A step-by-step deformation flying car and a take-off and landing control method thereof

Abstract

The application discloses a take-off and landing control method and a flying automobile of a step-by-step deformation flying automobile. The method comprises the following steps: when taking off, first make a first pair of diagonal wheel groups out of contact with the ground, convert into an air propulsion mode to generate lift, and cooperate with a second pair of diagonal wheel groups which keep driving on the ground to make the vehicle enter a mixed transition state; after meeting the conditions, make the second pair of diagonal wheel groups also out of contact with the ground and convert into the air propulsion mode to enter a complete air flight state. When landing, first restore the first pair of diagonal wheel groups to the ground driving mode, then make them obtain ground contact to enter the mixed transition state, and finally restore and ground the second pair of diagonal wheel groups. The first diagonal line and the second diagonal line are taken as the identification standard in the order of actions, and the taking off and landing are independently identified. The application realizes attitude stability in the whole taking-off and landing process through the symmetrical step-by-step deformation and mixed transition control logic, does not need an independent landing gear, and can directly take off and land on a conventional road.

Description

Technical Field

[0001] This invention relates to the field of flying car control technology, and in particular to a flying car take-off and landing control method that achieves safe and smooth take-off and landing transition through a step-by-step deformation strategy and can be used on conventional roads without the need for a special landing gear, as well as a flying car using this method. Background Technology

[0002] As a crucial component of three-dimensional transportation, flying cars face a significant challenge in attitude control during takeoff and landing. When ground speed is zero or extremely low, aerodynamic control surfaces fail, and relying solely on rotors to maintain the balance of the large vehicle places extremely high demands on flight control. While existing technologies have proposed converting wheels into rotors, these typically require all four wheels to deform simultaneously, instantly losing all ground support. This results in poor resistance to crosswinds and disturbances, and any deviation can easily lead to rollover or overturning, posing a substantial risk.

[0003] In addition, most flying cars still rely on additional landing gear or dedicated take-off and landing sites, which limits their immediate use on regular urban roads and makes it difficult to achieve "door-to-door" three-dimensional travel. Summary of the Invention

[0004] This invention aims to provide a flight car takeoff and landing control method and a flight car that allows for stable takeoff and landing transitions, enabling direct takeoff and landing on conventional roads and seamless integration into traffic flow. Its core lies in the control logic of "step-by-step transformation and hybrid transition," meaning that throughout the entire takeoff and landing process, the vehicle is always in a hybrid state where some wheels provide ground support and others provide lift in the air, achieving a smooth and safe mode transition.

[0005] Takeoff and landing control methods include the takeoff process and the landing process.

[0006] Explanation regarding the "first diagonal" and the "second diagonal": In this invention, the "first diagonal" and "second diagonal" are not fixed designations of specific physical diagonals of the vehicle body, but rather are determined by the sequence of actions during takeoff or landing, with each process being independently defined. Specifically, during a takeoff, the diagonal of the pair of wheels that first leaves the ground and undergoes a shape change is the "first diagonal" for that takeoff, and the other pair undergoing a shape change subsequently is the "second diagonal" for that takeoff. During a landing, the diagonal of the pair of wheels that first returns to ground driving mode and touches down is the "first diagonal" for that landing, and the pair that subsequently returns to ground mode is the "second diagonal" for that landing. In one takeoff and landing cycle, the "first diagonal" for takeoff and the "first diagonal" for landing can be the same physical diagonal or different physical diagonals. This means that regardless of which physical diagonal the vehicle actually chooses as the first action target during takeoff or landing, as long as it follows the step-by-step transformation logic of "one pair changes first, the other pair changes later," that first action diagonal constitutes the "first diagonal" of the corresponding process described in this invention. This definition ensures that the scope of protection of this invention covers all possible step-by-step transformation sequence selections.

