Aerocar wing and rotor hybrid folding system and aerocar

Abstract

The application discloses a flying car wing and rotor hybrid type folding and unfolding system and a flying car, which comprises a car body, two side wings, a wing rotating mechanism, a rotor support, a rotor support rotating mechanism and a rotor assembly; the wings are movably connected to the car body; the wings and the wing rotating mechanism are symmetrically arranged on the car body, and the wing rotating mechanism drives the wings to rotate and unfold to the two sides of the car body or reversely rotate and fold to the inner side of the car body, so that the wings do not exceed the wing edges, and the conversion between the automobile working state and the flying working state of the wings can be completed; the rotor support is movably connected to the wings, and the rotor support is rotated by starting the rotor support rotating mechanism, so that the rotation of the rotor support on the wing surface is realized. The flying car can realize super-short distance take-off and landing and stable flight in the air. In addition, when driving on the ground, the wings and the rotor can be folded and placed in the inner side of the car body, space is saved, the appearance is beautiful, and the ground automobile use requirements are met.

Description

[0001] This application is a divisional application of Chinese patent application filed on July 22, 2022, with application number 202210874278.6 and invention title "A hybrid deployment and retraction system for a flying car wing and rotor and a flying car". Technical Field

[0002] This invention relates to the field of aircraft and automobile design technology, and in particular to a hybrid wing and rotor retraction system for a flying car and a flying car. Background Technology

[0003] Currently, urban congestion has become a common problem worldwide. On the one hand, the number of cars on the ground is constantly increasing, and urban traffic pressure is growing, leading to frequent traffic jams; on the other hand, ground space is limited, making it difficult to balance people, vehicles, and land, resulting in a growing demand for air transportation.

[0004] Currently, publicly disclosed flying car concepts and patented technologies mainly focus on the following three aspects: First, flying cars based on multi-rotor vertical takeoff and landing (VTOL) configurations; their advantages are small footprint and the ability to take off and land at any time; their disadvantages are short range and limited endurance. Second, flying cars based on fixed-wing configurations; their advantages are long range and high payload; their disadvantage is the need for a runway for takeoff and landing. Third, flying cars based on tiltrotor or tilt-wing technology; their advantage is that they combine the advantages of multi-rotor and fixed-wing configurations; their disadvantage is the larger wing size.

[0005] To address the aforementioned problems, for example, patent application number 201820928031.7 discloses a six-rotor arrangement structure for a tandem-wing flying car and the flying car itself, including two front rotors, two rear rotors, a tail rotor, and a head rotor; the two front rotors and two rear rotors are symmetrically arranged on the left and right sides of the car via corresponding front and rear wings; the tail rotor is located at the rear of the car via a lower tail boom; the head rotor is located at the front of the car via a head linkage; the six rotors work together to provide the flying car with upward flight power and vertical power to maintain flight, and the power generated by the rotors cancels out the car's gravity, allowing the car to maintain balance in the air. Patent application No. 201820928120.1 discloses a single-wing quadcopter structure for a flying car and the flying car itself. It includes two side rotors, a tail rotor, and a head rotor. Horizontally extending wings are symmetrically arranged on the left and right sides of the main body, with side rotors located below the center of each wing. A horizontally extending lower tail boom is located at the rear of the main body, with a tail rotor located below the lower tail boom. A horizontally extending head link is located at the front of the main body, with a head rotor located below the head link. The arrangement of the four rotors around the main body provides upward lift for the flying car, enabling it to take off. Patent application No. 201820928117.X discloses a tandem biplane deployment and retraction system for a flying car and the flying car itself. It includes two front wings and two rear wings symmetrically located on both sides of the main body. Each front wing has a front rotor near its end, and each rear wing has a rear rotor near its end. The front wing can rotate and retract into the front wing compartment of the vehicle body, and the rear wing can rotate and retract into the rear wing compartment of the vehicle body. When the flying car is in flight, the front and rear wings open, and the front and rear rotors provide lift. When driving on land, the front and rear wings rotate and retract into the vehicle body, conforming to the aesthetics of a car. The large number of wings in these three patents leads to a relatively complex structure; the relatively small number of rotors may not meet the requirements for smooth takeoff and landing; moreover, how the rotor blades occupy a small space while remaining fixed in the vehicle configuration is not addressed in the technical solutions. In short, the technical solutions of these three patents are not simple in structure, and the takeoff and landing performance is not easy to control smoothly.

[0006] Therefore, how to provide a flying car that saves space, has simple and smooth take-off and landing, and has stable flight is a problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0007] To address the issues of existing flying car concepts having a large footprint and a lack of design integration between fixed-wing, multi-rotor, and automobile configurations, this invention provides a hybrid wing and rotor deployment and recovery system for a flying car, as well as a flying car itself.

