A flying ball car

Abstract

This invention relates to the field of ultra-low-altitude aircraft technology, specifically to a flying scooter, comprising a flight propulsion unit, a cockpit, a landing gear assembly, and a control unit. The landing gear assembly includes multiple landing gear legs and is located below the cockpit. The control unit is electrically connected to both the flight propulsion unit and the landing gear assembly. The flying scooter includes a flight state in which the landing gear legs can extend and retract axially. The bottom ends of the landing gear legs contact the ground, and the top ends of the landing gear legs connect to the bottom of the cockpit to measure the distance between the cockpit and the ground in real time. The control unit controls the flight propulsion unit according to the distance; when the distance increases, the propulsion unit reduces its power; when the distance decreases, the propulsion unit increases its power. This solves the problems of poor operational stability and low passenger comfort in flying scooters.

Description

Technical Field

[0001] This invention relates to the field of ultra-low-altitude aircraft technology, and more specifically, to a flying spherical vehicle. Background Technology

[0002] Due to the nature of golf, golfers need convenient access to the landing spots, which are often far apart. Therefore, transportation is essential. Golf carts are environmentally friendly vehicles specifically designed for golf courses. They are also widely used in resorts, villa areas, garden hotels, and tourist attractions, making them an ideal choice for short-distance transportation.

[0003] Existing golf carts can only travel along designated lanes and cannot extend into the course to prevent damage to vegetation or getting stuck. With the development of aircraft, small flying vehicles can be chosen as a replacement for traditional golf carts. By flying at extremely low altitudes, they will not come into contact with the ground during their journey, thus preventing damage to vegetation. Therefore, flying carts can penetrate deep into the course, reducing walking distances for golfers.

[0004] However, the terrain on a golf course is undulating. Compared to traditional aircraft that are completely off the ground, flying golf carts are closer to the ground and therefore need to be able to adapt to changes in the terrain. This places higher demands on the operators and is difficult to achieve. Summary of the Invention

[0005] To address the problems of flying scooters' inability to adapt to terrain changes, insufficient safety, and low passenger comfort during operation, this invention provides a flying scooter, comprising: a flight power unit, a cockpit, a landing gear assembly, and a control unit. The flight power unit provides flight power and controls the flight altitude of the flying scooter, and is connected to the cockpit. The landing gear assembly includes multiple landing gear legs and is located below the cockpit. The control unit is electrically connected to both the flight power unit and the landing gear assembly. The flying scooter includes a flight state in which the landing gear legs can extend and retract axially, with the bottom ends of the landing gear legs contacting the ground and the top ends of the landing gear legs connected to the bottom of the cockpit to measure the distance between the cockpit and the ground in real time. The control unit controls the flight power unit according to the distance; when the distance increases, the control unit reduces the power; when the distance decreases, the control unit increases the power.

[0006] In some embodiments, the landing gear legs include a fixed end and a telescopic end. The fixed end is fixed to the underside of the cockpit, and the telescopic end is coaxially arranged with the fixed end. The telescopic end can move closer to or further away from the fixed end, and a buffer assembly is provided between the fixed end and the telescopic end.

[0007] In some embodiments, the buffer assembly includes a sealed cavity in which pressurized fluid is disposed.

[0008] In some embodiments, the buffer assembly further includes a pressure regulating assembly connected to the sealed cavity, which is capable of regulating the pressure within the sealed cavity.

[0009] In some embodiments, the landing gear legs include multiple legs evenly distributed along the lower side of the cockpit. The multiple landing gear legs can detect the interval distances between them, and the control device can calculate the tilt trend of the ground along the current forward direction of the flying vehicle based on the multiple interval distances. The flight propulsion system includes an ascending state and a descending state. In the ascending state, the flight propulsion system can provide forward propulsion while increasing the upward flight propulsion. In the descending state, the flight propulsion system can maintain forward propulsion while reducing the upward flight propulsion. The control device is used to control the flight propulsion system to switch between the ascending state and the descending state. When the tilt trend is upward, the control device controls the flight propulsion system to be in the ascending state. When the tilt trend is downward, the control device controls the flight propulsion system to be in the descending state.

