehicle. A flight vehicle includes a frame, a propulsion system coupled to the frame, a first power source coupled to the frame and configured to provide power to the propulsion system, a traction wheel coupled to the frame and configured to be in traction engagement with a ground surface during low speed ground operation of the flight vehicle, and a second power source coupled to the frame and configured to provide power to the traction wheel.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to U.S. Provisional Patent Application Serial No. 63 / 367,128, filed on June 28, 2022, entitled “Flying Bicycle,” the contents of which are hereby incorporated by reference in their entirety. Technical Field

[0003] The field of the present disclosure relates generally to electric flying vehicles and, more particularly, to systems and methods for enhancing electric flying vehicles during ground operations. Background Art

[0004] Aircraft using propellers operate under efficiency limitations imposed by the pitch of the propeller blades. For example, the optimal blade pitch for cruising is very different from the optimal blade pitch for runway acceleration and takeoff. A typical fixed pitch propeller compromises cruise and takeoff performance to achieve a hybrid that only partially reduces the performance of the propeller under each condition. Therefore, known aircraft, where fixed pitch propellers are optimized to avoid compromising cruise flight, cannot accelerate and decelerate quickly over short distances for takeoff and landing because the design of the propellers largely sacrifices takeoff performance. Variable pitch propellers are designed to correct this problem, but the mechanism for changing the propeller pitch is heavy and mechanically complex, which reduces its efficiency, especially for lightweight aircraft. The losses caused by variable pitch propellers are even greater when trying to distribute many propellers along the span of the wing.

[0005] Additionally, electric aircraft utilize distributed electric propulsion systems to distribute thrust and fly at much slower forward speeds to minimize the risk of occupant injury. Distributed electric propulsion systems can produce higher lift for a given wing area. Smaller wings with higher wing loadings can also provide better ride quality. However, electric lift aircraft have difficulty achieving short landings because the propellers must provide large thrust during the approach to landing. Summary of the invention

[0006] This Summary is intended to present selected concepts in a simplified form that are further described below in the Detailed Description. This Summary is not intended to identify key features of the claimed subject matter, nor is it intended to be used as an aid in determining the scope of the claimed subject matter.

[0007] A novel embodiment of a flying vehicle is disclosed herein, comprising an electric power source without pedals (such as a motorcycle) or with pedals integrated with the electric power source (such as an electric bicycle), which directly drives the wheels of the flying vehicle. The motor can generate high torque at low speeds, so that the wheels can quickly and efficiently accelerate the flying vehicle via traction with the ground without relying on low-speed thrust from the propeller. Since the reliance on propeller takeoff thrust is reduced or eliminated, a fixed propeller pitch with higher cruising efficiency can be selected. In some embodiments, the efficiency gain is in the range of 5% to 10% compared to a fixed pitch propeller whose selected pitch contributes to both takeoff and cruising.

[0008] In addition, novel embodiments of control surfaces implemented by wheel fairings are disclosed herein. The wheel fairings can act as speed brakes that create drag during an aircraft approach to landing or when decelerating on a landing surface, which can significantly reduce the ground area required for landing. The wheel fairings can also reduce wheel drag during ground operations. The wheel fairing control surfaces can also provide limited manual control authority to the operator of the flying vehicle while the automatic flight control system utilizes electric thrusters to maintain stable flight path control.

[0009] In one aspect, a flying vehicle is provided. The flying vehicle includes a frame, a propulsion system coupled to the frame, a first power source coupled to the frame and configured to provide power to the propulsion system, a traction wheel coupled to the frame and configured to engage traction with a ground surface during low-speed ground operation of the flying vehicle, and a second power source coupled to the frame and configured to provide power to the traction wheel.

[0010] In another aspect, a flying vehicle is provided. The flying vehicle includes a frame, a propulsion system coupled to the frame, a first power source coupled to the frame and configured to provide power to the propulsion system, a guide wheel pivotally coupled to the frame and configured to guide the flying vehicle during ground operation, and a guide wheel fairing coupled to the frame and at least partially enclosing the guide wheel and configured to pivot with the guide wheel. The guide wheel fairing may serve as a control surface of the flying vehicle.

[0011] In another aspect, a flying vehicle is provided. The flying vehicle includes a frame, a guide wheel pivotably coupled to the frame, a guide wheel fairing at least partially enclosing the guide wheel and configured to pivot, and at least one manual controller configured to orient the guide wheel fairing in response to operation by a human operator onboard the flying vehicle. The orientation may be selected to set a heading of the flying vehicle during flight. The flying vehicle also includes a plurality of thrusters coupled to the frame, and a controller coupled to the frame. The controller includes at least one processor in communication with a memory and operably coupled to the plurality of thrusters, the memory storing executable instructions for the processor to automatically maintain the flying vehicle in level flight during flight. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] The principles briefly described above will be described in more detail with reference to the specific embodiments shown in the accompanying drawings. It should be understood that these drawings depict only exemplary embodiments of the present disclosure and are therefore not to be considered limiting of its scope, and the principles herein are described and explained with additional specificity and detail through the use of the accompanying drawings.

[0013] Figure 1A A schematic perspective view of a flying vehicle according to an embodiment of the present disclosure is shown.

[0014] Figure 1B The embodiment according to the present disclosure is shown Figure 1A A schematic bottom view of a flying vehicle.

[0015] Figure 1C Shows Figure 1A A schematic perspective view of a flying vehicle in FIG. 1 showing a fuselage and alternative propulsors according to an embodiment of the present disclosure.

[0016] Figure 2A The embodiment according to the present disclosure is shown Figure 1A A schematic block diagram of a power system of a flying vehicle.

[0017] Figure 2B The embodiment according to the present disclosure is shown Figure 1A Another schematic block diagram of a power system of an aircraft.

[0018] Figure 3 According to an embodiment of the present disclosure, Figure 1A A table of example control features corresponding to each degree of freedom of a flying vehicle.

[0019] Figure 4 Shows Figure 1A An example controller data flow that may be used by a controller of an aerial vehicle is shown.

[0020] Figure 5A schematic block diagram of a computer system is shown that can be implemented using other aspects of the present disclosure. DETAILED DESCRIPTION

[0021] Various example embodiments of the present disclosure are discussed in detail below. Although specific implementations are discussed, it should be understood that this description is for illustrative purposes only. Those skilled in the relevant art will recognize that other components and configurations can be used without departing from the spirit and scope of the present disclosure. Therefore, the following description and drawings are illustrative and should not be considered restrictive. Many specific details are described to provide a thorough understanding of the present disclosure. However, in some cases, in order to avoid making the description unclear, well-known or traditional details are not described. References to one or an embodiment in the present disclosure may be references to the same embodiment or any embodiment. Such references represent at least one of the exemplary embodiments.

[0022] Reference to "one embodiment" or "an embodiment" means that a particular feature, structure, or characteristic described in connection with that embodiment is included in at least one embodiment of the present disclosure. The phrase "in one embodiment" appearing in various places in this specification does not necessarily refer to the same embodiment, nor are separate or alternative exemplary embodiments mutually exclusive of other exemplary embodiments. In addition, various features are described that some exemplary embodiments may have that other exemplary embodiments do not have. Any feature of one example may be integrated or used together with any other feature of any other example.