[0008] To achieve the above objectives, the present invention provides the following technical solution:

[0009] A hybrid wing and rotor deployment and retraction system for a flying car includes: a vehicle body, two wings, a wing rotation mechanism, a rotor support, a rotor support rotation mechanism, and a rotor assembly;

[0010] The wing is movably connected to the vehicle body; the wing and the wing rotation mechanism are symmetrically arranged on both sides of the vehicle body; the wing rotation mechanism drives the wing to rotate and unfold to both sides of the vehicle body, or rotates in the opposite direction and retracts to the inside of the vehicle body, without exceeding the wing edge, thus completing the transition between the wing's automotive working state and its flight working state; after completing the transition between automotive and flight working states, the position between the wing and the vehicle body is relatively fixed and no longer moves. Alternatively, the wing can also be fixed at any position during rotation.

[0011] The rotor support is movably connected to the wing. Rotation of the rotor support on the wing surface is achieved by activating the rotor support rotation mechanism. Preferably, the rotor support rotation mechanism drives the rotor support to rotate on the wing surface from a state parallel to the vehicle's longitudinal axis to a state perpendicular to the vehicle's longitudinal axis, and can also rotate back in the opposite direction, thus completing the transition between the automotive and flight operating states of the rotor assembly. Alternatively, the rotor support can also be fixed at any position during rotation, completing the transition between the automotive and flight operating states of the rotor assembly. After completing the transition between automotive and flight operating states, the relative position between the rotor support and the wing remains fixed and does not move. Preferably, the rotor support is a rod.

[0012] Furthermore, the two wings are positioned near the front of the vehicle body; one or more rotor supports can be mounted on the wings.

[0013] Furthermore, the rotor support is a single integral rotor support, with its rotation center point set at any position between the two ends of the rotor support.

[0014] Optionally, the rotor support is divided into two parts: a front rotor support and a rear rotor support, which share a common rotation center point, or each has its own rotation center point.

[0015] Furthermore, the wing rotation mechanism drives the wing to rotate through a combination of servo motors, pins, gears, pulleys, chain drives, connecting rods, or more. By activating the wing rotation mechanism, the wing can be driven to rotate to the sides of the vehicle body or rotate in the opposite direction to the inside of the vehicle body, and can remain at any position during the rotation process.

[0016] Furthermore, the rotor support rotation mechanism drives the rotor support to rotate through a combination of servo motors, pins, gears, pulleys, chain drives, connecting rods, or more. By activating the rotor support rotation mechanism, the rotor support rotates on the wing surface.

[0017] Furthermore, the wing surface includes an upper surface and a lower surface, and the rotor support is disposed above the upper surface of the wing surface or below the lower surface of the wing surface.

[0018] Furthermore, the rotor assembly includes a motor and a rotor; the rotor is fixedly connected to the output shaft of the motor, and the motor is mounted on the rotor support via a fixed or rotatable device. Preferably, the front rotor assembly of the flying car is fixedly connected to the rotor support via a rotatable servo mechanism, and the rear rotor assembly is fixedly connected to the rotor support via a non-rotatable rotor mount.

[0019] Furthermore, one or more rotor assemblies can be mounted on the rotor support. Preferably, two rotor assemblies are mounted on one rotor support.

[0020] The present invention also provides a flying car, including a hybrid wing and rotor retraction system as described in any of the above claims, a vertical wing and a horizontal wing disposed at the rear of the vehicle body, and a vehicle steering system, a powertrain and a flight control stick;

[0021] The steering system and powertrain are mounted at the bottom of the vehicle body; the flight control stick is mounted inside the vehicle body.

[0022] The flying car's steering system is mounted on the front axle, while the powertrain is mounted on the rear axle.

[0023] The flying car is equipped with a steering wheel and a flight control stick in the driver's seat.

[0024] The rotor surface can be driven by a servo mechanism, so it can remain at any position during the tilting process.

[0025] The size of a rotor, assuming it can provide sufficient lift, is determined by two factors. First, the rotor diameter should be smaller than the length of the rotor support. Second, if the rotor has a tilting function, its radius must be smaller than its height above the ground.

[0026] Furthermore, when the flying car is on the ground, the rotor can be deployed manually or by being directly thrown open by the drive motor. When the rotor needs to be folded and retracted, it can also be done manually.

[0027] This invention utilizes the rotation of the wings and rotor support components to retract several rotors from both sides of the wing into the space within the wing surface area, thus realizing the transformation of the flying car from flight mode to vehicle mode. Simultaneously, the rotation of the wings and rotor support components causes several rotors to unfold from the space within the wing surface area to both sides of the wing, and the wings unfold, thus realizing the transformation of the flying car from vehicle mode to flight mode. The structure is simple, and the deployment is rapid and orderly.

[0028] As can be seen from the above technical solution, compared with the prior art, the present invention discloses a flying car with vertical take-off and landing, fixed-wing, and vehicle modes. By utilizing a multi-rotor to achieve vertical take-off and landing, runway length and take-off and landing time are saved; through the combination of rotor tilting and wings, long-endurance fixed-wing flight can be achieved; through the rotation of the wings around the vehicle body, combined with the rotation of the rotor support structure on the wings, a flying car with a small footprint and compliance with road traffic regulations regarding vehicle size is realized. Attached Figure Description

[0029] Figure 1 An isometric side view of a flying car in vertical takeoff and landing mode.