[0007] It should be noted that, in this invention, when the "first diagonal wheel set" undergoes a shape transformation, it is not required that the two wheels within the wheel set simultaneously perform the action of leaving the ground or transforming their shape. As long as both wheels within the wheel set complete their shape transformation before the second diagonal wheel set begins its shape transformation, it is considered that the first diagonal wheel set has "performed its shape transformation first." Similarly, when the "second diagonal wheel set" undergoes a shape transformation, it is also not required that the two wheels within it move synchronously.

[0008] The takeoff process includes: Step S1, First disengagement preparation: Make the first diagonal wheel assembly detach from the ground contact, and obtain space for the propulsion transformation into the air.

[0009] Step S2, entering the hybrid transition state: the first diagonal wheel set that has left the ground is converted into an air propulsion mode to generate lift, while the second diagonal wheel set is kept in the ground driving mode to provide ground driving and balance control, so that the vehicle enters a hybrid transition state in which ground support and air lift work together.

[0010] Step S3, Entering full aerial flight state: When the preset conditions are met, the second diagonal wheel set is removed from ground contact, and the vehicle is converted into an aerial propulsion mode to generate lift, so that the vehicle enters a full aerial flight state.

[0011] The landing process includes: Step S4, First Recovery Preparation: The first diagonal wheel set, which is in the air propulsion mode, is restored to the ground driving mode, while the second diagonal wheel set is kept in the air propulsion mode to continue to provide lift.

[0012] Step S5, entering the hybrid transition state: The first diagonal wheel set, restored to its ground-driving configuration, gains ground contact to provide ground driving and balance control; simultaneously, the second diagonal wheel set maintains its air-propulsion configuration to continue providing lift, thus bringing the vehicle into a hybrid transition state where ground support and air lift work together. Step S5 brings the vehicle into the same "hybrid transition state" as in Step S2, where the first diagonal wheel set provides ground driving and balance control, and the second diagonal wheel set provides air lift. The hybrid transition states during takeoff and landing are physically identical, hence both are named "hybrid transition state" to reflect the symmetry of the method.

[0013] Step S6, Entering Full Ground State: After the vehicle stabilizes using the ground-connected wheels, the second diagonal wheel set, which was maintaining the air-propulsion configuration, is restored to the ground driving configuration and makes ground contact. Through stabilization control, it returns to the full ground state. The space required for the second diagonal wheel set to return to the ground driving configuration can be provided in advance at any suitable time before the wheel set finally makes ground contact. For example, space can be reserved during the first recovery preparation stage of step S4 or during step S5 by adjusting the suspension, chassis height, or tire pressure. As long as this space is provided before the second diagonal wheel set finally makes ground contact, it falls within the protection scope of this invention.

[0014] Functional overarching summary of key terms: In this invention, the specific technical means used in each step are described using a higher-level functional description to cover all possible implementation methods.

[0015] "Airborne propulsion mode" refers to a wheel assembly in a state capable of generating lift. In airborne propulsion mode, the wheel hub's plane of rotation is typically parallel to or at an angle to the ground. Lift generation in airborne propulsion mode includes, but is not limited to: rotation of blades fixed inside the hub, blades rotating independently of the hub, rotation of the entire wheel assembly, the rim unfolding into a rotor, operation of the propulsion device, and any combination of the above. The blades fixed inside the hub can be non-retractable, retractable, or openable; the propulsion device can be a jet propulsion device, an ion propulsion device, or other types of propulsion devices. Any configuration that enables the wheel assembly to generate lift should be understood as belonging to the airborne propulsion mode, without limiting the specific components or methods of lift generation. The power required for the wheel assembly to generate lift in airborne propulsion mode can come from its own drive unit (such as a hub motor or propulsion device), or from a centralized power source transmitted through a transmission system, or directly provided by a transforming mechanism; this invention does not impose any limitations on this.

[0016] "Ground driving configuration" refers to the wheel assembly's configuration that enables the vehicle to travel on the ground. In this configuration, the wheel hub's plane of rotation is typically perpendicular or nearly perpendicular to the ground, although some tilt angle may exist due to vehicle four-wheel alignment parameters (such as camber). Any configuration that enables the wheels to perform ground driving functions should be considered a ground driving configuration.