[0023] The terms used in this specification generally have their ordinary meaning in the art, in the context of the present disclosure, and in the specific context in which each term is used. Alternative language and synonyms may be used for any one or more of the terms discussed herein, and whether a term is described or discussed in detail herein should not be considered as having a special meaning. In some cases, synonyms for certain terms are provided. Listing one or more synonyms does not exclude the use of other synonyms. The use of examples anywhere in this specification (including examples of any term discussed herein) is illustrative only and is not intended to further limit the scope and meaning of the disclosure or any example term. Likewise, the disclosure is not limited to the various example embodiments provided in this specification.

[0024] The following provides examples of instruments, devices, methods and their related results according to example embodiments of the present disclosure, but are not intended to limit the scope of the present disclosure. Note that titles or subtitles may be used in the examples for the convenience of the reader, but this should in no way limit the scope of the present disclosure. Unless otherwise defined, the technical and scientific terms used herein have the meanings commonly understood by those of ordinary skill in the art to which the present disclosure relates. In the event of a conflict, this document (including definitions) shall prevail.

[0025] Additional features and advantages of the present disclosure will be set forth in the subsequent description, and some of the additional features and advantages will be apparent from the description, or may be learned by practicing the principles disclosed herein. The features and advantages of the present disclosure may be realized and obtained by the instruments and combinations specifically pointed out in the appended claims. These and other features of the present disclosure will become more apparent from the following description and the appended claims, or may be learned by practicing the principles set forth herein.

[0026] For clarity of explanation, in some cases, the present technology may be presented as including a single functional block representing a device, a device component, a step in a method or a routine embodied in software, or a combination of hardware and software.

[0027] In the accompanying drawings, some structural or method features may be shown in a specific arrangement and / or order. However, it should be understood that such a specific arrangement and / or order may not be required. On the contrary, in some embodiments, these features may be arranged in a manner and / or order different from that shown in the exemplary drawings. In addition, the inclusion of a structural or method feature in a particular figure does not mean that the feature is required in all embodiments, and in some embodiments, it may not include the feature or the feature may be combined with other features.

[0028] As used herein, ordinal numbers (such as "first", "second", "third", etc.) used to modify elements (such as structures, components, operations, etc.) do not themselves indicate any priority or order of the element relative to another element, but simply distinguish the element from another element with the same name (but using an ordinal number).

[0029] Although the concepts of the present disclosure may be subjected to various modifications and alternative forms, specific embodiments thereof have been shown by way of example in the accompanying drawings and will be described in detail herein. However, it should be understood that the present disclosure is not intended to limit the concepts of the present disclosure to the specific forms disclosed, but rather, the present disclosure is intended to cover all modifications, equivalents, and alternatives consistent with the present disclosure and the appended claims.

[0030] Figure 1A A schematic perspective view of an example embodiment of a flying vehicle 100 is shown, Figure 1B A bottom view of the flying vehicle 100 is shown. In some embodiments, the flying vehicle 100 is an ultralight vehicle. The phrase "ultralight vehicle" refers to a vehicle that complies with the provisions of Part 103 of Title 14 of the United States Code of Federal Regulations ("14 CFR Part 103"). For example, to comply with the June 2023 revision of 14 CFR Part 103, a powered flying vehicle must weigh less than 254 pounds; have a fuel capacity of no more than 5 U.S. gallons; have a level flight speed of no more than 55 knots; and have a power-off stall speed of no more than 24 knots.

[0031] In some embodiments, the flying vehicle 100 meets some but not all requirements for ultralight vehicles. For example, but not limited to, an exception to 14 CFR Part 103 may be obtained for a home-built vehicle that weighs less than 254 pounds, has a fuel capacity of no more than 5 U.S. gallons, and a level flight speed of no more than 55 knots, but does not meet the requirement that the closed stall speed not exceed 24 knots.

[0032] In some embodiments, the flying vehicle 100 is a light sport aircraft. The phrase "light sport aircraft" refers to a vehicle that meets the definition of "light sport aircraft" as set forth in Section 1.1 of Title 14 of the United States Code of Federal Regulations ("14 CFR 1.1"). For example, to meet the June 2023 revision of 14 CFR 1.1, a light sport aircraft must have a maximum takeoff weight of no more than 1,320 pounds for aircraft not intended for water operations (or no more than 1,430 pounds for aircraft intended for water operations), a maximum airspeed in level flight at maximum continuous power at sea level standard atmospheric conditions of no more than 120 knots, and a maximum stalling speed or minimum steady flight speed (VS1) of no more than 45 knots at the aircraft's maximum certified takeoff weight and most critical center of gravity without the use of lift augmentation devices.

[0033] In some embodiments, flying vehicle 100 meets some but not all requirements of a light sport vehicle.

[0034] Embodiments of the flying vehicle 100 other than those described in the above-noted FAA regulations are also contemplated.

[0035] The flying vehicle 100 can include a frame 102 configured to provide structural support for other components of the flying vehicle 100. In some embodiments, the frame 102 is substantially formed of steel. Additionally or alternatively, the frame 102 can include one or more of aluminum or a carbon fiber reinforced composite material. However, other materials for the frame 102 are also contemplated. In the illustrated embodiment, the frame includes a plurality of elongated members 146 secured together. In some embodiments, the elongated members 146 can be extended to accommodate riders of different heights. Other configurations of the frame 102 are also contemplated.

[0036] The flying vehicle 100 may also include at least one wing 108 coupled to the frame 102. In some embodiments, the at least one wing 108 includes two wings 108, wherein each wing is defined as extending from both sides of the frame 102 along the span dimension S of the flying vehicle (in other words, "two wings" does not simply refer to a single left wing coupled with a single right wing). For example, in the illustrated embodiment, the two wings 108 are a front wing 108 and a rear wing 108, respectively, wherein the terms "front" and "rear" are defined relative to the longitudinal dimension L of the flying vehicle. In some embodiments, the use of two wings 108, combined with the distribution of the propellers 106 along the span dimension S of the two wings (as will be discussed below), facilitates achieving the desired lift performance, and the width of the flying vehicle along the span dimension is significantly reduced relative to the width of known ultralight or similar vehicles. For example, known ultralight vehicles typically have a width of 17 feet or more. In contrast, embodiments of the flying vehicle 100 having a front wing and a rear wing 108 may have a width along the wingspan dimension of no more than 12 feet, which advantageously enables the flying vehicle 100 to be accommodated in a 12-foot wide highway lane or on a trailer built specifically for use in such a lane. Furthermore, in some such embodiments, a flying vehicle 100 having two wings 108 may have a width along the wingspan dimension of no more than 9 feet, which advantageously enables the flying vehicle 100 to be easily accommodated in a 10-foot wide highway lane or on a trailer built specifically for use in such a lane. Additionally or alternatively, the front wing 108 may include a slot 150 defined therein to receive a portion of the traction wheel 118 therein in a clearance fit, which advantageously enables the length of the flying vehicle 100 along the longitudinal dimension L to be reduced (by allowing the longitudinal length of the front wing 108 to overlap with the location of the traction wheel 118). In some embodiments, the front wing 108 may be located at a lower height from the ground (e.g., the ratio of the height of the front wing 108 from the ground to the chord length of the front wing 108 may be less than 0.5), which tends to maximize ground effect. The term "ground effect" refers to the reduction in air resistance generated by a fixed wing as the wing approaches a fixed ground surface. An increase in ground effect correspondingly shortens takeoff distance while also reducing friction during ground operation, thereby maximizing range during ground operation. Other numbers and arrangements of the at least one wing 108 are also contemplated.