[0030] Figure 2 for Figure 1 Top view;

[0031] Figure 3 for Figure 1 The main view;

[0032] Figure 4 for Figure 1 The left view;

[0033] Figure 5 for Figure 1 The right view;

[0034] Figure 6 An isometric side view of the flying car in its driving mode;

[0035] Figure 7 for Figure 6 Top view;

[0036] Figure 8 for Figure 6 The main view;

[0037] Figure 9 for Figure 6 The left view;

[0038] Figure 10 for Figure 6 The right view;

[0039] Figure 11 An isometric side view of a flying car in forward flight mode;

[0040] Figure 12 Isometric side view of the steering system and powertrain layout of a flying car;

[0041] Figure 13 Isometric side view of the wing rotation mechanism and the rotor support rotation mechanism;

[0042] Figure 14 This is an isometric side view of the rotor tilting process;

[0043] Figure 15 This is an isometric side view of the rotor folding process;

[0044] Figure 16 Isometric side view of the flight control stick;

[0045] Figure 17 This is a structural diagram of a rotating mechanism where a connecting rod supports the rotor.

[0046] Figure 18 This is a structural diagram of a connecting rod used as a wing rotation mechanism.

[0047] Figure 19 This is a structural diagram of a pulley mechanism used as a rotor support rotation mechanism.

[0048] Figure 20 A structural diagram of a pulley mechanism used as a wing rotation mechanism;

[0049] Figure 21 A structural diagram showing multiple rotor supports on one side of the wing and one or more (two) rotor supports on a single rotor support;

[0050] Figure 22 for Figure 21 Vehicle mode status diagram;

[0051] Figure 23 This is a diagram showing the distribution of flight control circuits.

[0052] Symbol Explanation: 100 - Body, 200 - Wing, 201 - Aileron, 211 - Upper Wing Surface, 212 - Lower Wing Surface, 300 - Vertical Tail, 301 - Rudder, 400 - Horizontal Tail, 401 - Elevator, 500 - Rotor Assembly, 501 - Rotor, 502 - Motor, 503 - Upper Rotor Clamp, 504 - Lower Rotor Clamp, 510 - Tilting Servo Assembly, 511 - Tilting Servo Motor, 512 - Tilting Servo U-Shaped Bracket, 520 - Motor Mounting Plate, 600 - Rotor Support (or Nose Rotor Support), 61 0 - Rear rotor support, 700 - Rotor support rotation mechanism, 72 - Support link, 73 - Support pulley, 711 - Linkage support shaft, 712 - Support link first pin, 713 - Support link third pin, 714 - Support link second pin, 715 - Support driven link, 716 - Support drive link, 721 - Support pulley shaft, 722 - Support driven pulley, 723 - Support drive pulley, 724 - Support pulley motor, 791 - Rotor support rotation servo, 792 - Servo arm, 800 - Wing rotation mechanism, 8 2-Wing connecting rod, 83-Wing pulley, 811-Connecting rod root pivot, 812-Wing connecting rod first pin, 813-Wing connecting rod third pin, 814-Wing connecting rod second pin, 815-Wing driven connecting rod, 816-Wing drive connecting rod, 821-Pulley root pivot, 822-Wing driven pulley, 823-Wing drive pulley, 824-Wing pulley motor, 825-Wing belt, 891-Wing rotation servo, 892-Servo arm, 900-Steering system, 901-Steering wheel, 902-Steering universal joint, 9 03-Steering lever, 904-Front wheel support rod, 905-Front wheel, 910-Powertrain, 911-Rear wheel drive motor, 912-Rear wheel drive shaft, 913-Rear wheel support rod, 1000-Flight control stick, 1001-Stick switch, 1002-Multi-rotor and fixed-wing flight mode switching switch, 1003-Grip, 1004-Left yaw button, 1005-Right yaw button, 1006-Throttle lever, 1007-Brake lever, 1010-Flight control stick base, 1100-Flight control signal cable. Detailed Implementation

[0053] The present invention will be further illustrated below with reference to the accompanying drawings and specific embodiments. It should be understood that the following specific embodiments are for illustrative purposes only and are not intended to limit the scope of the invention. It should be noted that the terms "front," "rear," "left," and "right" used in the following description refer to the direction from the front of the vehicle to the rear, and from the rear of the vehicle to the front, the left side is left and the right side is right. "Up" and "down" refer to the directions in the accompanying drawings. The terms "inner" and "outer" refer to the directions toward or away from the geometric center of a specific component, respectively.

