Flying car

Abstract

This application provides a flying car. The flying car includes: a body; a rotor assembly connected to the top of the body, the rotor assembly being used to provide vertical lift and horizontal thrust to the body; a parachute device connected to the front end of the body; and a buffer device connected to the rear end of the body. In the embodiment of this application, the flying car has a parachute device at the front end of the body and a buffer device at the rear end. Thus, the parachute descent and landing buffer constitute a progressive safety system, which helps to improve the problems of excessively high descent speed and excessive landing impact caused by power failure in flying cars, greatly improving the survival probability of occupants in extreme failure situations, and thus improving the driving safety of the flying car.

Description

Technical Field

[0001] This application relates to the field of flying car technology, and in particular to a flying car. Background Technology

[0002] With the continuous development and maturation of intelligent, electric, and unmanned aerial vehicle technologies, air transportation tools, represented by flying cars, have emerged. As a future trend in transportation, flying cars can alleviate traffic congestion and improve transportation efficiency.

[0003] One type of flying car in related technologies suffers from power failure when its wings, motors, or power supply malfunction, leading to excessively high descent speed, excessive landing impact, and a risk of crash, seriously threatening the lives of passengers and drivers. Utility Model Content

[0004] This application proposes a flying car to improve the problem of excessive descent speed and excessive landing impact caused by power failure, thereby improving the driving safety of the flying car.

[0005] This application provides a flying car, comprising: a vehicle body; a rotor assembly connected to the top of the vehicle body, the rotor assembly being used to provide vertical lift and horizontal thrust to the vehicle body; a parachute device connected to the front end of the vehicle body; and a buffer device connected to the rear end of the vehicle body.

[0006] The flying car in this embodiment has a parachute device at the front and a buffer device at the rear. When the flying car loses power due to a malfunction, the parachute device deploys. Under the influence of the car's own weight and the drag of the parachute device, the flying car will descend vertically at a reduced speed. In other words, the parachute device, mounted at the front, alters the flying car's descent attitude and significantly reduces its kinetic energy, providing initial safety protection. After the flying car lands vertically, the buffer device at the rear contacts the ground first, absorbing most of the impact energy and providing secondary safety protection. Thus, the parachute descent and landing buffer form a progressive safety system, effectively mitigating the problems of excessive descent speed and landing impact caused by power failure. This greatly increases the chances of occupant survival in extreme malfunction situations, thereby improving the flying car's overall driving safety.

[0007] In some embodiments, there are multiple parachute devices that are spaced apart along the left-right direction of the vehicle body.

[0008] This design offers several advantages. First, it helps reduce costs. Second, it allows for redundant design, further improving the safety and reliability of the flying car. Third, it increases the uniformity of load distribution across the vehicle body from multiple parachute devices, reducing the probability of the vehicle swaying.

[0009] In some embodiments, the buffer devices are multiple and arranged along the left-right direction of the vehicle body.

[0010] This configuration has several advantages. First, it improves the uniformity of load transfer from the buffer device to the vehicle body, thereby enhancing the reliability and stability of the buffer device. Second, it allows for redundant design, further improving the safety and reliability of the flying car. Third, it enables the dynamic activation of the number of buffer devices based on real-time load, allowing some or all of them to bear the impact force, thus improving the tiered buffering capacity of the buffer device.

[0011] In some embodiments, the vehicle body includes a vehicle body and a first anti-collision beam and a second anti-collision beam respectively disposed at both ends of the vehicle body in the front-rear direction, the parachute device includes parachute lines, the parachute lines are connected to the first anti-collision beam, and the buffer device is connected to the second anti-collision beam.

[0012] This configuration ensures that the vehicle body remains suspended after the parachute deploys, allowing the flying car to quickly descent vertically and land with its tail end touching the ground. This enables the cushioning system to absorb the impact force during landing. Consequently, this helps maintain the stability and reliability of the flying car's descent, improves the energy absorption effect of the cushioning system, and ultimately enhances the safety and reliability of the flying car.

[0013] In some embodiments, the first anti-collision beam includes a plurality of first sub-anti-collision beams and a plurality of second sub-anti-collision beams spaced apart along the left-right direction of the vehicle body. The tensile strength of the first sub-anti-collision beams is greater than the tensile strength of the second sub-anti-collision beams. The end face of the second sub-anti-collision beams facing away from the vehicle body protrudes from the end face of the first sub-anti-collision beams facing away from the vehicle body. The paracord is connected to the first sub-anti-collision beams.

[0014] In this way, the first sub-collision beam can withstand the enormous tensile force during parachute deployment, ensuring that the connection point does not break or deform. The second sub-collision beam, with its end facing away from the vehicle body, protrudes from the same side as the first sub-collision beam. When the flying car is cruising normally or traveling on land and is impacted from the front or rear, the second sub-collision beam will make contact with the obstacle first, absorbing the initial impact energy through deformation such as bending or breaking. Therefore, while retaining the impact-absorbing function of the collision beam itself, the reliability and stability of the connection between the parachute system and the vehicle body can be improved.