[0037] In some embodiments, the at least one wing 108 may be formed of a Dacron wing skin on a wing box formed of, for example, steel or aluminum. However, other materials for the at least one wing 108 are also contemplated.

[0038] The at least one wing 108 may include additional features that help improve the stability of the flying vehicle 100. For example, in the illustrated embodiment, the at least one wing 108 includes rigid winglets 124 extending from opposite ends of the wing along a vertical dimension V. Additionally or alternatively, the at least one wing 108 may include one or more control flaps 126 that may be manually activated by a human operator 134 or actuated by an onboard avionics package 216 (e.g., Figure 2A Other embodiments of stability and guidance features are also contemplated. For example, but not limited to, the flying vehicle 100 may include circulation control features (e.g., wing gaps or micro compressors, not shown) to prevent or reduce flow separation over the wings 108 or fuselage 164, thereby improving the lift coefficient at high angles of attack or other conditions.

[0039] The flying vehicle 100 may also include a propulsion system 104 coupled to the frame 102 and configured to provide power to the flying vehicle 100 in flight. In the illustrated embodiment, the propulsion system 104 is indirectly coupled to the frame 102 via mounting the propulsion system on the at least one wing 108. For example, the propulsion system 104 may include one or more propellers 106, and each propeller 106 may be housed in a nacelle 140 secured to a bottom surface 142 of the at least one wing 108. However, other embodiments for coupling the propulsion system 104 to the frame 102 are also contemplated.

[0040] In some embodiments, the propulsion system 104 includes a plurality of propellers 106. For example, as described above, the propellers 106 may be distributed along the span dimension S of each wing 108 to increase the lift performance of the flying vehicle 100. In the illustrated embodiment, each propeller 106 is implemented as a fixed pitch propeller 156, which avoids the weight and complexity penalties of a variable pitch propeller as discussed above. However, other implementations of the propellers 106 are also contemplated. For example, Figure 1C As shown in another exemplary embodiment of the flying vehicle 100 in FIG. 1 , the propellers 106 may be implemented as ducted fans 158, wherein each propeller 106 includes a fan 160 enclosed by a duct 162 to improve efficiency. Additionally or alternatively, the propellers 106 may each include a stator (not shown) located behind the propeller or fan. These types of propellers 106 are heavier than fixed pitch propellers 156 and may be used in, for example, light sport aircraft embodiments of the flying vehicle 100. However, these examples of propeller types and aircraft uses are not intended to be limiting.

[0041] In some embodiments, the propeller 106 is electrically driven. Using electrically driven propellers 106 can reduce the weight, noise, and complexity of the flying vehicle 100 compared to, for example, an internal combustion engine type engine. However, other embodiments of the propeller 106 are also contemplated.

[0042] The flying vehicle 100 may also include a first power source 110 coupled to the frame 102 and configured to provide power to the propulsion system 104. For example, the first power source 110 may include one or more propulsion batteries 148 configured to provide power to the propulsion system 104. In some embodiments, the propulsion batteries 148 are distributed along the at least one wing 108, which increases the redundancy and reliability of the first power source 110 and can reduce the weight of the wing structure. For example, in the illustrated embodiment, at least one propulsion battery 148 is positioned in each nacelle 140. (Although for clarity, Figure 1B Only one propulsion battery location is shown, but it should be understood that other nacelles 140 or fuselage 164 may also accommodate propulsion batteries 148). Other numbers or locations of propulsion batteries 148 are also contemplated, with one example being Figure 2B shown (as discussed below).

[0043] Additionally or alternatively, the first power source 110 may include one or more solar panels 112 configured to provide power to the propulsion system 104. For example, the one or more solar panels 112 may be positioned on a top surface 114 of the at least one wing 108 to facilitate exposure to sunlight during flight and may be used to charge the propulsion battery 148. In the illustrated embodiment, the top surfaces 114 of the front and rear wings 108 each include solar panels 112. However, other numbers and locations of solar panels 112 are also contemplated.

[0044] Additionally or alternatively, the first power source 110 may include a combination of an internal combustion engine and a generator, sometimes referred to as a genset (not shown) or a fuel cell (not shown). For example, the genset or fuel cell may be located within the electronics housing 144 and may be connected to the propulsion electric motor 208 or configured to charge the propulsion battery 148. The genset may be geared or non-geared and may be, for example, a cylinder-piston or turbomachine type.

[0045] Additionally or alternatively, the flying vehicle 100 may include an adapter plug for charging the propulsion battery 148 from a land-based charging station.

[0046] Additional or alternative embodiments of the first power source 110 are also contemplated.

[0047] The flying vehicle 100 also includes a traction wheel 118 coupled to the frame 102 and configured to engage traction with the ground surface during low-speed ground operation of the flying vehicle. The phrase "engagement with traction with the ground surface" means that during low-speed ground operation, the friction between the outer surface of the traction wheel and the ground surface is sufficient to move the flying vehicle during the period of dynamic rotation of the traction wheel along the ground surface. "Slow-speed ground operation" occurs when the flying vehicle is operating on the ground at a speed between zero and a traction loss speed, at which time the lift generated by the flying vehicle in motion is offset by the weight of the flying vehicle so that the friction between the outer surface of the traction wheel and the ground surface no longer generates traction. In some embodiments, the traction loss speed can be greater than or equal to 20 miles per hour (mph). Further, in some such embodiments, the traction loss speed can be greater than or equal to 28 mph. However, other traction loss speeds are also contemplated.

[0048] The flying vehicle 100 may also include a second power source 116 coupled to the frame 102 and configured to provide power to the traction wheel 118. For example, during takeoff of the flying vehicle 100, the traction wheel may be driven by the second power source 116 to accelerate the flying vehicle from zero speed, through a relatively low speed range where the propulsion system 104 is inoperable or ineffective (e.g., due to a stall condition of the propulsor 106 implemented as a fixed pitch propeller 156), to a speed at which the propulsion system 104 can effectively power the flying vehicle. In other words, in the non-limiting case of the flying vehicle 100 having the fixed pitch propeller 156, the traction engagement of the traction wheel 118 with the ground surface enables the flying vehicle to accelerate to a speed at which the fixed pitch propeller 156 is no longer stalled, and then the propulsion system 104 can help the flying vehicle 100 reach or continue to maintain a flying speed. Because the propulsion system 104 does not need to accelerate the flying vehicle 100 during low-speed ground operation, the propulsion system 104 can be adjusted to operate more efficiently at cruising speeds.