[0054] This section will describe in detail specific embodiments of the present invention. Preferred embodiments of the present invention are shown in the accompanying drawings. The purpose of the drawings is to supplement the textual description with graphics, so that people can intuitively and vividly understand each technical feature and overall technical solution of the present invention, but they should not be construed as limiting the scope of protection of the present invention.

[0055] In the description of this invention, "several" means one or more, "more than" means two or more, "greater than," "less than," and "exceeding" are understood to exclude the stated number, while "above," "below," and "within" are understood to include the stated number. The use of "first" and "second" in the description is merely for distinguishing technical features and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features, or implicitly indicating the order of the indicated technical features.

[0056] In the description of this invention, unless otherwise explicitly defined, terms such as "set up," "install," and "connect" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this invention in conjunction with the specific content of the technical solution.

[0057] like Figure 1-11 As shown, the hybrid wing and rotor deployment system for flying cars of the present invention includes: a vehicle body, two wings, a wing rotation mechanism, a rotor support, a rotor support rotation mechanism, and a rotor assembly;

[0058] The wing is movably connected to the vehicle body; the wing rotation mechanism drives the wing to rotate from a state parallel to the longitudinal axis of the vehicle body to a state perpendicular to the longitudinal axis of the vehicle body, and can also rotate back in the opposite direction, thus completing the transition between the wing's automotive working state and its flight working state; alternatively, the wing can also be fixed at any position during the rotation process, completing the transition between the wing's automotive working state and its flight working state; after completing the transition between the automotive working state and the flight working state, the position between the wing and the vehicle body is relatively fixed and no longer moves;

[0059] The rotor support is movably connected to the wing. By activating the rotor support rotation mechanism, the rotor support rotates on the wing surface, allowing it to rotate from a state parallel to the wing's longitudinal axis (the axis perpendicular to the vehicle's longitudinal axis when the wing is deployed) to a state perpendicular to the wing's longitudinal axis, and also back in the opposite direction. When the wing rotates from a state parallel to the vehicle's longitudinal axis (vehicle operating state) to a state perpendicular to the vehicle's longitudinal axis (flight operating state), the rotor support on the wing surface also rotates from a state parallel to the wing's longitudinal axis to a state perpendicular to the wing's longitudinal axis, and also back in the opposite direction; thus, it completes the transition of the rotor assembly between vehicle operating state and flight operating state. Alternatively, the rotor support can also be fixed at any position during rotation, completing the transition of the rotor assembly between vehicle operating state and flight operating state. After completing the transition between vehicle operating state and flight operating state, the position between the rotor support and the wing is relatively fixed and no longer movable.

[0060] The wing surface can be parallel to the longitudinal axis of the fuselage or at a certain angle to the longitudinal axis of the fuselage.

[0061] The rotor support can be parallel to the wing surface or at a certain angle to the wing surface.

[0062] The wings, wing rotation mechanism, and rotor assembly are symmetrical about the longitudinal axis of the vehicle body.

[0063] like Figure 1 As shown, the two wings are positioned near the front of the vehicle body, and one or more rotor supports can be mounted on the wings.

[0064] The rotor support is a single, integral rotor support, with its center of rotation located at any point between the two ends of the rotor support. For example... Figure 1 In the illustrated embodiment, the rotation center point is located in the middle of the rotor support, which is the preferred structure of the present invention. Preferably, a front rotor support and a rear rotor support are provided on one side of the wing, arranged above the wing. The front rotor support and the rear rotor support are a single integral support, sharing a common rotation center point, and a rotor assembly is provided at each end of the rotor support.

[0065] like Figure 21 As shown, the rotor support is divided into two parts: a front rotor support and a rear rotor support. They can share a common center of rotation, with one end of their centers of rotation overlapping; or each can have its own center of rotation. For example... Figure 21 As shown, the rotor support is a two-section design, consisting of a front rotor support and a rear rotor support. The lengths of the front and rear rotor supports may be equal or unequal. Two front rotor supports and three rear rotor supports are provided on one side of the wing, arranged above and below the wing. The front and rear rotor supports have their own rotation axes and do not share a rotation center point. Each rotor support is equipped with one or more rotors.

[0066] like Figure 13 , 18 As shown in Figure 20, the wing rotation mechanism can drive the wing to rotate through a combination of servo motors, pin shafts, gear transmission, pulley transmission, chain transmission, connecting rods, or the above methods. By activating the wing rotation mechanism, the wing can be driven to rotate to the sides of the vehicle body or rotate in the opposite direction to the inside of the vehicle body, and can be fixed at any position during the rotation process, thus completing the conversion between the wing's automotive working state and its flight working state.

[0067] Specifically, such as Figure 13 As shown, the wing rotation mechanism is driven by a servo motor, and its structure and principle are as follows: The wing rotation mechanism consists of two parts: a wing rotation servo motor and a servo motor arm. The servo motor can be considered an integration of a motor and a gear set, amplifying the torque output by the motor. The servo motor is fixedly mounted on the fuselage. The servo motor arm is mounted on the servo motor output shaft and fixedly connected to the wing. When the servo motor output shaft rotates, the servo motor arm drives the wing to rotate. The wing rotation servo motor is commercially available. This is a preferred embodiment of the invention.