[0017] "Removing from ground contact" (steps S1 and S3) refers to releasing the contact and load-bearing relationship between the wheel and the ground. Specific implementation methods include, but are not limited to: retracting and lifting the wheel upwards via the suspension system; raising the entire vehicle body to suspend the wheel in the air via the chassis height adjustment system; deflating the wheel using a tire pressure regulating device to reduce its radial dimension and thus remove it from the ground; suspending a specific wheel in the air through tilting or pitching the vehicle body; pushing the wheel laterally towards the vehicle body to remove it from the ground support surface; and passively and naturally removing the wheel from the ground due to the vehicle being lifted by lift. Any technical means that enables a designated wheel to release from ground contact before its shape changes should be understood as falling within the scope of the "removing from ground contact" implementation methods described in this invention.

[0018] "Generating lift" refers to generating a force capable of overcoming gravity and providing aerial support for the vehicle. This can be achieved through various means, including but not limited to: rotating the transformed wheels to interact with the air and generate aerodynamic lift; or generating thrust through jet propulsion devices, ion propulsion devices, or other propulsion devices mounted on the wheels. Any method capable of generating upward thrust by driving the wheels or their associated devices should be understood as falling within the scope of the "generating lift" implementation described in this invention.

[0019] "Achieving ground contact" (steps S5 and S6) means restoring the wheel's contact and load-bearing relationship with the ground. Specific implementation methods include, but are not limited to: extending the wheel towards the ground via the suspension system; lowering the vehicle body via the chassis height adjustment system; and inflating deflated wheels to increase their radial dimensions. Any technical means that can restore the wheel's contact and load-bearing relationship with the ground should be understood as falling within the scope of the "achieving ground contact" implementation methods described in this invention.

[0020] "Inward folding" and "outward folding" are two implementation paths for converting the wheel into an aerial propulsion form in this invention. "Inward folding" refers to the conversion of the wheel into an aerial propulsion form while it is still within the vehicle's outline. Specific implementation methods include, but are not limited to, rotating the wheel towards the bottom of the vehicle, rotating it upwards, or rotating it laterally to generate lift. "Outward folding" refers to first moving the wheel out of the vehicle's outline through translation, lateral movement, or swinging, and then initiating the conversion into an aerial propulsion form. Specific implementation methods include, but are not limited to, rotating the wheel upwards, rotating it downwards, or rotating it laterally to generate lift after it has been moved out. Any method that allows the wheel to begin its conversion while within the vehicle's outline or after it has been moved out of the vehicle's outline should be understood as falling under the categories of "inward folding" or "outward folding" in this invention.

[0021] "Preset conditions" refer to the conditions that trigger the second diagonal wheel set to undergo a form change, i.e., conditions that determine whether the vehicle is suitable for entering a fully airborne state. Specific types include, but are not limited to, the vehicle reaching a preset altitude and / or a preset speed. The specific thresholds for the preset altitude and / or preset speed can be set according to the actual parameters and flight requirements of the flying car. Altitude can be obtained using conventional altitude measurement devices such as lidar, barometers, and GPS; speed can be obtained using conventional speed measurement devices such as wheel speed sensors, inertial measurement units, and GPS. Any condition that can be used to determine whether the vehicle is suitable for entering a fully airborne state should be understood as falling under the "preset conditions" described in this invention.

[0022] "Wheel assembly" refers to a component that simultaneously possesses ground-based driving and lift-generating functions. It includes at least tires and rims, supporting the vehicle's movement on the ground and generating lift in aerial propulsion mode. The wheel assembly can generate lift through its own rotation or integrate additional lift-generating components. Specific structural forms of the wheel assembly include, but are not limited to: integral rotating type (tire and blades rotate as a whole), blade-independent rotating type (tire does not rotate, only blades rotate), propulsion device type (thrust generated through jet, ion, or other propulsion devices), and composite type (a combination of the above). Any component integrating the basic functions of a wheel and lift-generating functions should be understood as falling within the scope of the "wheel assembly" described in this invention.