[0010] In some embodiments, the control device can calculate the current tilt angle of the flying car on the ground based on multiple interval distances, and control the rate of ascent of the flying car based on the tilt angle.

[0011] In some embodiments, after the control device detects a change in tilt trend that lasts for a first set time, it controls the flight propulsion device to enter an ascending or descending state.

[0012] In some embodiments, the flying car also includes a landing state. In the landing state, the flight power unit stops operating. During the transition from the flight state to the landing state, the control device controls the power of the flight power unit to gradually decrease while controlling the pressure in the sealed cavity to gradually increase to the maximum rated pressure.

[0013] In some embodiments, the landing gear legs are provided with rollers at their bottom.

[0014] In some embodiments, the cockpit includes a cockpit shell and a seat disposed within the cockpit shell. The cockpit shell is provided with a landing hatch, and the flight power unit is disposed on the side of the cockpit shell opposite to the landing hatch.

[0015] To address the issues of poor operational stability and low passenger comfort during the operation of flying ball cars, this invention offers the following advantages:

[0016] In the aforementioned technical solution, due to the unique design of the flying car, its flight propulsion system primarily provides flight power. However, due to the characteristics of ultra-low-altitude flight, the cockpit itself is very close to the ground. Therefore, during flight, the landing gear system can provide support by contacting the ground. When the ground undulates and the flight propulsion system has not yet had time to adjust its power output, especially when the ground rises upwards, causing the distance between the cockpit and the ground to shorten, the landing gear system can provide a certain support force and prevent the cockpit from contacting the ground. On the other hand, through its retractable characteristic, it can extend and retract with changes in ground elevation. Since the flight propulsion system needs to adjust its output power according to changes in terrain, the landing gear outriggers can detect the distance between the cockpit and the ground and use this as a basis for adjusting the flight propulsion system. This allows the flying car to adjust its flight altitude according to changes in terrain, thereby keeping the distance between the cockpit and the ground constant, achieving the goal of stable and safe operation. Attached Figure Description

[0017] Figure 1 A schematic diagram of a flying ball vehicle according to one embodiment is shown;

[0018] Figure 2 A partial schematic diagram of a flying ball car according to one embodiment is shown;

[0019] Figure 3 A partial schematic diagram of a flying ball car according to one embodiment is shown;

[0020] Figure 4 A partial schematic diagram of one embodiment of the flying ball car is shown.

[0021] Reference numerals: 10-Flight propulsion system; 11-Protective shield; 12-Propeller; 20-Cockpit; 21-Cockpit shell; 22-Seat; 30-Landing gear assembly; 31-Landing gear legs; 311-Fixed end; 312-Telescopic end; 313-Roller; 314-Sealed cavity; 32-Fixed plate. Detailed Implementation

[0022] The present disclosure will now be discussed with reference to several exemplary embodiments. It should be understood that these embodiments are discussed only to enable those skilled in the art to better understand and thus implement the present disclosure, and are not intended to imply any limitation on the scope of the disclosure.

[0023] As used herein, the term "comprising" and its variations are to be interpreted as open-ended terms meaning "including but not limited to". The term "based on" is to be interpreted as "at least partially based on". The terms "one embodiment" and "an embodiment" are to be interpreted as "at least one embodiment". The term "another embodiment" is to be interpreted as "at least one other embodiment". The terms "upper", "lower", "left", "right", "front", "rear", "top", "bottom", "inner", "outer", "vertical", "horizontal", "lateral", "longitudinal", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings. These terms are primarily for the purpose of better describing this application and its embodiments and are not intended to limit the indicated devices, elements, or components to having a specific orientation or being constructed and operated in a specific orientation. Furthermore, some of the above terms may be used to indicate other meanings besides orientations or positional relationships; for example, the term "upper" may in some cases indicate a dependency or connection relationship. Those skilled in the art can understand the specific meaning of these terms in this application according to the specific circumstances. In addition, the terms "installed", "set up", "equipped with", "connected", and "linked" should be interpreted broadly. For example, it can be a fixed connection, a detachable connection, or an integral structure; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, or an internal connection between two devices, elements, or components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances. Furthermore, the terms "first," "second," etc., are mainly used to distinguish different devices, elements, or components (the specific types and structures may be the same or different), and are not used to indicate or imply the relative importance or quantity of the indicated devices, elements, or components. Unless otherwise stated, "a plurality of" means two or more.