[0068] Specifically, such as Figure 18 As shown, the wing rotation mechanism is driven by a linkage, and its structure and principle are as follows:

[0069] When a connecting rod is used as the wing rotation mechanism, the installation relationship is as follows: the connecting rod root pivot is fixedly connected to the vehicle body. The driven wing link is fixed to the wing via a first pivot pin and rotates around that first pivot pin. The driven wing link is fixed to the vehicle body via a second pivot pin and rotates around that second pivot pin. The driven wing link and the driven wing link are connected via a third pivot pin and rotate around that third pivot pin.

[0070] Working principle: When the wing drive link rotates around the second pin of the wing link, it drives the wing driven link to rotate the wing around the wing root pivot above the vehicle body via the third pin of the wing link. The rotation angle of the wing drive link around the second pin controls the rotation angle of the wing around the wing root pivot, thereby controlling whether the wing retracts into the vehicle body or unfolds to the sides of the vehicle body.

[0071] Specifically, such as Figure 20 As shown, the wing rotation mechanism is driven by a pulley mechanism, and its structure and principle are as follows:

[0072] When a pulley mechanism is used as the wing rotation mechanism, the installation relationship is as follows: the pulley wing root shaft is fixedly connected to the vehicle body. The wing is fixedly connected to the driven wing pulley and rotates around the pulley wing root shaft above the vehicle body. The driven wing pulley and the driving wing pulley rotate via the wing belt drive. The driving wing pulley is fixed to the output shaft of the wing pulley motor. The wing pulley motor is fixed to the vehicle body.

[0073] Operating Principle: The wing pulley motor is rigidly connected to the vehicle body and remains stationary. When the wing pulley motor rotates, it drives the wing's driving pulley to rotate. The driving pulley's rotational motion is transmitted to the driven pulley via the wing belt drive. Because the wing and the driven pulley are fixedly connected, they rotate together around the pulley's root axis above the vehicle body. Therefore, when the wing pulley motor rotates, it drives the wing to rotate around the pulley's root axis via the belt drive mechanism. The rotation angle is controlled by the wing pulley motor, thereby controlling whether the wing retracts into the vehicle body or deploys to the sides of the vehicle body.

[0074] like Figure 13 , 17 As shown in Figure 19, the rotor support rotation mechanism drives the rotor support to rotate via a servo motor, pin shaft, gear transmission, pulley mechanism transmission, chain transmission, or a combination of linkages or more. By activating the rotor support rotation mechanism, the rotor support rotates on the wing surface, achieving rotation of the rotor support. The rotor support is preferably a rod.

[0075] Specifically, such as Figure 13 As shown, the rotor support rotation mechanism is driven by a servo motor, and its structure and principle are as follows:

[0076] At this point, the rotor support rotation mechanism consists of two parts: a rotor support rotation servo and a servo arm. The servo can be considered an integration of a motor and a gear set, amplifying the torque output by the motor. The servo is fixedly mounted on the wing. The servo arm is mounted on the servo output shaft and fixedly connected to the rotor support. When the servo output shaft rotates, the servo arm drives the rotor support to rotate. The rotor support rotation servo is commercially available. This solution is a preferred embodiment of the present invention.

[0077] Specifically, such as Figure 17 As shown, the rotor support rotation mechanism is driven by a linkage, and its structure and principle are as follows:

[0078] When using a linkage as the rotor support rotation mechanism, the installation relationship is as follows: the front rotor support and the rear rotor support are fixedly connected above the wing. The linkage support pivot is fixedly connected to the wing. The driven support linkage is fixed to the rear rotor support via a first pin and rotates around that pin. The driving support linkage is fixed to the wing via a second pin and rotates around that pin. The driven support linkage and the driving support linkage are connected via a third pin and rotate around that pin.

[0079] Working principle: When the support drive link rotates around the second pin of the support link, it drives the support driven link to rotate the rear rotor support and the front rotor support around the support pivot above the wing via the third pin of the support link. The rotation angle of the support drive link around the second pin controls the rotation angle of the front rotor support and the rear rotor support around the support pivot, thereby controlling whether the front rotor support and the rear rotor support retract into the wing or deploy on the sides of the wing.

[0080] Specifically, such as Figure 19 As shown, the rotor support rotation mechanism is driven by a pulley mechanism, and its structure and principle are as follows:

[0081] When using a pulley mechanism as the rotor support rotation mechanism, the installation relationship is as follows: the front rotor support and the rear rotor support are fixedly connected above the wing. The support pulley shaft is fixedly connected to the wing. The front and rear rotor supports are fixedly connected to the driven support pulleys and rotate together around the support pulley shaft above the wing. The driven support pulley and the driving support pulley rotate through the support belt drive. The driving support pulley is fixed to the output shaft of the support pulley motor. The support pulley motor is fixed to the wing.

