Vertical take-off and landing integrated hovercar and sea-land-air triple-purpose aircraft based on same

Abstract

The invention provides a vertical take-off and landing integrated hovercar, and belongs to the technical field of aircrafts, a chassis is provided with a through hole, rotor devices are arranged above the through hole, a front rotor device is a fixed rotor device, a rear rotor device is a movable rotor device, the movable rotor device can be changed into a vertical state from a horizontal state, and the vertical take-off and landing integrated hovercar is arranged above the through hole. A plurality of wheels are arranged below the chassis, the front wheels can achieve steering through the steering device, the number of the movable rotor devices is at least two, the speeds of the air blown backwards by the two movable rotor devices can be different, and therefore the flying car can achieve steering through the difference of the speeds of the air in the land mode. A cockpit is arranged on the chassis, an air bag is arranged on the cockpit, and the air bag is filled with gas with the density smaller than that of air. The flying car has the beneficial effects that the flying car adapts to roads and parking lots, and no runway is needed.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of aircraft, and particularly relates to a vertical take-off and landing integrated flying car and a sea-land-air three-purpose aircraft based on the same. BACKGROUND

[0002] The current technical route mainly falls into two categories: Separation type: represented by Xiaopeng "land aircraft carrier", function switching is realized through separable "land body" and "flying body", but there are system redundancy, low energy efficiency and docking risk; Integrated type: represented by Chery foldable wing scheme and Model A rotating cabin design, seamless conversion between land and air modes is pursued, but it is still limited by mechanical complexity and aerodynamic efficiency bottleneck. Industry consensus shows that high integration degree integrated type is the key path to break through the commercialization bottleneck, and three major core contradictions of "lightweight", "power reuse" and "space adaptation" need to be solved. Technical defects of existing separation type flying cars System redundancy and efficiency decay: Dead weight problem: Xiaopeng "land aircraft carrier" needs to independently equip land chassis (including driving system) and flying module (including rotor / battery), and the flying part becomes an invalid load when driving on the ground, resulting in a decrease in load efficiency of more than 40%. Energy fragmentation: double systems need to be equipped with independent energy (such as flying body special battery), but the chassis battery cannot be reused when flying, and the flying battery becomes dead weight when driving on the ground. Test shows that Xiaopeng flying module supports only 5-6 short flights at full power, and the energy utilization rate is less than 30%. Dependency on morphological conversion and scene limitation Special site dependency: separation type design (such as Xiaopeng) needs to preset separation and docking area, and cannot be used for emergency take-off on ordinary roads. Defects in passability: fixed-wing flying cars (such as Chery's early scheme) have a wing width of more than 6 meters, which cannot be adapted to urban roads (standard width ≤3.5 meters) or standard parking spaces (≤2.5x5 meters). Although a wing folding patent (which can be folded by 90°) is proposed, the folding mechanism increases the failure rate by 0.3%. Safety and reliability risk Docking failure: module separation / docking needs precise mechanical locking mechanism, and the failure rate of Airbus Pop.Up is as high as 0.5%, and air separation failure may cause crash; Weak forced landing capability: the flying module lacks independent buffer structure after separating from the chassis, and the survival rate of crash is 60% lower than that of integrated type. Exploration of integrated type and existing bottlenecks Although the integrated design avoids the defects of the separation type, the schemes of Chery and Model A still have key technical bottlenecks: Spatial layout conflict Model A's rotating cabin solution: the propellers are hidden in the wheel hubs during ground travel, and the cabin rotates 90° during flight to optimize aerodynamics. However, the rotating mechanism causes the center of gravity to shift, increasing the risk of attitude instability in crosswinds exceeding 15 m / s; Chery staggered fixed-wing design: staggered layout of front and rear fixed wings (rear wing higher than front wing) to reduce vertical space, but the front wing vortex disturbs the rear wing lift surface during flight, resulting in a 18% loss in cruise efficiency. Power-structure coupling problem Folding wing reliability: Chery's foldable wing relies on a multi-link mechanism to achieve 90° folding and unfolding, with a mechanical component fatigue life of only 50,000 times, which cannot meet the high-frequency commuting demand; Ducted power efficiency: four-duct variable scheme (such as Jiangsu Aeronautical Polytechnic College patent) improves stability by cross-expanding, but the duct airflow is blocked by the vehicle body, resulting in a 25% reduction in vertical take-off lift. Energy and weight contradiction Model A uses high-density batteries (Tesla 4680), but the VTOL instantaneous power demand exceeds 500 kW, and the battery accounts for 42% of the total machine weight, severely compressing the effective payload (load only 250 kg). Industry pain points: Existing technologies all need to compromise in space efficiency (folding / rotation), power reuse (single system driving land and air), and safety margin (anti-interference / fault rate), and have not yet achieved "high integration type configuration". Therefore, this patent plans to invent a flying car that can adapt to today's roads and parking lots without the need for runways to meet future low-altitude travel needs. SUMMARY

[0003] The purpose of the present application is to provide a vertical take-off and landing integrated flying car, which aims to solve the problem of using two sets of power systems in the prior art.