[0015] In some embodiments, the top of the vehicle body near the first anti-collision beam is provided with an openable and closable parachute compartment. The parachute device also includes a main parachute and a guide parachute disposed in the parachute compartment. The parachute lines are connected to the guide parachute and the main parachute. When the parachute compartment is opened, the guide parachute is configured to pull the main parachute away from the parachute compartment.

[0016] On the one hand, when the parachute system is not deployed, the parachute can be concealed within the vehicle body, avoiding any impact on the flying car's normal operation. On the other hand, the parachute compartment's proximity to the first anti-collision beam allows for shorter parachute lines, reducing energy loss during tension transmission and preventing interference between the lines and side components of the vehicle body. Furthermore, deploying the parachute by guiding the main parachute with a pilot chute improves the reliability and efficiency of the parachute system's deployment.

[0017] In some embodiments, the parachute compartment includes a recess in the vehicle body, a canopy connected to the recess, and a drive unit connected to the canopy. The drive unit is configured to drive the canopy to move relative to the recess to open or close the parachute compartment. The parachute device also includes an ejector disposed in the parachute compartment. The ejector is connected to the guide parachute. When the parachute compartment is open, the ejector ejects the guide parachute out of the recess via gas or an elastic element, so that the guide parachute pulls the main parachute away from the parachute compartment.

[0018] By incorporating a drive mechanism and a canopy, the parachute compartment can be opened and closed. When closed, the compartment provides protection for the parachute; when open, it allows for smooth deployment. This improves the reliability and safety of the parachute system. Furthermore, by installing an ejector, after the compartment opens, the ejector applies initial kinetic energy to the guide parachute, causing it to detach from the recess and simultaneously pull the main parachute out of the compartment. This shortens the delay before the main parachute deploys, thus improving its opening efficiency and increasing the success rate of low-altitude deployment.

[0019] In some embodiments, the buffer device includes at least one airbag and an inflatable structure, the airbag being connected to the second anti-collision beam and located on the side of the second anti-collision beam opposite to the vehicle body, and the inflatable structure being disposed on the vehicle body and connected to the airbag.

[0020] Using airbags as buffer energy-absorbing components helps reduce the manufacturing cost of buffer devices and improves the ease of preparation.

[0021] In some embodiments, the buffer device includes at least one air spring and a damper, each of the air springs being connected to the second anti-collision beam via one of the dampers.

[0022] The air spring and damper work together to convert most of the impact energy into the compressibility energy of the air and the heat energy of the damping. This improves the energy absorption and impact reduction effect of the buffer device and also improves the spring rebound, thus enhancing the reliability of the buffer energy absorption. Furthermore, this embodiment brings the active suspension technology originally used in vehicles to the safety redundancy system of the flying car, which also helps to reduce the difficulty and cost of manufacturing and designing the buffer device.

[0023] In some embodiments, the flying car further includes an inertial sensor, a distance sensor, and a controller electrically connected to the inertial sensor and the distance sensor, the controller being electrically connected to the parachute device and the buffer device.

[0024] This enables intelligent interaction between the parachute device, the buffer device, and the vehicle's signals, improving the intelligence and automation of their operation.

[0025] In some embodiments, there is a gap between the second anti-collision beam and the vehicle body, and the flying car further includes at least one energy-absorbing box disposed in the gap and connected to the second anti-collision beam and the vehicle body respectively.

[0026] This allows for the construction of three lines of defense to absorb impact, thereby improving energy absorption, reducing the impact on the vehicle body, and ultimately enhancing the safety and reliability of the flying car. Attached Figure Description

[0027] Figure 1 This application provides a schematic diagram of the structure of a flying car according to an embodiment of the present application. Figure 2 A schematic diagram of the structure of a flying car in a descent and landing state, provided in an embodiment of this application; Figure 3 This is a schematic diagram of the structure of the first anti-collision beam and parachute device provided in the embodiments of this application; Figure 4 This is a schematic diagram of the structure of the second anti-collision beam and buffer device provided in the embodiments of this application; Figure 5 Another structural schematic diagram of the first anti-collision beam and parachute device provided in the embodiments of this application.