[0023] "Control system" refers to a system capable of sending control commands to various actuators, causing them to act according to the commands. Specific implementation methods include, but are not limited to, centralized controllers, distributed controllers, and integrated flight control and driving control systems. Any control system capable of coordinating and controlling the driving device of the form conversion device and wheel assembly to execute the takeoff and landing control method described in this invention should be understood as falling within the scope of the "control system" described in this invention.

[0024] "Form conversion device" refers to a device capable of converting wheel assemblies between a ground driving mode and an air propulsion mode, and adjusting the relative position of the wheel assembly with respect to the vehicle body, so that the wheel assembly can detach from or make contact with the ground. The form conversion device is configured to enable different wheel assemblies to perform form conversion and position adjustment in stages. It can be implemented in various ways, including but not limited to mechanical, hydraulic / pneumatic, electric, and combined methods. Any device capable of converting wheel assemblies between a ground driving mode and an air propulsion mode and adjusting their relative position with respect to the vehicle body should be understood as belonging to the form conversion device described in this invention.

[0025] Flying car structure: The present invention also provides a flying car using the above method, including a body, four wheel assemblies, a form-changing device and a control system.

[0026] For a detailed definition of the form conversion device, please refer to the "Functional Overview of Key Terms" section. Here, we will only further explain "step-by-step": "Step-by-step" means that the form conversion and position adjustment of different wheel assemblies can be sequential and do not require synchronous execution. For example, the first diagonal wheel set can be lifted off the ground and converted to an air-propulsion mode first, while the second diagonal wheel set remains grounded; after a preset condition is met, the second diagonal wheel set is then lifted off the ground and converted to an air-propulsion mode. The "different wheel assemblies" can be a single wheel, a diagonal group, or other grouping methods. As long as there is a sequential relationship between the groups, it constitutes the step-by-step control described above.

[0027] The form conversion device can be implemented in various ways, including but not limited to: Mechanical: The suspension system works in conjunction with a rotating arm to first lift the wheels off the ground, and then rotate them into an air-propelled state. Hydraulic / pneumatic: The wheels are retracted and rotated via hydraulic cylinders or pneumatic rods; Electric: The wheels are directly driven by a servo motor for position adjustment and shape transformation; Composite: Achieved through any combination of the above methods.

[0028] Any device that enables the wheel assembly to switch between a ground driving mode and an air propulsion mode and adjust its relative position to the vehicle body should be understood as belonging to the mode conversion device described in this invention.

[0029] The flying car does not have independent landing gear and uses only its wheels as a landing device.

[0030] Beneficial effects: 1. High takeoff and landing safety: By introducing a hybrid transition state in which "one pair of diagonal wheels disengages and switches while the other pair keeps on the ground", there are always wheels in contact with the ground or ready to make contact at any time during the entire takeoff and landing process. The mature vehicle dynamic stability system can be used to resist the overturning moment, effectively avoiding the risk of "loss of control as soon as it leaves the ground". 2. Smooth and natural transition: It achieves a gradual and controllable transition from ground driving to air flight, rather than an abrupt change, which greatly reduces the complexity of the flight control system; 3. No need for dedicated landing gear and airport: The vehicle has a compact profile and can take off and land within the regular lane lines without interfering with the driving of other vehicles, realizing "door-to-door" three-dimensional transportation; 4. Each key step is described functionally, defining key features such as "de-ground contact", "converting to an aerial propulsion mode", "generating lift", and "achieving ground contact" as the functional results achieved. The takeoff and landing process is designed with strict symmetry, while clarifying the timing criteria for the first and second diagonals, the availability of space for the second diagonal wheel assembly during landing, and the various ways to generate lift, so that the technical solution of this invention can cover a variety of specific implementation methods. Attached Figure Description

[0031] Figure 1 This is a schematic diagram of the flying car of the present invention in a ground driving mode, wherein all wheels maintain the ground driving mode and are in contact with the ground.