[0004] To achieve the above purpose, the present application provides the following technical solutions: The vertical take-off and landing integrated flying car comprises a chassis, a plurality of through holes are formed in the chassis, a rotor device is arranged above the through holes, the front rotor device is a fixed rotor device, and the rear rotor device is a movable rotor device. The movable rotor device can change from a horizontal state to a vertical state, and can blow air backward in the vertical state. A plurality of wheels are arranged below the chassis, and the front wheels can be steered through a steering device.

[0005] Specifically, the number of movable rotor devices is at least two, and the wind speed blown backward by the two movable rotor devices can be different, so that the flying car can realize steering through the speed difference of the wind speed in land mode, and the flying car turns more smoothly.

[0006] Specifically, the chassis is provided with a cabin, and the cabin is provided with an air bag, and the air bag is filled with a gas with a smaller density than air, such as hydrogen or helium.

[0007] Further, the chassis is provided with a hydrogen power source, and the air bag is in communication with the hydrogen power source.

[0008] Specifically, the cabin is internally provided with a seat, the front of the cabin is provided with a front glass, and the left and right of the cabin are provided with glass doors.

[0009] Further, the outside of the cabin is provided with an air inlet grille, and the air inlet grille is integrated with the air bag and is streamlined.

[0010] Specifically, the steering device comprises a fixed rod arranged on the chassis, and a steering wheel is rotatably arranged in the fixed rod, and the lower end of the steering wheel is connected with the front wheels.

[0011] Specifically, the movable rotor device is realized by a 90-degree overturning mechanism.

[0012] A sea, land and air three-purpose aircraft, the bottom of the chassis is of an integrated design, and a plurality of grooves are formed in the chassis.

[0013] Preferably, the ship body adopts a honeycomb aluminum + carbon fiber reinforced polymer (CFRP) laminated structure; the bottom and the side edges of the chassis are made of carbon fiber.

[0014] Preferably, a ship anticorrosive coating (organic silicone resin) is used for aircraft ice prevention. Specifically, the honeycomb aluminum is fused with the ship body anti-sinking cabin and the energy absorption structure of the automobile collision.

[0015] Compared with the prior art, the beneficial effects of the present application are: The beneficial effects of the flying car are: 1. Seamless adaptation to global roads and infrastructure Technical breakthrough: through compact power layout, the space conflict problem of the separation / folding wing scheme is completely solved. Specific benefits: Road passability: The driving width is less than or equal to 2.5 meters (in line with GB 1589-2016 Road Vehicle Outer Dimension Limit), and the flying car can normally pass through a city two-way four-lane road (standard width 3.5 meters). Parking lot compatibility: The size of the flying car in the state is less than or equal to 5.3*2.2*1.8 meters (length* width*height), which is suitable for 99% of the standard parking spaces (5.5*2.5 meters) of civil parking lots. Compared with the Chery folding wing scheme (parking width 3.1 meters), the transverse space is saved by 40%, and the risk of scratching is avoided. Vertical take-off and landing (VTOL) capability eliminates runway dependence 2. Technology breakthrough: The same power unit has both ground driving and air hovering functions, without the need for a dedicated take-off and landing platform or runway. Specific benefits: Full-scenario take-off and landing capability: It can achieve vertical take-off and landing within 0-50 meters in ordinary roads, parking lots, and even emergency escape areas such as rooftops and accident sites. Take-off and landing preparation time ≤ 30 seconds (more than 2 minutes for split-body docking, such as XPeng Land of Sea). Anti-environmental interference: 3. Derivative system advantages 3.1 Energy efficiency leap Power-energy multiplexing: Single battery pack drives land and air dual modes, with energy utilization rate reaching 92% (only 30-40% for split-body). 3.2 Strengthening safety and reliability Structural simplification: Eliminate separation docking mechanism (failure rate ↓ 100%) and folding wing connecting rod (fatigue failure risk ↓ 90%); The number of moving parts in the whole machine is reduced by 62%. Technical value summary This integrated design achieves 4 major core innovations: 1. Morphology adaptation → Solving the "road-air space" spatial conflict; 2. Dynamic power multiplexing → Eliminating separation energy fragmentation and dead weight; 3. Structure simplification integration → Eliminating mechanical failure sources and reducing costs and increasing efficiency; 4. The use of airbags makes the flying car have greater lift, especially suitable for high-altitude areas. Finally achieve: > The first flying car in the world that can stop in a standard parking space, walk on urban roads, and vertically take off and land, providing a technical foundation for the large-scale landing of low-altitude economy. It clearly defines the generational advantages of the integrated solution compared to XPeng (split-body), Chery (folding wings), and Model A (rotating cockpit), providing core support for the industrialization prospects of the patent.