[0024] This embodiment discloses a flying ball vehicle, such as Figure 1-4As shown, the flying vehicle may include: a flight power unit 10, a cockpit 20, a landing gear assembly 30, and a control device. The flight power unit 10 provides flight power and controls the flight altitude of the flying vehicle. The flight power unit 10 is connected to the cockpit 20. The landing gear assembly 30 includes multiple landing gear legs 31 and is located below the cockpit 20. The control device is electrically connected to the flight power unit 10 and the landing gear assembly 30 respectively. The flying vehicle includes a flight state. In the flight state, the landing gear legs 31 can extend and retract in the axial direction. The bottom of the landing gear legs 31 contacts the ground, and the top of the landing gear legs 31 is connected to the bottom of the cockpit 20 to measure the distance between the cockpit 20 and the ground in real time. The control device controls the flight power unit 10 according to the distance. When the distance increases, the control device controls the flight power unit 10 to reduce power; when the distance decreases, the control device controls the flight power unit 10 to increase power.

[0025] It should be noted that the flying golf cart is a means of transportation on a golf course that uses a flight drive device as the main power source to propel the cabin 20 and its passengers in flight. Low-altitude flight does not result in a high ground clearance; specifically, the takeoff altitude can be set between 20-80cm above the ground. While ensuring obstacle clearance and flight stability, the flight altitude can be set as low as possible, for example, around 20cm above the ground. In this case, the flying golf cart can function similarly to a conventional car-type golf cart. Due to the low flight altitude, it is less susceptible to interference and threats from flying golf balls or birds during flight. Even if flight is interrupted due to an accident, the very close proximity to the ground allows for a rapid descent to the ground, avoiding the risk of a crash. Meanwhile, appropriate takeoff avoids damage to the golf course's turf and other surfaces during flight, with minimal impact only on the ground in contact with the landing gear upon landing. This allows the flying golf cart to penetrate deep into the course and land close to the ball's landing point, offering better adaptability to different terrains compared to traditional golf carts. It also eliminates the need for dedicated driveways, reducing construction costs and avoiding the impact of driveways on the overall course integrity. Regarding driving, due to the enclosed nature of golf courses, automatic or remote control options are available. Passengers simply ride in without needing to operate the vehicle; alternatively, direct passenger control can also be employed.

[0026] In the above technical solution, due to the special design of the flying car, its flight power unit 10 mainly provides flight power. However, due to the characteristics of ultra-low-altitude flight, the cockpit 20 is very close to the ground. Therefore, during flight, the landing gear 30 can provide a certain support force by contacting the ground. When the flight power unit 10 has not yet changed its power output due to ground undulations, especially when the ground rises upwards, causing the distance between the cockpit 20 and the ground to shorten, the landing gear 30 can prevent the cockpit 20 from contacting the ground. On the other hand, through its telescopic characteristic, it can extend and retract with changes in ground elevation. Since the flight power unit 10 needs to adjust its output power according to changes in terrain, the landing gear legs 31 can detect the distance between the cockpit 20 and the ground and use this as the basis for adjusting the flight power unit 10. This allows the flying car to adjust its flight altitude according to changes in terrain, thereby keeping the distance between the cockpit 20 and the ground constant, so as to achieve the purpose of stable and safe operation. In practice, the parameters of one of the landing gear legs 31 can be selected as a reference, or the interval distance data collected by multiple landing gear legs 31 can be processed and sent to the control device. For example, the average value of multiple interval distances can be taken, or the maximum value can be selected to reflect the current trend of ground change.