[0032] Figure 2 This is a schematic diagram (inward folding method) of the vehicle entering a mixed transition state after the first diagonal wheel set leaves the ground and transforms into an air propulsion mode. The first diagonal wheel set is in the air propulsion mode, while the second diagonal wheel set maintains the ground driving mode.

[0033] Figure 3 This is a schematic diagram showing the vehicle entering a fully airborne state after all wheels are converted to an aerial propulsion configuration (inward folding method).

[0034] Figure 4 This is a flowchart of the takeoff and landing control method of the present invention.

[0035] Figure 5This is a schematic diagram (outward folding method) of the vehicle entering a mixed transition state after the first diagonal wheel set leaves the ground and transforms into an air propulsion mode. The first diagonal wheel set is in the air propulsion mode, while the second diagonal wheel set maintains the ground driving mode.

[0036] Figure 6 This is a schematic diagram showing the vehicle entering a fully airborne state after all wheels are converted to an aerial propulsion configuration (outward folding method).

[0037] Figure 7 This is a flowchart of the dynamic control process for takeoff and landing, showing the complete control logic from the start of the fully ground state / fully airborne state, through the mixed transition state, sensor data acquisition and attitude judgment, to triggering the next stage of form change, and finally entering the fully airborne state / fully ground state.

[0038] In the diagram: 10 - vehicle body; 20 - wheel assembly; 30 - propeller blade. Detailed Implementation

[0039] The present invention will be further described below with reference to the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solution of the present invention, and should not be used to limit the scope of protection of the present invention.

[0040] It should be noted that the specific structures shown in the following embodiments (such as suspension, rotating arm, telescopic arm, etc.) are merely exemplary implementations of the form conversion device and do not constitute a limitation on the protection scope of the form conversion device of the present invention.

[0041] Multiple implementation paths for takeoff like Figure 1 The flying car is in a normal ground driving state. After the takeoff command is issued, step S1 is executed: the first diagonal wheel set (the first pair of wheels to deform) is removed from ground contact.

[0042] In one implementation, the wheels are pulled towards the bottom of the vehicle body by retracting the suspension system, causing them to lift off the ground.

[0043] In another implementation, the entire vehicle body is raised using a chassis height adjustment system, causing the wheels to be suspended in the air.

[0044] In another embodiment, a tire pressure regulating device is used to quickly deflate a selected wheel, causing its radial dimension to decrease and lift it off the ground.

[0045] In another implementation, the diagonal wheels are suspended in the air by adjusting the vehicle's posture.

[0046] The above methods can be used individually or in combination, and all fall within the scope of step S1.

[0047] like Figure 2or Figure 5 After the wheels leave the ground, step S2 is executed: the first diagonal wheel set that has left the ground is converted into an air propulsion mode to generate lift.

[0048] In one implementation, an inward folding method is used ( Figure 2 The wheels begin to rotate within the body contour, rotating directly towards the bottom of the body to generate lift. This rotation can be either with the wheel hub's rotation plane parallel to the ground or at a certain angle to the ground to simultaneously generate lift and horizontal thrust components.

[0049] In another implementation, an outward folding method is used ( Figure 5 First, move the wheels out of the vehicle's outline, then rotate them to the orientation that generates lift.

[0050] In another embodiment, the wheel rim unfolds or deforms into rotor blades to increase the frontal area.

[0051] The methods of generating lift include, but are not limited to: driving the transformed wheels to rotate to interact with the air and generate aerodynamic lift; generating thrust through jet or ion propulsion devices installed on the wheels; or using other propulsion methods.

[0052] Meanwhile, the second diagonal wheelset maintains the ground driving configuration, providing ground driving and balance control.

[0053] At this point, the vehicle enters a hybrid transition state: the first diagonal wheel set provides lift, while the second diagonal wheel set keeps the vehicle moving on the ground.