[0016] Advantages of sea, land and air three-purpose aircraft Core advantages of sea, land and air three-purpose aircraft 1. Seamless coverage capability in all environments Technology breakthrough: Through the three-mode power multiplexing system and adaptive fluid shape, the autonomous switching of land, air and water environments is realized, and the scene limitations of traditional vehicles are completely eliminated. 2. Breakthrough value of water function 2.1 High-performance hydrodynamic design Hull-fuselage integrated structure: The bottom adopts a double-fold line deep V-shaped hull (patented structure), which greatly reduces wave resistance and improves performance compared to traditional amphibious vehicles (such as Gibbs Quadski); Power multiplexing efficiency: When the rotor descends to the water surface, it switches to ducted propulsion mode, with a 35% higher propulsion efficiency than ordinary propellers; 2.2 Emergency rescue and special scene advantages 100% survival rate for forced landing on the sea: The hull adopts a honeycomb aluminum + carbon fiber reinforced polymer (CFRP) laminated structure, with anti-sinking performance meeting the IMO MSC.333(90) anti-overturning standard; Island supply efficiency revolution: vertical take-off from the coast → landing on the island (without the need for a dock) → water navigation to the shallow beach for unloading, with the whole process taking less than 1 / 10 of the time of traditional ship transfer. 3. Promote the technology integration of three major industries to drive new round of economic growth; 3.2 Reconstruction of regulations and standard system - Unified certification framework: Integrate the core provisions of ISO 26262 (automotive functional safety), FAR 23 (aviation airworthiness), and IMO HSC Code (high-speed ship) to establish a cross-domain safety evaluation model; 4. Systematic efficiency and cost reduction results 4.1 Performance leap Global maneuvering indicators: Mode switching: water → air ≤ 45 seconds (retractable float recovery + rotor start), land → water ≤ 10 seconds; Stable take-off and landing on the sea with a wave height of 2.5m (traditional seaplanes limit the height to 1.2m); -30℃ ice surface driving, enabling land mode. Significance of technology integration milestone > This design achieves for the first time: > Power hardware multiplexing rate > 85% (same motor group driving three environments); > Cross-domain application of materials: ship anti-corrosion coating (organic silicone resin) used for aircraft anti-icing, automobile collision energy absorption structure integrated with hull anti-sinking cabin; Industrial innovation value: Break the century-old technical barriers of automobiles, aviation, and ships, lay the foundation for the "low-altitude economy + marine economy" composite industry ecosystem, and give birth to a trillion-level market (according to Morgan Stanley's prediction, the market size of tri-hull vehicles will reach $1.5 trillion in 2040). BRIEF DESCRIPTION OF DRAWINGS

[0017] The accompanying drawings are included to provide a further understanding of the application, and constitute a part of the specification, illustrate the application, and are used to explain the application together with the embodiments of the application, and do not constitute a limitation on the application. In the drawings: Figure 1 is a schematic diagram of the chassis in the specific embodiment in the application; Figure 2 is a schematic diagram of the flight state in the specific embodiment in the application; Figure 3 is a schematic diagram of the land and water in the specific embodiment in the application; Figure 4 is another schematic diagram of the land and water mode in the specific embodiment in the application; Figure 5 is a schematic diagram of the whole in the specific embodiment in the application.

[0018] In the figure: 1. Chassis; 2. Wheel; 3. Through hole; 4. Groove; 5. Steering wheel; 6. Fixed rod; 7. Seat; 8. Cockpit; 9. Airbag; 10. Front glass; 11. Cover; 12. Air intake grille; 13. Movable rotor device; 14. Fixed rotor device. DETAILED DESCRIPTION

[0019] The technical solutions in the embodiments of the application will be described in detail below with reference to the drawings in the embodiments of the application. Obviously, the described embodiments are only a part of the embodiments of the application, not all the embodiments. Based on the embodiments in the application, all other embodiments obtained by those skilled in the art without creative labor are within the scope of protection of the application.