[0027] Among them, such as Figure 1-2 As shown, the flight propulsion unit 10 can consist of a protective shield 11 and one or more propellers 12 disposed within the protective shield 11. The propellers 12 generate thrust through their rapid rotation. Since the flying vehicle is designed to be close to the ground, the flight propulsion unit 10 can also generate further thrust by simultaneously utilizing the airflow generated by the rotation of the propellers 12 and the interaction force between the airflow and the ground. Multiple propellers 12 can be appropriately fixed to the upper or side of the cockpit 20. Specifically, the propellers 12 can form an angle with the horizontal direction to adjust the vertical flight power and the power distribution for forward flight.

[0028] Specifically, such as Figure 1-2As shown, the landing gear legs 31 can be directly fixed to the underside of the cockpit 20, or they can be assembled into a single unit using components such as the fixing plate 32 before being fixed to the cockpit 20. This facilitates modularization of parts. Furthermore, when the cockpit 20 itself is relatively small, the fixing plate 32 can increase the spacing between the landing gear legs 31, thereby increasing the contact area between the multiple landing gear legs 31 and the ground, thus improving the stability of the landing gear assembly 30. The landing gear assembly 30 not only provides support during flight but also provides good support for the aircraft during landing, i.e., when the flight power unit 10 is not running, allowing the aircraft to park stably. The larger spacing between the landing gear legs 31 also contributes to greater stability, preventing the "top-heavy" problem caused by the large flight power unit 10. The control device can be a computer or other device installed on the flying car, or it can be a server or other device with computing and control capabilities. It can remotely control the flying car via a communication device. This way, when the computational load is high, the server can provide stronger computing power and reduce the energy consumption of the flying car itself, thus reducing its weight. Alternatively, the control device can also include a control unit installed in the cockpit 20, allowing passengers to directly control the operation of the flying car.

[0029] As a specific implementation method, such as Figure 3-4 As shown, the landing gear outrigger 31 includes a fixed end 311 and a telescopic end 312. The fixed end 311 is fixed to the lower side of the cockpit 20, and the telescopic end 312 is coaxially arranged with the fixed end 311. The telescopic end 312 can move closer to or further away from the fixed end 311, and a buffer assembly is provided between the fixed end 311 and the telescopic end 312. The buffer assembly can push the telescopic end 312 to generate a pushing force away from the fixed end 311, so that the telescopic end 312 can always be in contact with the ground when it is not limited, thereby improving the effect of detecting the distance between the cockpit 20 and the ground. The buffer assembly can be an elastic component such as an airbag or a spring. When a spring is used as the implementation method, due to the characteristics of the spring, when its compression increases, it will generate a greater elastic force. Therefore, when the distance between the cockpit 20 and the ground is closer, due to the increased spring compression, a greater force will be generated to push the cockpit 20 away from the ground, giving it an adaptive capability to change with ground undulations.

[0030] Specifically, such as Figure 4As shown, the buffer assembly includes a sealed cavity 314, within which a pressurized fluid is disposed. The pressurized fluid can be a pressurized gas or a liquid, preferably a gas. The sealed cavity 314 can be made of a flexible or rigid material, or a combination of both. For example, a rubber-made sealing bladder structure or a rigid cylinder, such as a hydraulic cylinder, can be used. When the sidewall material of the sealed cavity 314 includes a flexible material, a circumferential limiting structure is required to cover the outside of the flexible material portion. In this case, when pressurized fluid is introduced into the sealed cavity 314, the limiting structure restricts the sealing cavity 314 to extend only in the axial direction, thereby allowing adjustment of its range of motion and the strength of the buffer.

[0031] Therefore, in order to regulate the pressure inside the sealed cavity 314, the buffer assembly also includes a pressure regulating component, which is connected to the sealed cavity 314 and can regulate the pressure inside the sealed cavity 314.