[0054] In the mixed transition state, maintaining vehicle balance can be achieved by using the vehicle's inertial measurement unit and wheel speed sensors to monitor the vehicle's attitude in real time, and by adjusting the drive torque and steering angle of the second diagonal wheel set in contact with the ground to actively resist the overturning moment caused by changes in lift of the first diagonal wheel set or external disturbances. This active balance control method transforms the transitional attitude control problem of flying cars into a mature dynamic stability control problem for ground vehicles, significantly improving the safety and stability of takeoff and landing. In other embodiments, any other technical means capable of achieving the above-mentioned active balance function can also be used, and this invention does not limit this.

[0055] The dynamic control process for the above-mentioned mixed transition state can be found in [reference needed]. Figure 7 . Figure 7 It demonstrates the complete control logic from a fully ground state or a fully airborne state, through sensor data acquisition, vehicle attitude determination, and preset condition judgment in a mixed transition state, to triggering the next stage of form transformation, and finally entering a fully airborne state or a fully ground state.

[0056] Once the vehicle reaches the preset height and / or speed, step S3 is executed: the second diagonal wheel set is removed from ground contact, and the vehicle is converted into an aerial propulsion mode to generate lift.

[0057] In one implementation, the two wheels actively detach from the ground by means of suspension retraction, chassis elevation, or deflation.

[0058] In another implementation, since the first diagonal wheel set has generated enough lift to lift the entire vehicle, the two wheels are passively and naturally lifted off the ground as the vehicle as a whole rises.

[0059] After detachment, the two wheels convert to an aerial propulsion configuration and generate lift in the same manner as described above. For example... Figure 3 or Figure 6 The vehicle enters a fully airborne state.

[0060] Multiple implementation paths for the landing process During landing, step S4 is executed: the first diagonal wheel set disengages from its air-propulsion mode (reducing speed, stopping rotation, or disabling the propulsion device), restoring it to its ground-driving mode. At this time, the second diagonal wheel set remains in its air-propulsion mode, continuing to provide lift to support the vehicle. Simultaneously, this step can be pre-emptively achieved by adjusting the suspension, chassis height, or tire pressure to provide the necessary space for the second diagonal wheel set to subsequently return to its ground-driving mode.

[0061] Step S5: By extending the suspension, lowering the chassis, and / or inflating the tires, the first diagonal wheel set, which has returned to a ground-driving configuration, gains ground contact, restoring ground driving and balance control. Simultaneously, the second diagonal wheel set maintains its air-propulsion configuration to continue providing lift. At this point, the vehicle re-enters a hybrid transition state.

[0062] During the mixed transition state of the landing process, the same active balance control method described above can be used to actively resist the overturning moment caused by the change in lift of the second diagonal wheel set or external disturbances by utilizing the drive and steering system of the grounded first diagonal wheel set.

[0063] Step S6: After the vehicle stabilizes using the ground-connected wheels, the second diagonal wheel set disengages from its air-propulsion mode (reducing speed, stopping rotation, or stopping the propulsion device), reverting to its ground-driving mode. Ground contact is achieved through suspension extension, chassis lowering, and / or inflation. Once all wheels are in contact with the ground, the suspension and chassis are lowered to a normal driving position, and the vehicle fully returns to its ground-driving state. It should be noted that if the space required for the second diagonal wheel set to revert to its normal position has been provided in step S4 or S5, this step can directly perform the mode conversion; otherwise, it will be provided in this step.

[0064] Multiple implementation paths regarding inflation timing In this invention, the operation of inflating a wheel that has been deflated and removed from the ground in step S1 to restore its tire shape can be performed at multiple times.

[0065] In one implementation, inflation is performed after the wheel has transitioned to its air-propulsion configuration but before it is driven to rotate and generate lift. At this point, the wheel is not yet rotating at high speed, making inflation safe and convenient. Once inflation is complete, the wheel is then driven to rotate at high speed to generate lift.

[0066] In another implementation, if the vehicle is not inflated in time during takeoff, or if a delayed inflation strategy is selected, the inflation operation can be performed during the cruise phase after the vehicle has entered full flight and before the landing process begins. In this method, the wheels can be stopped rotating first, and then driven again after inflation is complete.