[0082] Working principle: The support pulley motor is rigidly connected to the wing and remains stationary. When the support pulley motor rotates, it drives the support drive pulley to rotate. The rotational motion of the support drive pulley is transmitted to the support driven pulley via the support belt drive. Because the front rotor support and rear rotor support are fixedly connected to the support driven pulley, they rotate together around the support pulley axis above the wing. Therefore, when the support pulley motor rotates, it drives the front rotor support and rear rotor support to rotate around the support pulley axis via the belt drive mechanism. The rotation angle is controlled by the support pulley motor, thereby controlling whether the front rotor support and rear rotor support retract into the wing or deploy on the sides of the wing.

[0083] like Figure 16 As shown, the wing surface includes an upper surface and a lower surface, and the rotor is disposed above the upper surface of the wing surface or below the lower surface of the wing surface.

[0084] As an example, such as Figure 1 As shown, the rotor assembly is located above the upper surface of the wing.

[0085] As an example, such as Figure 21 As shown, the rotor assembly can also be located below the lower surface of the wing.

[0086] like Figure 14As shown, the rotor assembly is connected to the rotor support via a tilt servo U-shaped bracket of the tilt servo assembly. The tilt servo motor can drive the tilt servo U-shaped bracket to rotate within a range of 0 to 180°. To meet the requirements of the flying car's ascent, descent, and forward movement, the rotor assembly preferably tilts within a 90° range parallel and perpendicular to the wing surface, and can remain fixed at any position during the tilting process (i.e., the rotor surface can tilt within a 90° range parallel and perpendicular to the wing surface, meeting the requirements of the flying car's ascent, descent, and forward movement). The tilt servo is commercially available. This is a preferred embodiment of the present invention.

[0087] As an example, such as Figure 13 As shown, the rear rotor assembly is fixedly connected to the rotor support via a motor mounting plate. Therefore, the rear rotor assembly cannot tilt. This example is a preferred embodiment of the present invention.

[0088] The present invention also provides a flying car, including a hybrid wing and rotor retraction system as described in any of the above claims, a vertical wing and a horizontal wing disposed at the rear of the vehicle body, and a vehicle steering system, a powertrain and a flight control stick;

[0089] The steering system and powertrain are mounted at the bottom of the vehicle body; the flight control stick is mounted to the side of the cockpit seat.

[0090] like Figure 12 As shown, the flying car's steering system is mounted on the front axle, and the powertrain is mounted on the rear axle. The steering system includes a steering wheel, steering universal joint, steering tie rods, and front wheels. The powertrain includes a rear-wheel drive motor, a rear-wheel drive axle, and rear-wheel support rods.

[0091] like Figure 12 As shown, the flying car's driver's seat is equipped with a steering wheel and a flight control stick.

[0092] like Figure 14 As shown, the rotor surface of the rotor can be driven by a servo mechanism, so it can stay at any position during the tilting process.

[0093] like Figure 7 and 11 As shown, according to some embodiments of the present invention, the rotor size is determined by two factors, provided that sufficient lift can be provided. First, the rotor diameter should be smaller than the length of the rotor support. Second, the radius of the tilt rotor should be smaller than the height of the tilt rotor above the ground. Preferably, in embodiments of the present invention, the rotor diameter is less than 2.5 meters.

[0094] like Figure 15As shown, in this embodiment, the rotor assembly can be further divided into rotor blades, upper rotor clips, lower rotor clips, and a motor. The two rotor blades are clamped by the upper and lower clips and tightened with fastening screws. The tightening force is sufficient to prevent the rotor blades from being ejected, but should also ensure that the rotor blades can rotate around the fastening screws. Since the total height of the flying car is less than 1.7 meters, when the flying car is ready to enter vehicle mode, an adult can fold the rotor blades on the ground. Figure 15 The image shows the folded state. When the flying car enters the takeoff preparation state, the rotor can open automatically under the action of centrifugal force, relying on the torque output by the motor. When the rotor is folded to be in the same straight line as the rotor support, the rotor will not exceed the width of the vehicle body, and there will be no interference between adjacent rotors; at the same time, in order to avoid interference between adjacent rotors during operation, the height of adjacent rotors must be staggered, or there must be sufficient distance between the rotors in the design.

[0095] like Figure 7 As shown in Figures 8 and 9, the flying car has a total length not exceeding 6 meters, a total width not exceeding 2 meters, a total height not exceeding 1.7 meters, a wingspan of less than 9 meters, and a wing chord length of less than 1.2 meters. Therefore, the flying car proposed in this invention meets the size requirements for passenger cars and can be driven on urban roads.

[0096] like Figure 6 As shown, the working principle of the flying car's ground driving is described below. In vehicle mode by default, the flying car's wings rotate and retract into the body, and the rotor support drives the rotor assembly to rotate and retract into the wings. At this time, the driver enters the main driver's seat in the flying car's cockpit, starts the powertrain to drive the flying car on the ground, and controls the flying car's direction using the steering wheel. When the destination is reached, the driver can shut off the powertrain, and the flying car will stop.