[0032] In addition, such as Figure 2 As shown, the landing gear legs 31 include multiple legs evenly distributed along the lower side of the cockpit 20. The multiple landing gear legs 31 can detect the interval distances respectively. The control device can calculate the tilt trend of the ground along the current forward direction of the flying vehicle based on the multiple interval distances. The flight power unit 10 includes an ascending state and a descending state. In the ascending state, the flight power unit 10 can provide forward power while increasing the upward flight power. In the descending state, the flight power unit 10 can maintain forward power while reducing the upward flight power. The control device is used to control the flight power unit 10 to switch between the ascending state and the descending state. When the tilt trend is upward, the control device controls the flight power unit 10 to be in the ascending state. When the tilt trend is downward, the control device controls the flight power unit 10 to be in the descending state.

[0033] Since the cockpit 20 is in a vertically stable state during flight, the upper ends of the landing gear legs 31 installed on the lower side of the cockpit 20 can be considered to be fixed at the same height. At this time, when the lower ends of multiple landing gear legs 31 are in contact with the ground, Figure 2 Taking the three landing gear legs 31 as an example, when the lower ends of the three landing gear legs 31 are connected in sequence, a virtual plane that conforms to the current ground tilt can be formed. By calculating the angle between the virtual plane and the horizontal plane, the current ground tilt angle can be obtained. As the flying vehicle moves forward, the tilt angle will also change. This change is the tilt trend of the ground along the direction of the flying vehicle's movement. For example, when the tilt angle gradually increases, it can be assumed that the ground in front is gradually rising and the rise is intensifying. Then it can be predicted that the flying vehicle needs to accelerate its climb, that is, control the flight power unit 10 to enter the ascending state. Conversely, it is assumed that the ground is sinking and the flying vehicle can choose to reduce the climbing power.

[0034] Furthermore, the control device can calculate the current tilt angle of the flying car on the ground based on multiple interval distances, and control the rate of ascent of the flying car according to the tilt angle. When the tilt angle is large, the propeller 12 of the flight power unit 10 is controlled to be closer to the horizontal state in order to quickly climb the altitude. When the tilt angle is small, the angle between the propeller 12 and the horizontal direction can be increased to ensure forward speed while ascending.

[0035] Because the ground may have minor elevation fluctuations—that is, not a slope, but simply rough ground—and the power adjustment of the flight propulsion unit 10 has a certain lag, and such fluctuations can be smoothly overcome even without adjusting the flight propulsion unit 10, relying solely on the support of the landing gear 30, to improve passenger comfort and reduce the turbulence caused by frequent adjustments of the flight propulsion unit 10, the control device will only control the flight propulsion unit 10 to enter an ascending or descending state after detecting a change in tilt trend that persists for a first set time. The first set time can be selected according to the actual situation; that is, only when the change in tilt trend persists for a certain period is it determined that the flight vehicle is climbing and needs to ascend; otherwise, if it is just a fluctuation caused by rough ground, no adjustment will be made.

[0036] The flying ball car also includes a landing state. In the landing state, the flight power unit 10 stops operating. During the transition from the flight state to the landing state, the control device controls the power of the flight power unit 10 to gradually decrease while controlling the pressure in the sealed cavity 314 to gradually increase to the maximum rated pressure. As the flying vehicle approaches its destination, it needs to land. During the landing, the output power of the flight power unit 10 gradually decreases until it reaches zero. Since the landing gear assembly 30 mainly serves to detect the interval distance during flight and has relatively low support force, the power of the flight power unit 10 decreases during landing. At this time, it is necessary to gradually increase the pressure of the sealed cavity 314 so that the landing gear assembly 30 can provide better support force. Although it is a vertical take-off and landing, due to the unevenness of the ground, in order to ensure that the entire flying vehicle can remain vertical and stable, the landing gear assembly 30 needs to be able to adapt to the unevenness of the ground. Since the lengths of the landing gear legs 31 are different during landing, in order to adapt to the ground, the landing gear legs 31 need to maintain their current length. Therefore, by increasing the pressure of the sealed cavity 314 inside the landing gear legs 31 to the maximum rated pressure, the landing gear legs 31 are brought close to a rigid state to prevent them from retracting.

[0037] As one implementation method, such as Figure 3 As shown, the landing gear legs 31 are equipped with rollers 313 at their bottom. The rollers 313 are used to prevent excessive wear between the landing gear legs 31 and the ground during the movement of the flying vehicle.