[0049] For example, the pitch of the fixed pitch propeller 156 can be selected to improve efficiency at cruising speed. For another example, the chemical design of the propulsion battery 148 can be selected to provide high specific energy, which increases the cruising range of the flying vehicle 100. For another example, the chemical design of the propulsion battery 148 can be selected to provide high specific power, which saves weight and improves take-off performance. As a non-limiting example, conventional fixed pitch propellers for both take-off and cruising typically have a pitch in the range of 10 to 12 inches, and the propeller 106 of the present disclosure can be implemented as a fixed pitch propeller 156 with a pitch of at least 15 inches to improve cruise performance, because the take-off thrust is provided or enhanced by the traction wheel 118. In some embodiments, the propeller 106 of the present disclosure is implemented as a fixed pitch propeller 156 with a pitch of approximately 18 inches, which is particularly beneficial for cruise performance.

[0050] In addition, the disclosed flying vehicle 100 enables takeoff from shorter runways than conventional flying vehicles whose propulsion systems must be adjusted to provide power for all phases of takeoff and cruise. For example, the traction wheels can accelerate the flying vehicle to 20 mph in a much shorter runway distance than a fixed pitch propulsion system that is adjusted to operate at both speeds below 20 mph and cruise speed. Furthermore, the disclosed flying vehicle 100 achieves these advantages without the weight, operating cost, or complexity penalties associated with variable pitch propellers.

[0051] In some embodiments, the second power source 116 may include a pedal set 120 coupled to the frame 102 and configured to be operated by a human operator 134 onboard the flying vehicle 100 to drive the traction wheel 118. In other words, the human operator 134 may pedal the pedal set 120 to apply power directly to the traction wheel 118. For example, strenuous human pedaling may generate a power level of approximately 400 watts.

[0052] Additionally or alternatively, the second power source 116 may include a traction motor 122 configured to drive a traction wheel 118, similar to an electric bicycle. In the illustrated embodiment, the traction motor 122 is mounted directly on the traction wheel 118. However, other mounting arrangements for the traction motor 122 are also contemplated. As a non-limiting example, the traction motor 122 may be implemented as a mid-drive bicycle motor arrangement (not shown), such as located below the operator's seat 136, and may include a chain and gear arrangement (not shown) to facilitate speed adjustment. In some embodiments, the traction motor 122 is implemented as a 500-watt traction motor. It has been determined that embodiments of the flying vehicle 100 of the present disclosure can achieve takeoff speed with a combined power of approximately 250 watts applied to the traction wheel 118 by the human operator 134 stepping hard on the pedal set 120 plus the power provided by the 500-watt traction motor 122, even if the thrust contribution from the propulsion system 104 is zero. However, other specifications for the traction motor 122 are also contemplated. For example, a traction motor 122 implemented as a 750 watt motor can reduce reliance on pedaling without adding too much weight. In some embodiments, ground operation at speeds up to 28 mph is more efficient when using a traction motor 122 compared to a flying vehicle without traction wheels, while still having the advantage of overall vehicle weight reduction due to, for example, a corresponding reduction in wingspan.

[0053] Although flying vehicle 100 may achieve takeoff speed without any thrust contribution from propulsion system 104 in at least some circumstances, it should be noted that propulsion system 104 may be used to contribute takeoff thrust in some circumstances even when using fixed pitch propellers 156 optimized for cruising speed.

[0054] In some embodiments, the second power source 116 may include one or more traction batteries 152 configured to provide power to the traction motor 122. For example, the one or more traction batteries 152 may be housed within an electronics housing 144 mounted to the frame 102 and located forward of the traction wheel 118 relative to the longitudinal dimension L. However, other locations or mounting arrangements are also contemplated. Alternatively, one or more of the traction batteries 152 may be implemented as traction capacitors. For example, the traction capacitors may be discharged during the takeoff phase of the flying vehicle 100 to provide power to the traction motor 122. Other methods of powering the traction motor 122 are also contemplated.

[0055] In some embodiments, both the traction battery 152 and the propulsion battery 148 may have chemistries that prioritize high mass specific energy in order to increase the range of the flying vehicle 100 in both ground operation (where the flying vehicle 100 may function as an electric bicycle utilizing the traction battery) and in flight operation. Alternatively, the traction battery 152 may have chemistries that prioritize high mass specific power (to reduce reliance on the propulsion system 104 during takeoff), while the propulsion battery 148 may have chemistries that prioritize high mass specific energy in order to maximize cruising range. Alternatively again, both the traction battery 152 and the propulsion battery 148 may have chemistries that prioritize high mass specific power in order to prioritize super-short takeoff and landing (super-STOL) capabilities. Alternatively again, the traction battery 152 may have chemistries that prioritize high mass specific energy, while the propulsion battery 148 may have chemistries that prioritize high mass specific power for use in applications where the flying vehicle 100 is primarily used for short-distance flight and extended ground operation. Other tradeoffs between competing requirements are also contemplated to emphasize specific power versus specific energy in the energy sources of either or both of the first power source 110 and the second power source 116. In each alternative, the designs of the traction motor 122, the propeller electric motor 208, the traction motor ESC 204 (discussed in more detail below), and the propeller ESC 206 (also discussed in more detail below) can be selected to match the corresponding battery chemistries.

[0056] The flying vehicle 100 may also include a guide wheel 128 that is pivotably coupled to the frame 102 and configured to guide the flying vehicle 100 during ground operation. More specifically, the guide wheel 128 may pivot about an axis 154 that extends at least partially in the vertical dimension V, which correspondingly changes the ground path of the flying vehicle 100 during ground operation. For example, the flying vehicle 100 may include at least one manual controller 132 that is configured to manually orient the guide wheel in response to manual operation by an onboard human operator 134. The manual controller 132 may be coupled to the guide wheel 128 via an appropriate manual control link 138 that converts the movement of the manual controller 132 into pivoting of the guide wheel 128. For example, the manual controller 132 may be similarly implemented as a push rod for guiding the rear wheel of a recumbent bicycle.

[0057] In the illustrated embodiment, the flying vehicle 100 includes first and second guide wheels 128, which are located behind the traction wheel 118 and on opposite sides of the frame 102 relative to the wingspan dimension S. Each of the first and second guide wheels 128 is connected to a corresponding manual control 132. Therefore, the traction wheel 118 and the first and second guide wheels 128 cooperate to enable the flying vehicle 100 to operate as a land-based bicycle on the ground surface. In some embodiments, the two rear guide wheels 128, the corresponding manual controls 132 and manual control links 138, the seat 136, and the portion of the frame 102 connecting them can be advantageously implemented by incorporating a recumbent bicycle into the flying vehicle 100 and replacing the front wheel of the recumbent bicycle with the traction wheel 118, which includes a traction motor 122 mounted thereon. Other arrangements and embodiments of one or more guide wheels 128 are also contemplated.