[0097] After switching to flight mode, the flying car is primarily controlled by the flight control stick, such as... Figure 16 , Figure 23 As shown, the flight control stick mainly includes a stick switch, a multi-rotor and fixed-wing flight status switching switch, a grip, a left yaw button, a right yaw button, a throttle lever, a brake lever, and a flight control stick base. The flight control stick is connected to the flight control signal line.

[0098] Figure 23 This is a flight control circuit diagram according to an embodiment of the present invention. The double-dotted lines in the diagram represent flight control signal lines, originating from the flight control stick and connecting to mechanisms such as the rotor assembly, tilt servo assembly, ailerons, horizontal tail rudder, and vertical tail elevator. These flight control signal lines transmit control signals from the flight control stick to the rotor, wing, and tail, thereby controlling the corresponding motors and servos to achieve flight state transitions. The specific control method is as follows:

[0099] like Figure 1 and 16 As shown, the working principle of the flying car transitioning from vehicle mode to flight mode is described below. After the driver enters the main driver's seat in the flying car cockpit, they activate the flight control stick by triggering the stick switch, thus disengaging the vehicle mode. At this time, the wings, driven by the wing rotation mechanism, unfold from the inside of the vehicle body to both sides. The wings unfold from being parallel to the longitudinal axis of the vehicle body to being perpendicular to the longitudinal axis. Simultaneously, the rotor support, driven by the rotor support drive mechanism, causes the rotor assembly to unfold from the inside of the wing to being perpendicular to the wing. Preferably, the rotor support unfolds in an orderly manner parallel to the upper surface of the wing, with the front and rear rotor surfaces parallel to the horizontal plane. The flying car enters the takeoff preparation state.

[0100] like Figure 1 and 16 The diagram illustrates the working principle of a flying car's takeoff. The pilot toggles the multi-rotor / fixed-wing flight mode switch on the flight control stick, switching the flying car to multi-rotor mode. This switch is a three-position switch; the default position is neutral. Rotating it to the left switches to multi-rotor mode, and rotating it to the right switches to fixed-wing mode. Then, the pilot activates the throttle lever on the flight control stick, starting the rotor motors and causing the rotors to rotate. When the rotors generate sufficient lift, the flying car takes off vertically. The landing process is the reverse of this, except that the pilot reduces the rotor speed by activating the brake lever on the flight control stick, allowing the flying car to land gradually.

[0101] like Figure 1 and 16 The diagram illustrates the multi-rotor motion principle of a flying car in mid-air. While hovering, the pilot can control the flying car's roll, pitch, and yaw maneuvers using the flight control stick. Pushing the stick forward increases the rear rotor's speed compared to the front rotor, creating a forward lift difference that propels the car forward. Conversely, pushing it backward causes the car to fly backward. Pushing the stick to the left increases the right rotor's speed compared to the left, creating a leftward lift difference that propels the car to fly left. Conversely, pushing it to the right causes the car to fly right. Activating the left yaw button on the stick increases the speed of the left front and right rear rotors compared to the right front and left rear rotors, creating a leftward yaw lift difference that propels the car to rotate left. Conversely, activating the right yaw button causes the car to rotate right. The control principle of the multi-rotor state of this invention is existing technology. For details, please refer to pages 18-20 of the book "Design and Implementation of Quadrotor Aircraft" by Wang Rui and Ding Xiaoqing (ISBN: 9787302489641).

[0102] like Figure 14 and 16 The diagram illustrates the principle of a flying car transitioning from multi-rotor to fixed-wing mode. While hovering in the air, the driver can switch between multi-rotor and fixed-wing flight modes on the control stick, gradually transitioning the flying car from multi-rotor to fixed-wing mode. During this transition, the two front rotors, driven by servo mechanisms, gradually change their wing surfaces from parallel to the horizontal plane to perpendicular, thus changing the lift direction from perpendicular to parallel. The flying car gradually accelerates from its hovering state, and the wings gradually generate lift. When the lift generated by the wings is sufficient to overcome the flying car's weight, the flying car enters fixed-wing flight mode. At this point, the two rear rotors gradually stop, and under the control of the motor locks, the rotors eventually align with the rotor supports in the vertical direction and cease rotation. The transition from fixed-wing to multi-rotor mode is the reverse process. The switching between multi-rotor and fixed-wing modes in this invention is a prior art technique. For details, please refer to pages 18-19 of the book "Flight Control of Tiltrotor Aircraft" by Yang Jun, Wu Ximing, Fan Yonghua, and Yuan Bo (ISBN: 9787801837349).