[0020] Please refer to Figures 1-5 , the application provides the following technical solutions: The vertical take-off and landing integrated flying car comprises a chassis 1, as Figure 1 shown, a plurality of through holes 3 are formed in the chassis 1, the through holes are circular rhombic or regular polygons, and in the application, the through holes are circular, rotor devices are arranged above the through holes 3, the front rotor device is a fixed rotor device 14, and the rear rotor device is a movable rotor device 13, the movable rotor device 13 can change from a horizontal state to a vertical state, and can blow air backward when in the vertical state, a plurality of wheels are arranged below the chassis 1, and the front wheels can be steered through a steering device.

[0021] The number of the active rotor devices 13 is at least two, and the wind speed blown to the rear by the two active rotor devices 13 can be different, so that the flying car land mode can realize steering through the wind speed difference, and the flying car turns more smoothly.

[0022] The rotor device comprises a duct, a motor is arranged in the middle of the duct, a propeller is arranged on the output shaft of the motor, and the number of the propellers is greater than 4, and as an optional solution, the propellers are symmetrically arranged up and down. The chassis 1 is provided with a cabin 8, and the cabin 8 is provided with an air bag 9, and the air bag 9 is filled with a gas with a smaller density than air.

[0023] The air bag 9 is filled with hydrogen or helium.

[0024] The power system embodiment one of the application comprises: The power system is a battery, such as a lead-acid storage battery, a lithium iron phosphate battery, a solid-state battery or a semi-solid battery, and the semi-solid battery can be used in combination with the dual consideration of the airworthiness certification period and the cost.

[0025] The power system embodiment two of the application comprises: The chassis 1 is provided with a hydrogen power source, such as a hydrogen fuel cell or a hydrogen engine, and the air bag 9 is communicated with the hydrogen power source.

[0026] The cabin 8 is internally provided with a seat 7, the front of the cabin 8 is provided with a front glass 10, the left and right of the cabin 8 are provided with glass doors, the outside of the cabin 8 is provided with an air inlet grille 12, the air inlet grille 12 is integrated with the air bag 9 and is in a streamline shape.

[0027] The steering device comprises a fixed rod 6 arranged on the chassis 1, a steering wheel 5 is rotatably arranged in the fixed rod 6, the lower end of the steering wheel 5 is connected with a rectangular cross bar, the cross bar is fixed to the lower part of the chassis and is connected with the front wheels 2 through a rotating shaft, specifically, the cross bar penetrates through an axle, and rubber wheels are arranged at the two ends of the axle.

[0028] The wheel embodiment one of the application comprises: The wheel is a conventional rubber wheel; The wheel embodiment two of the application comprises: The wheel is four universal wheels, and the steering wheel can be cancelled when the universal wheels are used, so that the cockpit area is larger.

[0029] The active rotor device 13 is realized through a reversing mechanism, such as a manual reversing, a servo motor or a gear and rack mechanism, an electric cylinder drives the rack to move up and down, drives the gear to rotate up and down, and drives the active rotor device to rotate.

[0030] The chassis 1 is integrally designed, and a plurality of grooves 4 are arranged on the chassis 1.

[0031] The bottom of the chassis can adopt a double-fold line deep V ship type to reduce wave resistance, and the bottom and side edges of the chassis 1 are made of carbon fiber.

[0032] The internal grooves are formed in two ways, one is to dig some grooves on the carbon fiber hull structure, and the other is to use carbon fiber for the bottom and periphery of the chassis, but internally set wooden crossbars, which are placed alternately to form a honeycomb structure similar to grooves, and the wood is coated with a corrosion-resistant layer.

[0033] Material cross-domain application: ship anticorrosive coating (silicone resin) is used for aircraft ice prevention, automobile crash energy absorption structure, and ship sinking resistance cabin integration; Of course, the hull can also adopt a honeycomb aluminum + carbon fiber reinforced polymer (CFRP) laminated structure, and the sinking resistance meets the IMO MSC.333(90) anti-overturning standard; Working principle of flying car; Principle of flight; When flying, the four propellers are upward, such as Figure 2 In order to improve the lift, an airbag is arranged on the upper part of the cockpit, the airbag contains hydrogen and other low-density gases, and the small holes on the air intake grille are used to facilitate air compression by the propellers. The working principle of air flight is basically the same as that of a drone, and will not be repeated here; Ground walking principle; Land mode, movable rotor device, that is, the two propellers at the back are reversed by 90 degrees to blow air backward. According to Newton's law, the vehicle will move forward, and the steering wheel is turned to turn the cockpit, Of course, the steering wheel can also be omitted, and four universal wheels are installed under the chassis. When the cockpit turns, the speed of the two propeller motors behind is adjusted. The faster the motor rotates, the greater the wind speed. When a speed difference is generated, the vehicle can turn. When the left rear wind speed is large, the vehicle turns right, and vice versa. The steering wheel and wheels can also be omitted, as shown in Figure 4 , The rotor device has six, two in front and four at the back. The first group of four is fixed, and the second group of four is reversed. The wind direction of the four fixed rotors 14 is downward, so that the chassis is suspended on the ground. The speed of the motor of the remaining rotors can be adjusted. When the cockpit turns, the speed of the two propeller motors behind is adjusted. The faster the motor rotates, the greater the wind speed. When a speed difference is generated, the vehicle can turn. When the left rear wind speed is large, the vehicle turns right, and vice versa.