[0058] The flying vehicle 100 may also include a guide wheel fairing 130 coupled to the frame 102 and at least partially enclosing the guide wheel 128. In some embodiments, the guide wheel fairing 130 is configured to pivot about an axis 154 and may operate as a control surface of the flying vehicle 100. For example, the guide wheel fairing 130 may define an airfoil profile having a partial airfoil span (which extends at least partially in the vertical dimension V), such that the guide wheel fairing 130 behaves as a vertical control surface. It should be noted that the axis 154 "extending at least partially in the vertical dimension V" includes the axis 154 being diagonally oriented in a plane defined by the vertical dimension V and the span dimension S. In other words, two opposing diagonally oriented guide wheel fairings 130 may cooperate to define a V-shaped control surface that provides a vertical control surface as well as a horizontal control surface.

[0059] In some embodiments, during low-speed ground operation, the same manual controller 132 that enables manual orientation of the guide wheel 128 to steer the flying vehicle 100 may also enable manual orientation of the guide wheel fairing 130 to set the heading of the flying vehicle 100 during flight. For example, each guide wheel fairing 130 may be configured to pivot with a corresponding guide wheel 128, and at least one manual controller 132 configured to orient the guide wheel 128 to steer the flying vehicle during low-speed ground operation may also be manually operated to change the heading of the flying vehicle 100 during flight. In other words, the manual controller 132 may be used to pivot the guide wheel fairing 130 (and the guide wheel 128 at least partially enclosed therein) about an axis 154 extending at least partially in the vertical dimension V, and airflow around the pivoted guide wheel fairing 130 causes the flying vehicle 100 to yaw, thereby changing the heading of the flying vehicle 100. Other mechanisms for pivoting the guide wheel fairing 130 are also contemplated, such as, but not limited to, a separately implemented manual controller. For example, independent control of the guide wheel fairing 130 relative to the guide wheel 128 may be utilized to enable the guide wheel fairing 130 to be pivoted to a drag inducing position for use as a speed brake for deceleration on an airstrip, while the guide wheel 128 itself remains in a straight-ahead orientation to guide the flying vehicle 100 on an airstrip. Alternatively, the guide wheel fairing 130 may be configured to be locked in place during ground operation while enabling the guide wheel 128 to pivot therein.

[0060] In embodiments where more than one guide wheel 128 is used, the flying vehicle 100 may include a corresponding guide wheel fairing 130 that at least partially encloses a corresponding one of the guide wheels 128 and is configured to pivot with the corresponding one of the guide wheels 128. For example, where the first and second guide wheels 128 are positioned on opposite sides of the frame 102 relative to the span dimension S, the corresponding guide wheel fairings 130 may each operate as a control surface. The use of the guide wheel fairings 130 may enable stability, guidance, and control of the flying vehicle 100, even if the flying vehicle 100 does not include an actuatable vertical control surface in addition to the first and second guide wheel fairings 130 as shown.

[0061] In some embodiments, the guide wheel fairing 130 may pivot about the axis 154 independent of any pivoting capability (or lack thereof) of the guide wheel 128. For example, the orientation of the guide wheel 128 about the axis 154 may be fixed (i.e., non-pivotable) relative to the frame 102, and the manual controller 132 may be configured to pivot the guide wheel fairing 130 about the axis 154 while the guide wheel 128 remains fixed. Other embodiments are also contemplated in which each guide wheel fairing 130 pivots relative to either or both of the frame 102 and the corresponding guide wheel 128.

[0062] Alternatively, the guide wheel fairing 130 may be fixed (i.e., non-pivotable) relative to the frame 102 and may be sized to accommodate pivoting of the enclosed guide wheel 128 within the airfoil shape of the guide wheel fairing 130. In any of the above or other embodiments, the guide wheel fairing 130 may include independently actuatable control flaps (not shown) at a rear portion thereof to provide additional controllability.

[0063] In some embodiments, the first and second guide wheel fairings 130 are also operable to generate drag during descent from flight toward the ground to decelerate the flying vehicle 100 into a controlled glide path. The guide wheel fairings 130 can be pivoted independently of each other so as to be deployed in opposite directions, for example, to generate symmetrical drag. For example, the first and second guide wheel fairings 130 can be pivoted outwardly about the axis 154 in opposite directions from Figure 1A The position shown is rotated 90 degrees, thereby hindering the airflow, which produces significant drag and thereby reduces the airspeed. Although 90 degrees are used as an example, it is also possible to envision a drag-inducing pivot that is less than 90 degrees. Although axis 154 is shown as extending substantially along vertical dimension V, an effective amount of drag may also be generated for an orientation of axis 154 that extends only partially along the vertical dimension. In addition, the first and second guide wheel fairings 130 may also be operated in a similar manner to decelerate the flying vehicle 100 after landing from flight (i.e., on the ground after landing). Therefore, the guide wheel fairing 130 may advantageously contribute to reducing the length of the ground path required for the landing of the flying vehicle 100.

[0064] It is noteworthy that the advantages of using the guide wheel fairing 130 as a control or drag inducing surface can be obtained even in embodiments that do not include a powered traction wheel 118. For example, rather than the traction wheel 118 described herein, the flying vehicle 100 may instead include a simple nose wheel and still benefit from the guide wheel fairing 130 described herein. The present disclosure contemplates such use of the guide wheel fairing 130 independent of the traction wheel 118.

[0065] The guide wheel fairing 130 can also enhance the turning traction of the flying vehicle 100 during ground operation. For example, when the human operator 134 pivots the guide wheel 128 to turn it right, the aerodynamic force on the guide wheel fairing 130 will generate a yaw force that pulls the flying vehicle 100 toward the desired right turn.

[0066] In some embodiments, the traction wheels 118 are also configured to provide braking forces to the flying vehicle 100 during landing, which can also advantageously help reduce the length of the ground path required for the flying vehicle 100 to land. In addition, the traction motor 122 can also be configured for regenerative charging. In response to the initiation of braking, or more generally in response to the flying vehicle 100 slowing down on the landing path, the traction motor 122 can switch to a regenerative mode, in which the motor reverses rotation and becomes a generator that converts momentum into electricity. The electricity can be used to charge, for example, the traction battery 152 (or traction capacitor) or the one or more propulsion batteries 148. Embodiments in which braking or regenerative charging is provided by one or more of the guide wheels 128 are also contemplated.

[0067] like Figure 1C As shown, the flying vehicle 100 may also include a fuselage 164 coupled to the frame 102 and shaped to define an aerodynamic profile of the flying vehicle 100 along the longitudinal dimension L. For example, the fuselage 164 may enclose one or more of the human operator 134, the seat 136, the pedal set 120, the manual controller 132, and some or all elements of the frame 102 to reduce drag caused by poor aerodynamic profiles of these elements.

[0068] Figure 2A A schematic block diagram of an example embodiment of a power system 200 of flying vehicle 100 is shown. Power system 200 includes, for example, one or more solar panels 112, pedal set 120, traction motor 122, one or more propulsion batteries 148, and traction battery 152 (or traction capacitor).

[0069] The powertrain 200 may also include a traction motor electronic speed controller (ESC) 204 coupled between the traction battery 152 and the traction motor 122. For example, the traction motor ESC 204 may be housed within or integrated with the traction motor 122. Additional or alternative powertrain components associated with the traction motor 122 are also contemplated.