[0103] like Figure 11 and 16 The diagram illustrates the flight principle of a flying car in fixed-wing mode. In fixed-wing mode, when the flight control stick is pushed forward, the horizontal tail rudder of the flying car deflects upward, causing the flying car to dive and descend. Conversely, pushing it forward causes the flying car to pitch up and climb. When the flight control stick is pushed to the left, the aileron surfaces of the flying car's wings deflect, with the right aileron pointing downward and the left aileron pointing upward, causing the flying car to tilt to the left. Conversely, pushing it to the right causes the flying car to tilt to the right. When the left yaw button on the flight control stick is triggered, the vertical tail rudder deflects to the left, causing the flying car to yaw to the left. Conversely, when the right yaw button on the flight control stick is triggered, the flying car yaws to the right. This invention's switching between multi-rotor and fixed-wing modes is existing technology; for details, please refer to pages 17-18 of the book "Application of Basic Civil Aviation Knowledge" by Jiang Qun and Wang Chun (ISBN: 9787118075588).

[0104] like Figure 1 , 6 As shown in Figure 16, the working principle of the flying car transitioning from flight mode to vehicle mode is described below. After the flying car lands vertically on the ground, the driver turns off the switch on the flight control stick, and the flying car enters vehicle mode. At this time, the wings, driven by the wing rotation mechanism, retract from both sides of the vehicle body to the inside of the vehicle body. Preferably, the wings retract from being perpendicular to the longitudinal axis of the vehicle body to being parallel to the longitudinal axis. Simultaneously, the rotor support, driven by the rotor support drive mechanism, retracts the rotor assembly from the outside of the wing to the inside of the wing. Preferably, the rotor support retracts in an orderly manner in a direction parallel to the upper surface of the wing. The flying car enters vehicle mode.

[0105] like Figure 12 As shown, the cockpit of the flying car can accommodate at least two passengers. A steering wheel and steering system for the flying car's driving modes are located in front of the driver's seat, while a flight control stick and flight control system are installed to the side of the driver's seat.

[0106] like Figure 12 As shown, in this embodiment of the invention, the flying car adopts a rear-wheel drive mode, and the vehicle powertrain is connected to the wheels through the rear-wheel drive shaft to drive the flying car on the ground.

Claims

1. A hybrid deployment and recovery system for a flying car wing and rotor, comprising: The aircraft body, two side wings, wing rotation mechanism, rotor support, rotor support rotation mechanism, and rotor assembly are characterized by: The wing is movably connected to the vehicle body; the wing and the wing rotation mechanism are symmetrically arranged on both sides of the vehicle body; the wing rotation mechanism drives the wing to rotate and unfold to both sides of the vehicle body, or rotates in the opposite direction and retracts to the inside of the vehicle body; the wing includes an upper surface and a lower surface, and the rotor is supported above the upper surface of the wing surface; The rotor support is movably connected to the wing via a rotor support rotation mechanism. A rotor assembly is provided at each end of the rotor support. The rotor support rotation mechanism drives the rotor support to extend to both sides of the wing, or to rotate in the opposite direction and retract to the inside of the wing, thus enabling the rotor support to rotate on the wing surface. The rotor support rotation mechanism drives the rotor support to rotate on the wing surface from a state parallel to the vehicle's longitudinal axis to a state perpendicular to the vehicle's longitudinal axis, and can also rotate back in the opposite direction. The rotor support is a single, integral rotor support, with its rotation center point located in the middle of the rotor support. The rotor assembly includes a motor and a rotor. The rotor is fixedly connected to the output shaft of the motor. The motor is mounted on the rotor support via a fixed or rotatable device. The rotor assembly is connected to the rotor support via a tilt servo U-shaped bracket of the tilt servo assembly. The rotor assembly can tilt within a 90° range parallel and perpendicular to the wing surface and can be fixed at any position during the tilting process. The wing rotation mechanism drives the wing to rotate via a combination of servo motors, pins, gears, pulleys, chain drives, connecting rods, or more. By activating the wing rotation mechanism, the wing can be driven to rotate to the sides of the vehicle body or rotate in the opposite direction into the inside of the vehicle body, and can remain at any position during the rotation process. The rotor support rotation mechanism drives the rotor support to rotate via a servo motor, pin shaft, gear, pulley, chain drive, connecting rod, or a combination thereof. The rotation of the wings and the rotation of the rotor support cause the rotor to retract from both sides of the wings into the space within the wing surface area, realizing the transformation of the flying car from flight state to car state; the rotation of the wings and the rotation of the rotor support cause the rotor to unfold from the space within the wing surface area to both sides of the wings, and at the same time the wings unfold, realizing the transformation of the flying car from car state to flight state.

2. A flying car, characterized in that, The system includes the hybrid wing and rotor retraction system for the flying car as described in claim 1, and also includes a vertical wing and a horizontal wing disposed at the rear of the vehicle body, as well as a vehicle steering system, a powertrain and a flight control mechanism; The steering system and powertrain are mounted at the bottom of the vehicle body; The flight control mechanism is installed inside the vehicle body.

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