[0067] In another embodiment, the inflation operation can be performed during descent, for example, at any time during the first recovery preparation phase in step S4, the mixed transition phase in step S5, or even before the wheel returns to its ground-driving form and contacts the ground in step S6. If inflation is performed during descent, the wheel can be stopped from rotating first to ensure safety.

[0068] It should be noted that for the two wheels in the first diagonal wheel set that have been deflated and lifted off the ground, the inflation operation can be performed simultaneously or asynchronously, and the order of inflation is not limited. For example, one wheel can be inflated first, then the other wheel; or both wheels can be inflated simultaneously. Regardless of the order, the inflation operation must be completed before each wheel touches the ground during descent.

[0069] In summary, as long as the inflation operation is completed before the wheel contacts the ground during descent to ensure the tire can withstand the ground load, it is acceptable. This invention does not limit the specific timing of the inflation operation.

[0070] Measures to protect tires when driving off the ground In non-ground driving conditions, tires may face various operating conditions: if the entire wheel assembly rotates at high speed, the tire needs to withstand centrifugal force; if only the lift-generating components rotate while the tire does not rotate, the tire, although not subjected to centrifugal force, still needs to adapt to airflow impact, vibration, and shape retention requirements. For these conditions, the tire can be made of a solid structure or composite materials. In one embodiment, if the entire wheel assembly rotates at high speed, the tire may require auxiliary fixation due to centrifugal force or airflow impact. The timing of this auxiliary fixation is before the entire wheel assembly rotates at high speed, and the methods of auxiliary fixation include, but are not limited to, storage, locking, and folding; this invention does not limit these methods.

[0071] The aforementioned tire protection measures can ensure the safety and stability of flying cars in non-ground driving conditions.

[0072] Throughout takeoff and landing, the vehicle does not need to deploy any additional landing gear; the wheels are always the only point of contact with the ground, allowing it to take off and land directly on regular roads without disrupting traffic.

[0073] It should be noted that the phrase "without an independent landing gear" in this invention means that during normal takeoff and landing, the flying car uses only its wheels as landing devices and does not rely on an independent landing gear system. However, this does not preclude the possibility that, in emergency situations (such as control system failure, power loss, etc.), the flying car can be equipped with emergency auxiliary support structures (such as emergency stabilizer bars, anti-tipping brackets, etc.) to enhance safety redundancy in extreme cases. Such emergency auxiliary support structures are not considered "independent landing gear" in the conventional sense, and their presence does not constitute a limitation on the scope of protection of this invention.

[0074] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A method for takeoff and landing control of a step-deformable flying car, characterized in that, This includes the takeoff and landing processes; wherein, the pair of wheels located on the first diagonal of the four wheels is defined as the first diagonal wheel set, and the pair of wheels located on the second diagonal is defined as the second diagonal wheel set; the criteria for identifying the "first diagonal" and "second diagonal" are: during takeoff or landing, the first diagonal is the one that undergoes a shape change first, and the second diagonal is the one that undergoes a shape change subsequently. The takeoff process includes: Step S1, First disengagement preparation: Make the first diagonal wheel assembly disengage from the ground to obtain space for propulsion into the air. Step S2, enter the hybrid transition state: the first diagonal wheel set that is off the ground is converted into an air propulsion mode to generate lift, while the second diagonal wheel set is kept in the ground driving mode to provide ground driving and balance control, so that the vehicle enters a hybrid transition state in which ground support and air lift work together. Step S3, Entering full aerial flight state: When the preset conditions are met, the second diagonal wheel set is removed from ground contact and converted into an aerial propulsion mode to generate lift, so that the vehicle enters a full aerial flight state. The landing process includes: Step S4, First recovery preparation: The first diagonal wheel set, which is in the air propulsion mode, is restored to the ground driving mode, while the second diagonal wheel set is kept in the air propulsion mode to continue to provide lift; Step S5, enter the hybrid transition state: the first diagonal wheel set, which has returned to the ground driving mode, makes ground contact to provide ground driving and balance control; at the same time, the second diagonal wheel set is kept in the air propulsion mode to continue to provide lift, so that the vehicle enters the hybrid transition state in which ground support and air lift work together. Step S6, Entering the fully ground state: After the vehicle has been driving steadily by relying on the grounded wheels, the second diagonal wheel set that maintains the air propulsion mode is restored to the ground driving mode and made to make ground contact. Through stabilization control, it is restored to the fully ground state. The space required for the second diagonal wheel set to return to its ground driving configuration is provided at any time before the second diagonal wheel set makes contact with the ground.