[0070] The power system 200 may also include a thruster ESC 206 and a thruster electric motor 208 coupled between each thruster 106 and the one or more propulsion batteries 148. For example, the thruster ESC 206 and the thruster electric motor 208 may be housed in a nacelle 140 corresponding to the thruster 106. Additional or alternative power system components associated with the thrusters 106 are also contemplated.

[0071] The power system 200 may also include a propulsion system power bus 212 that couples the solar panels 112 to the propulsion battery 148, thereby enabling the solar panels 112 to charge the propulsion battery 148. The power system 200 may also include a solar panel converter 210 that converts a direct current (DC) voltage provided by the solar panels 112 to a DC voltage for the propulsion battery 148. Other embodiments of the propulsion system power bus 212 are also contemplated.

[0072] In some embodiments, the power system 200 may include a traction wheel power bus link 218 that couples a second power source 116 (e.g., one or more of a traction battery 152, a traction motor 122, or a pedal set 120) associated with the traction wheel 118 to the propulsion system power bus 212. In this arrangement, the second power source 116 may also be used to charge the first power source 110 (e.g., the propulsion battery 148), and vice versa. The power system 200 may also include a traction wheel converter 220 that converts the direct current (DC) voltage provided by the second power source 116 to the DC voltage output by the solar panel 112 (which enables the traction wheel power bus link 218 to be connected through the solar panel converter 210) or to the DC voltage of the propulsion system power bus 212 for direct connection. The power system 200 may also include a bus power monitor 214 and an avionics package 216 that are configured to automatically implement and control cross-charging between the first power source 110 and the second power source 116.

[0073] Figure 2B A schematic block diagram of another example embodiment of a power system 200 for an aerial vehicle 100 is shown. Figure 2B The power system 200 shown in FIG. 2 may include the same or similar elements as described above, but the propulsion batteries 148 (designated herein as 148F) for the starboard and port inboard motors on the front and rear wings 108 may be housed in the fuselage rather than in the nacelles 140 of the propulsors 106. Other arrangements of the propulsion batteries 148 and other components of the power system 200 are also contemplated.

[0074] Additionally, the power system 200 may include a USB port 222 to enable charging and, optionally, other interface connection with a cell phone 224 of an onboard human operator 134. Other types of ports are also contemplated.

[0075] Figure 3is a table 300 of example control features corresponding to each degree of freedom of the flying vehicle 100. The control features may include a guide wheel fairing 130 operable by a human operator 134 to adjust the heading of the flying vehicle 100, as described above. The control features may also include: a throttle (not shown), which is operable by an onboard human operator 134 to adjust the flying altitude by adjusting the motor speed of all propellers 106, represented in Table 3 as "Differential RPM of All Motors"; and a pedal set 120 and traction motor 122 to adjust the speed of the flying vehicle 100 during ground operation, takeoff, and landing.

[0076] The control features may also include varying the speed control inputs to the thruster ESCs 206 of the distributed thrusters 106 to control the motion of the flying vehicle 100 in certain degrees of freedom. In certain embodiments, the avionics package 216 includes a controller 202 configured to automatically fly the flying vehicle 100 in certain degrees of freedom by using differential speed control inputs to the thruster ESCs 206, while accommodating manual control of certain aspects of flight by an onboard human operator 134. For example, the controller 202 may be programmed to automatically maintain the flying vehicle 100 in level flight during a cruise phase while accommodating altitude adjustments made by the human operator 134 using the throttle.

[0077] More specifically, the controller 202 can be programmed to automatically maintain the current altitude by automatically changing the speed of all thruster electric motors 208 to increase or decrease the lift on the flying vehicle 100 in response to altitude disturbances. The controller 202 can also be programmed to detect the desire of the human operator 134 to increase or decrease altitude by detecting manual adjustments to the throttle, and in response can switch to controlling the motor speed to prevent the altitude from increasing or decreasing too quickly. In response to detecting that the throttle is maintained at the set point, the controller can return to the autopilot altitude. The controller can also be programmed to detect the desire of the human operator 134 to reduce altitude (e.g., to start landing or change the desired glide path for landing) by sensing that the manual controller 132 is being used to deploy the guide wheel fairing 130 in the drag inducing position, and in response can switch to controlling the motor speed to prevent the altitude from decreasing too quickly during the descent. In other words, the controller can switch to limited autopilot control to accommodate the manual control actions of the human operator 134 while keeping the flying vehicle 100 within the safety envelope of dynamic stability.

[0078] Additionally or alternatively, the controller 202 may be programmed to implement pitch control using two or more of the plurality of propellers 106 distributed along the vertical dimension V of the flying vehicle. More specifically, the controller may automatically reduce pitch disturbances by directing differential thrust from the two or more propellers 106 distributed along the vertical dimension. For example, in the illustrated embodiment, the rear wing 108 is located above the front wing 108 at a height H along the vertical dimension V, and the controller may vary the motor speed of the four propellers 106 on the front wing relative to the motor speed of the four propellers 106 on the rear wing to control the pitch orientation of the flying vehicle 100.

[0079] Additionally or alternatively, the controller 202 may be programmed to implement yaw control using two or more of the plurality of propellers 106 distributed along the span dimension S of the flying vehicle. More specifically, the controller may automatically reduce yaw disturbances by directing differential thrust from the two or more propellers 106 distributed along the span dimension. For example, in the illustrated embodiment, the four propellers on each wing 108 are distributed along the span of the wing, and the controller may change the motor speed of the propeller 106 on the right side of the wing relative to the motor speed of the propeller 106 on the left side of the wing to control the yaw orientation of the flying vehicle 100. The controller may also be programmed to detect the desire of the human operator 134 to change heading by sensing, for example, when the manual controller 132 is being used to deploy the guide wheel fairing 130 in the yaw inducing position, and in response, may switch to controlling the motor speed to prevent the yaw from changing too quickly when the guide wheel fairing 130 is so deployed. In response to the manual controller 132 returning to the non-yaw inducing position, the controller 202 can detect that the desired new heading has been established and can switch back to automatic control to resist the yaw disturbance. In other words, the controller can switch to limited autopilot control that accommodates the manual control actions of the human operator 134 while keeping the flying vehicle 100 within the safety envelope of dynamic stability.

[0080] Additionally or alternatively, the controller 202 may be programmed to implement roll control using two or more of the plurality of thrusters 106 located in outboard positions on opposite sides of the frame 102 along the span dimension S. More specifically, the controller may automatically reduce roll disturbances by directing differential thrust of the two or more thrusters 106 located in the opposite outboard positions. For example, in the illustrated embodiment, the controller may vary the motor speed of the outboard thrusters 106 on the left side of each of the front and rear wings relative to the motor speed of the outboard thrusters 106 on the right side of each of the front and rear wings (which variation produces differential lift on the left wing tip relative to the right wing tip) to control the pitch orientation of the flying vehicle 100.

[0081] In some embodiments, control flaps 126 may also be used to control the dynamic orientation of flying vehicle 100. For example, commands for the position of each control flap 126 may also be provided manually by human operator 134, automatically by an autopilot function of controller 202, or a combination of both.