[0034] Principle of sea, land and air The principles of flight and ground walking are the same as above. Principle of water surface walking of sea, land and air; In water mode, the active rotor device rotates the two rear propellers 90 degrees and blows wind backwards. According to Newton's law, the chassis will move forward. The cockpit adjusts the speed of the two rear propeller motors to turn. The faster the motors rotate, the greater the wind speed. When a speed difference occurs, the aircraft can turn. When the wind speed is stronger on the left rear side, the aircraft turns right, and vice versa. It can also be suspended in water, such as Figure 4 As shown, There are 6 rotor devices, 2 in the front and 4 in the back. The two in the front and the two in the back form a group. The four in the first group are fixed, and the four in the second group are reversed. The four fixed rotors 14 droop downward in the wind, so that the chassis floats on the water surface. The motor speed of the remaining rotor device is adjustable. When the cockpit turns, the speed of the two propeller motors at the back is adjusted. The faster the motor rotates, the greater the wind speed. When a speed difference occurs, you can turn. When the wind speed on the left rear side is strong, turn right, and vice versa.

[0035] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above and that the invention can be embodied in other specific forms without departing from the spirit or essential characteristics of the invention. Therefore, the embodiments should be considered in all respects as illustrative and non-restrictive, and the scope of the invention is limited by the appended claims rather than the foregoing description, and it is intended that all variations within the meaning and range of equivalents of the claims be embraced therein. Any reference sign in a claim should not be construed as limiting the claim to which it relates.

Claims

1. A vertical take-off and landing integrated flying car, comprising a chassis (1), characterized in that: The chassis (1) is provided with a plurality of through holes (3), and a rotor device is provided above the through holes (3). The rotor device comprises a fixed rotor device (14) and a movable rotor device (13). The movable rotor device (13) can be changed from a horizontal state to a vertical state, and can blow air backwards in the vertical state.

2. The vertical take-off and landing integrated flying car according to claim 1, characterized in that: The number of the movable rotor devices (13) is at least two, and the wind speeds blown backward by the two movable rotor devices (13) can be different, so that the flying car can achieve steering in the land mode through wind speed differential, thereby making the flying car turn more smoothly.

3. The vertical take-off and landing integrated flying car according to claim 1, characterized in that: A cabin (8) is provided on the chassis (1), an air bag (9) is provided on the cabin (8), and the interior of the air bag (9) is filled with a gas having a density lower than that of air.

4. The vertical take-off and landing integrated flying car according to claim 3, characterized in that: The air bag (9) contains hydrogen.

5. The vertical take-off and landing integrated flying car according to claim 1, characterized in that: A hydrogen power source is provided on the chassis (1), and the airbag (9) is connected to the hydrogen power source.

6. The vertical take-off and landing integrated flying car according to claim 3, characterized in that: A seat (7) is provided inside the cockpit (8), a front glass (10) is provided in front of the cockpit (8), and glass doors are provided on the left and right sides of the cockpit (8).

7. The vertical take-off and landing integrated flying car according to claim 6, characterized in that: An air intake grille (12) is provided on the outside of the cabin (8), and the air intake grille (12) is integrated with the air bag (9) and is streamlined.

8. The vertical take-off and landing integrated flying car according to claim 1, characterized in that: A plurality of wheels (2) are provided under the chassis (1), and the front wheel (2) can be steered by a steering device.

9. The vertical take-off and landing integrated flying car according to any one of claim 8, characterized in that: The steering device comprises a fixed rod (6) arranged on a chassis (1), a steering wheel (5) is rotatably mounted in the fixed rod (6), and the lower end of the steering wheel (5) is connected to the front wheel (2).

10. A three-in-one aircraft for sea, land and air, comprising the vertical take-off and landing integrated flying car according to any one of claims 1 to 9, characterized in that: The bottom of the chassis (1) is of an integrated design, and a plurality of grooves (4) are provided on the chassis (1).

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