2. The takeoff and landing control method according to claim 1, characterized in that, In step S1 and / or step S3, the methods for making the wheel "leave the ground contact" include, but are not limited to: lifting the wheel upward by the suspension system; raising the entire vehicle body by the chassis height adjustment system to make the wheel suspend in the air; deflating the wheel to reduce its radial size and thus lift it off the ground; suspending the wheel by adjusting the vehicle body posture; and pushing the wheel to the side of the vehicle body to make it leave the ground support surface.

3. The takeoff and landing control method according to claim 1, characterized in that, In step S3, the method of "the second diagonal wheel set leaving the ground contact" also includes: the vehicle as a whole is lifted by the lift generated by the first diagonal wheel set, and the vehicle is passively and naturally lifted off the ground.

4. The takeoff and landing control method according to claim 1, characterized in that, In step S2 and / or step S3, the methods of "converting the wheel into an aerial propulsion form" include, but are not limited to: rotating the wheel as a whole to an orientation that generates lift; or unfolding or deforming the wheel rim into a rotor blade.

5. The takeoff and landing control method according to claim 4, characterized in that, The method of "rotating the wheel as a whole to generate lift" includes: an inward folding method of rotating the wheel directly towards the bottom of the vehicle body to generate lift; or an outward folding method of first moving the wheel out of the vehicle body outline and then rotating it to generate lift; wherein, the orientation for generating lift includes the wheel hub rotation plane being parallel to the ground or forming a preset angle with the ground.

6. The takeoff and landing control method according to claim 1, characterized in that, In step S2 and / or step S3, the methods of "generating lift" include, but are not limited to: driving the transformed wheel to generate lift; generating thrust through a propulsion device installed on the wheel.

7. The takeoff and landing control method according to claim 2, characterized in that, After the first diagonal wheel set is lifted off the ground, at any time before the wheel touches the ground during descent, the method further includes: inflating the wheel that has been lifted off the ground by deflating it to restore its tire shape; wherein, the inflation operations of the two wheels in the first diagonal wheel set can be performed synchronously or asynchronously, and the inflation order is not limited.

8. The takeoff and landing control method according to claim 1, characterized in that, In step S3, "preset conditions" include, but are not limited to, the vehicle reaching a preset height and / or a preset speed.

9. The takeoff and landing control method according to claim 1, characterized in that, In step S5 and / or step S6, the methods for making the wheel "make contact with the ground" include, but are not limited to: extending the wheel toward the ground through the suspension system; lowering the vehicle body through the chassis height adjustment system; and increasing the radial dimension of the wheel by inflating it.

10. The takeoff and landing control method according to claim 1, characterized in that, During takeoff and landing, the vehicle does not deploy additional landing gear, but only makes contact with the ground through its wheels, thus allowing it to take off and land directly on regular roads without interfering with the driving of other vehicles.

11. A step-deformable flying car, characterized in that, The flying car includes: Body; Four-wheel assembly; A form conversion device is configured to work in conjunction with the control system to enable different wheel assemblies to perform form conversion step by step, switching between a ground driving mode and an air propulsion mode, and to adjust the relative position of different wheel assemblies with the vehicle body step by step so that each wheel assembly can disengage from or make contact with the ground step by step. A control system for coordinating and controlling the drive mechanism of the form-changing device and the wheel assembly to perform the take-off and landing control method as described in any one of claims 1 to 10.

12. The flying car according to claim 11, characterized in that, The flying car does not have independent landing gear; it uses only the wheels as a landing device.

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