[0082] Additionally, as described in the “Landing” column of table 300, controller 202 may be similarly programmed to help maintain the stability of the aerial vehicle 100 during ground operations while accommodating human operator inputs to the throttle and manual controller 132. As previously described, during ground operations, manual controller 132 may control the heading of the aerial vehicle 100 by guiding steer wheels 128.

[0083] Other embodiments are also contemplated that control the flying vehicle 100 in one or more degrees of freedom.

[0084] Figure 4 An example embodiment of a controller data stream 400 that can be used by the controller 202 is shown. The controller data stream 400 can receive motor speed commands 402 corresponding to each propeller ESC 206, including commands for eight propellers 106 distributed along the front and rear wings 108 in the example shown, provided by the throttle, the autopilot function of the controller 202, or a combination of the throttle and the autopilot function of the controller 202. The controller data stream 400 can also receive a rear flap command 404 and a front flap command 406 corresponding to the position of the rear control flap and the front control flap 126 provided by the human operator 134, the autopilot function of the controller 202, or a combination of the autopilot function of the human operator 134 and the controller 202. The controller data stream 400 can also receive a right guide wheel fairing command 408 and a left guide wheel fairing command 410 provided by the human operator 134. These commands can be sent to an air propulsion model 418, which calculates the resultant forces and moments on the flight vehicle 100 during flight. The forces and moments from the aerodynamic propulsion model 418 may be sent to the flight vehicle model 422 .

[0085] The controller data stream 400 may also include an environmental model 416 that simulates the effects of atmospheric conditions (e.g., crosswind) on the flying vehicle 100. The output of the environmental model 416 may be sent to an aerodynamic propulsion model 418 to be incorporated into the calculation of aerodynamic forces and moments, or may be sent directly to the flying vehicle model 422.

[0086] The controller data stream 400 may also receive traction motor speed commands 412 and pedal speed commands 414 provided by the human operator 134. These commands may be sent to a traction motor model 420, which calculates the resultant forces and moments on the flight vehicle 100 during ground operation. The output of the traction motor model 420 may be sent to a flight vehicle model 422.

[0087] The flying vehicle model 422 may calculate, based on various environmental, force, and torque inputs: a model state output 424, which includes the position, orientation, and rate of change of the flying vehicle 100; and a state visualization output 426 for displaying the state to the human operator 134. The autopilot function of the controller 202 may use the model state output 424 to generate the next iteration of one or more of the motor speed command 402, the rear flap command 404, or the front flap command 406.

[0088] Figure 5 An example computer device is shown that may be used in conjunction with any system or component in the controller 202, avionics package 216, traction motor ESC 204, thruster ESC 206, or other components disclosed herein. In this example, Figure 5A computing system 500 is shown, which includes components that communicate electrically with each other using a system connection 502 (e.g., a bus). The computing system 500 includes a processing unit (CPU or processor) 504 and a system connection 502, which connects various system components to the processor 504, including system memory 508, such as a read-only memory (ROM) 510 and a random access memory (RAM) 512. The computing system 500 may include a cache 506 of high-speed memory that is directly connected to the processor 504, closely adjacent to the processor 504, or integrated as part of the processor 504. The computing system 500 can copy data from the memory 508 and / or storage device 514 to the cache 506 for rapid access by the processor 504. In this way, the cache 506 can provide a performance boost, which avoids delays in the processor while waiting for data. These modules and other modules can control or be configured to control the processor 504 to perform various actions. Other system memories 508 are also available. The memory 508 can include a variety of different types of memory with different performance characteristics. Processor 504 may include any general purpose processor and hardware or software services, such as services 1-516, services 2-518, and services 3-520 stored in storage 514, configured to control processor 504, and a dedicated processor that incorporates software instructions into the actual processor design. Processor 504 may be a completely independent computing system, including multiple cores or processors, buses, memory controllers, caches, etc. Multi-core processors may be symmetric or asymmetric.

[0089] To enable a user to interact with the computing system 500, the input device 526 can represent any number of input mechanisms, such as a microphone for voice, a touch screen for gesture or graphic input, a keyboard, a mouse, motion input, voice, etc. The output device 522 can also be one or more of a variety of output mechanisms known to those skilled in the art. In some cases, a multimodal system can enable a user to provide multiple types of input to communicate with the computing system 500. The communication interface 524 can generally control and manage user input and system output, including wireless input and output links. There is no limitation to running on any particular hardware arrangement, so the basic features here can be easily replaced by improved hardware or firmware arrangements developed.

[0090] The storage device 514 is a non-volatile memory and may be a hard disk or other type of computer-readable medium that can store data accessible by a computer, such as a magnetic tape, a flash memory card, a solid-state storage device, a digital versatile disk, a cassette, a random access memory (RAM) 512, a read-only memory (ROM) 510, and a mixture thereof.

[0091] The storage device 514 may include services 516, 518, 520 for controlling the processor 504. Other hardware or software modules are also contemplated. The storage device 514 may be connected to the system connector 502. In one aspect, the hardware module implementing a particular function may include a software component stored in a computer-readable medium that is connected to the hardware components required to perform the function (e.g., the processor 504, the system connector 502, the output device 522, etc.).

[0092] In some embodiments, computer-readable storage devices, media, and memories may include wired or wireless signals including bit streams and the like. However, when referred to, non-transitory computer-readable storage media explicitly exclude media such as energy, carrier signals, electromagnetic waves, and signals themselves.

[0093] The method according to the above example can be implemented using computer executable instructions stored or otherwise available from a computer readable medium. Such instructions may include, for example, instructions and data that cause or otherwise configure a general-purpose computer, a special-purpose computer, or a special-purpose processing device to implement a certain function or a group of functions. Parts of the computer resources used may be accessed via a network. Computer executable instructions may be, for example, binary files, intermediate format instructions (e.g., assembly language), firmware, or source code. Examples of computer readable media that can be used to store instructions used during the method according to the example, information used, and / or information created include disks or optical disks, flash memory, USB devices equipped with non-volatile memory, network storage devices, etc.

[0094] Devices implementing methods according to these disclosures may include hardware, firmware, and / or software, and may be implemented in a variety of form factors. Typical examples of such form factors include notebook computers, smart phones, small form factor personal computers, personal digital assistants, rack-mounted devices, stand-alone devices, etc. The functions described herein may also be embodied in peripheral devices or add-on cards. Further, for example, such functions may also be implemented between different chips on a circuit board or between different processes executed in a single device.

[0095] Instructions, media for communicating such instructions, computing resources for executing such instructions, and other structures for supporting such computing resources are the means for providing the functions described in these disclosures.

[0096] Although various examples and other information are used to explain various aspects within the scope of the appended claims, no limitation to the claims should be implied based on the specific features or arrangements in these examples, as a person of ordinary skill can use these examples to derive a variety of implementations. In addition, although some subject matter may have been described in language specific to examples of structural features and / or method steps, it should be understood that the subject matter defined in the appended claims is not necessarily limited to these described features or actions. For example, these functions may be allocated differently or performed in components other than those described herein. Instead, the described features and steps are disclosed as examples of components of systems and methods within the scope of the appended claims.