[0038] Specifically, such as Figure 1-2 As shown, the cockpit 20 includes a cockpit 20 shell and a seat 22 disposed inside the cockpit 20 shell. The cockpit 20 shell is provided with a landing hatch, and the flight power unit 10 is disposed on the side of the cockpit 20 shell opposite to the landing hatch.

[0039] The flight propulsion unit 10 is positioned away from the landing and boarding exit, so that the airflow generated by the flight propulsion unit 10 does not enter or leave the cockpit 20.

[0040] Those skilled in the art will understand that the above embodiments are specific examples of implementing this disclosure, and in practical applications, various changes can be made in form and detail without departing from the scope of this disclosure.

Claims

1. A flying ball vehicle, characterized in that, the flying ball vehicle comprises a flying power device, a cabin, a landing gear device and a control device, the flying power device is used to provide flying power and control the flying height of the flying ball vehicle, the flying power device is connected with the cabin, the landing gear device comprises a plurality of landing gear legs, the landing gear device is arranged below the cabin, and the control device is electrically connected with the flying power device and the landing gear device respectively; the flying ball vehicle comprises a flying state, in the flying state, the landing gear legs can be telescoped in the axial direction, the bottom end of the landing gear legs is in contact with the ground, and the top end of the landing gear legs is connected with the bottom of the cabin to measure the interval distance between the cabin and the ground in real time; the control device is used to control the flying power device according to the interval distance, when the interval distance becomes larger, the control device controls the flying power device to reduce power, and when the interval distance becomes smaller, the control device controls the flying power device to increase power; the landing gear legs comprise a fixed end and a telescopic end, the fixed end is fixed to the lower side of the cabin, the telescopic end is coaxially arranged with the fixed end, the telescopic end can be close to or away from the fixed end, and a buffer assembly is arranged between the fixed end and the telescopic end; the landing gear legs are arranged in a plurality of and are uniformly arranged along the lower side of the cabin, the plurality of landing gear legs can detect the interval distance respectively, and the control device can calculate the inclination trend of the ground in the current advancing direction of the flying ball vehicle according to the plurality of interval distances; the flying power device comprises a rising state and a descending state, in the rising state, the flying power device can increase the power of upward flight while providing advancing power, and in the descending state, the flying power device can reduce the power of upward flight while maintaining the advancing power; the control device is used to control the flying power device to switch between the rising state and the descending state, when the inclination trend is upward inclination, the control device controls the flying power device to be in the rising state, and when the inclination trend is downward inclination, the control device controls the flying power device to be in the descending state; the control device can calculate the inclination angle of the ground of the flying ball vehicle according to the plurality of interval distances, and control the rising rate of the flying ball vehicle according to the inclination angle. 2.The flying ball vehicle according to claim 1, characterized in that, the buffer assembly comprises a sealed cavity, and a pressure fluid is arranged in the sealed cavity. 3.The flying ball vehicle according to claim 2, characterized in that, the buffer assembly further comprises a pressure regulating assembly, the pressure regulating assembly is connected with the sealed cavity in communication, and the pressure regulating assembly can regulate the pressure in the sealed cavity. 4.The flying ball vehicle according to claim 1, characterized in that, when the control device detects that the inclination trend changes for a first set time, the control device controls the flying power device to enter the rising state or the descending state.

5. The flying ball according to claim 3, wherein the flying ball further comprises a landing state, in which the flying power device stops running, and in the process of the flying ball transforming from the flying state to the landing state, the control device controls the power of the flying power device to gradually decrease while controlling the pressure in the sealed cavity to gradually increase to the maximum rated pressure.

6. The flying ball according to claim 1, wherein the landing gear leg is provided with a rolling wheel at the bottom.

7. The flying ball according to claim 1, wherein the cockpit comprises a cockpit shell and a seat arranged in the cockpit shell, the cockpit shell is provided with a boarding port, and the flying power device is arranged on the side of the cockpit shell away from the boarding port. ​ ​ ​

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