[0097] The phrase “at least one” in a claim refers to at least one of a set and indicates that one member of the set or multiple members of the set satisfy the claim. For example, “at least one of A and B” in a claim refers to A, B, or A and B.

Claims

1. A flying vehicle, comprising: frame; a propulsion system coupled to the frame; a first power source coupled to the frame and configured to provide power to the propulsion system; a traction wheel coupled to the frame and configured to engage a ground surface during low-speed ground operation of the flying vehicle; as well as A second power source is coupled to the frame and configured to provide power to the traction wheel.

2. The flying vehicle according to claim 1, wherein: The aircraft weighs less than 254 pounds, has a fuel capacity of no more than 5 U.S. gallons, and is incapable of achieving a level flight speed exceeding 55 knots.

3. The flying vehicle according to claim 1, wherein: The propulsion system includes one or more fixed pitch propellers.

4. The flying vehicle according to claim 1, wherein: The second power source comprises: A pedal set is coupled to the frame and is configured to be operated by a human operator onboard the flying vehicle to drive the traction wheel.

5. The flying vehicle according to claim 1, wherein: The second power source comprises: A traction motor is configured to drive the traction wheel.

6. The flying vehicle according to claim 5, wherein: The first power source comprises one or more propulsion batteries, and wherein the traction motor is further operable to charge the one or more propulsion batteries.

7. The flying vehicle according to claim 5, wherein: The second power source includes one or more of a traction battery or a traction capacitor configured to supply power to the traction motor.

8. The flying vehicle according to claim 1, wherein: The low speed ground operation includes speeds of the flying vehicle between zero and 28 miles per hour.

9. The flying vehicle according to claim 1, wherein: The first power source includes one or more of a propulsion battery or a solar panel.

10. The flying vehicle according to claim 1, wherein: The flying vehicle also includes at least one wing coupled to the frame, wherein the propulsion system includes a plurality of electrically driven propellers distributed along the at least one wing.

11. The flying vehicle according to claim 10, wherein: The at least one wing includes a front wing and a rear wing, wherein a first group of the plurality of propellers are distributed along the front wing and a second group of the plurality of propellers are distributed along the rear wing, and wherein the width of the flying vehicle does not exceed twelve feet.

12. The flying vehicle according to claim 10, wherein: The first power source includes a plurality of propulsion batteries distributed along the at least one wing.

13. The flying vehicle according to claim 10, wherein: The first power source includes one or more solar panels positioned on a top surface of the at least one wing.

14. The flying vehicle according to claim 1, wherein: The traction wheel is also configured to apply a braking force to the flying vehicle during landing of the flying vehicle.

15. The flying vehicle according to claim 1, wherein: The flying vehicle also includes: a guide wheel pivotably coupled to the frame and configured to guide the flying vehicle during ground operation; and A guide wheel fairing is coupled to the frame and at least partially encloses the guide wheel and is configured to pivot with the guide wheel, wherein the guide wheel fairing is operable as a control surface for the flying vehicle.

16. The flying vehicle according to claim 15, wherein: The guide wheel comprises a first guide wheel, the guide wheel fairing comprises a first guide wheel fairing, and wherein the flying vehicle further comprises: a second guide wheel pivotably coupled to the frame and configured to guide the flying vehicle during ground operation; and A second guide wheel fairing is coupled to the frame and at least partially encloses the second guide wheel and is configured to pivot with the second guide wheel, wherein the first guide wheel and the second guide wheel are positioned on opposite sides of the frame.

17. The flying vehicle according to claim 16, wherein: The traction wheel cooperates with the first and second guide wheels to enable the flying vehicle to operate as a land-based bicycle on the ground surface.

18. A flying vehicle, comprising: frame; a propulsion system coupled to the frame; a first power source coupled to the frame and configured to provide power to the propulsion system; guide wheels pivotably coupled to the frame and configured to guide the flying vehicle during ground operation; as well as A guide wheel fairing coupled to the frame and at least partially enclosing the guide wheel and configured to pivot with the guide wheel, wherein the guide wheel fairing is operable as a control surface for the flying vehicle.

19. The flying vehicle according to claim 18, wherein: The guide wheel fairing defines an airfoil profile.

20. The flying vehicle according to claim 18, wherein: The guide wheel fairing comprises, at its rear portion, independently actuatable control flaps.

21. The flying vehicle according to claim 18, wherein: The guide wheel comprises a first guide wheel, the guide wheel fairing comprises a first guide wheel fairing, and wherein the flying vehicle further comprises: a second guide wheel pivotably coupled to the frame and configured to guide the flying vehicle during ground operation; and A second guide wheel fairing is coupled to the frame and at least partially encloses the second guide wheel and is configured to pivot with the second guide wheel, wherein the first and second guide wheels are located on opposite sides of the frame.

22. The flying vehicle according to claim 21, wherein: The flying vehicle does not include actuatable vertical control surfaces other than the first and second guide wheel fairings.

23. The flying vehicle according to claim 21, wherein: The first and second guide wheel fairings are further operable to induce drag during descent from flight toward the ground to decelerate the flying vehicle into a controlled glide path.

24. The flying vehicle of claim 21, wherein: The first and second guide wheel fairings are also configured to lock into place after landing from flight.

25. The flying vehicle of claim 21, wherein: The flying vehicle also includes a front wheel, wherein the front wheel cooperates with the first guide wheel and the second guide wheel to enable the flying vehicle to operate as a land-based bicycle on the ground surface.

26. The flying vehicle according to claim 25, wherein: The front wheels include traction wheels configured for traction engagement with a ground surface during low speed ground operation of the flying vehicle.

27. A flying vehicle, comprising: frame; a guide wheel pivotably coupled to the frame; a guide wheel fairing at least partially enclosing the guide wheel and configured to pivot; at least one manual controller configured to orient the guide wheel fairing in response to operation by a human operator onboard the flying vehicle, wherein the orientation is selectable to set a heading of the flying vehicle during flight; a plurality of thrusters coupled to the frame; and A controller coupled to the frame and comprising at least one processor, the processor in communication with a memory and operably coupled to the plurality of thrusters, the memory storing instructions executable to cause the processor to automatically maintain the flying vehicle in level flight during flight.

28. The flying vehicle according to claim 27, wherein: Two or more of the plurality of thrusters are distributed along a span dimension of the flying vehicle, and wherein the instructions are executable to further cause the processor to automatically reduce yaw disturbances about a heading set by manual orientation by directing differential thrust from the two or more thrusters.

29. The flying vehicle according to claim 27, wherein: Two or more of the plurality of thrusters are distributed along a vertical dimension of the flying vehicle, and wherein the instructions are executable to further cause the processor to automatically reduce pitch disturbances by directing differential thrust from the two or more thrusters.

30. The flying vehicle of claim 27, wherein: Two or more of the plurality of thrusters are located outboard along a span dimension on opposite sides of the frame, and wherein the instructions are executable to further cause the processor to automatically reduce roll disturbances by directing differential thrust from the two or more thrusters.

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