[0028] The annotations in the attached figures are explained as follows: 10. Flying car; 100. Vehicle body; 110. Vehicle body; 111. Parachute compartment; 1111. Dent; 120. First anti-collision beam; 121. First sub-anti-collision beam; 122. Second sub-anti-collision beam; 130. Second anti-collision beam; 200. Rotor assembly; 210. Rotor unit; 300. Parachute assembly; 310. Parachute lines; 320. Main parachute; 330. Pilot parachute; 400. Buffer device; 410. Airbag; 420. Inflatable structure; 421. Solenoid valve; 422. Air tube; 500, Energy Absorption Box. Detailed Implementation

[0029] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0030] In the description of this application, it should be understood that if terms such as "upper," "lower," "left," and "right" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, they are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, the terms used to describe positional relationships in the accompanying drawings are only for illustrative purposes and should not be construed as limiting this application. For those skilled in the art, the specific meaning of the above terms can be understood according to the specific circumstances.

[0031] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0032] In the description of this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0033] like Figure 1 and Figure 2As shown in the figure, this application proposes a flying car 10. The flying car 10 includes a body 100, a rotor assembly 200, a parachute device 300, and a buffer device 400. The rotor assembly 200 is connected to the top of the body 100 and is used to provide vertical lift and horizontal thrust to the body 100. The parachute device 300 is connected to the front end of the body 100, and the buffer device 400 is connected to the rear end of the body 100.

[0034] The vehicle body 100 serves as the base of the flying car 10 and can be made of high-strength lightweight alloy materials, carbon fiber composite materials, etc. Optionally, the vehicle body 100 can be a one-piece body or a split body; this application does not impose any restrictions on this. The vehicle body 100 typically integrates intelligent cockpit systems, flight control systems, energy management systems, etc.

[0035] The rotor assembly 200 is the core propulsion component that enables the flying car 10 to achieve vertical takeoff and landing, hovering, transitional flight, and efficient horizontal cruise. The rotor assembly 200 can be, for example, a multi-rotor structure, a compound wing structure, or a tilt-wing structure. The rotor assembly 200 may include multiple distributed electric rotor units 210, such as 4, 6, or 8, rigidly connected to the top of the vehicle body 100. Taking a tilt-wing structure as an example, the rotor unit 210 includes a drive motor, a propeller, an electronic speed controller, and a tilting mechanism. The tilting mechanism allows the rotor to provide pure lift during vertical takeoff and landing, and to tilt at a certain angle during cruise flight to provide horizontal thrust and partial lift (vector thrust).

[0036] The parachute device 300 is rigidly connected to the front end of the vehicle body 100. It should be noted that the terms "front" and "rear" mentioned herein refer to the flying car 10; that is, the direction the front of the flying car 10 points is considered forward, and the direction the rear of the flying car 10 points is considered rear. The parachute device 300 is a component of the safety redundancy system of the flying car 10 of this application. It is used to support the weight of the entire flying car 10, provide a controllable vertical descent speed, improve the problem of excessive descent speed caused by power failure or malfunction of the flying car 10, and provide survival assurance for the occupants.

[0037] The buffer device 400 is rigidly connected to the rear end of the vehicle body 100. The buffer device 400 is another component of the safety redundancy system of the flying car 10 of this application. When the flying car 10 lands, the buffer device 400 makes initial contact with the ground, effectively absorbing the vertical and part of the horizontal impact energy, significantly reducing the impact force transmitted to the passenger compartment and the occupants' bodies, preventing or mitigating injuries caused by landing collisions, thereby providing impact protection. The buffer device 400 can be made of energy-absorbing components such as springs, airbags, or rubber.

[0038] The flying car 10 in this embodiment has a parachute device 300 at the front end of the vehicle body 100 and a buffer device 400 at the rear end of the vehicle body 100. Please refer to... Figure 2 When the flying car 10 loses power due to a malfunction, the parachute device 300 deploys. Under the influence of the car body 100's own weight and the drag of the parachute device 300, the flying car 100 will descend vertically, and its descent speed will be reduced to a suitable range. That is, the parachute device 300, installed at the front of the vehicle, can both change the descent attitude of the flying car 10 and significantly reduce its kinetic energy, providing the first level of safety protection. After the flying car 10 lands vertically, the rear-end buffer device 400 contacts the ground first, absorbing most of the impact energy and providing a second level of safety protection. Thus, the parachute descent and landing buffer form a progressive safety system, which helps to mitigate the problems of excessively high descent speed and excessive landing impact caused by power failure, greatly improving the chances of occupant survival in extreme malfunction situations, and consequently enhancing the driving safety of the flying car 10.

[0039] Furthermore, in this embodiment, the flying car 10 descends vertically and lands at its tail end. A portion of the impact force is absorbed by the buffer device 400, and the remaining small amount of impact force is dispersed along the longitudinal direction of the vehicle body 100 to structures such as the rear anti-collision beam and longitudinal beams. In contrast, in related technologies, flying cars descend horizontally and land at the bottom, dispersing the impact force across the entire chassis area, requiring protection of the entire chassis. In comparison, this approach concentrates the impact load, reducing redundant protection and thus reducing material usage and manufacturing complexity, achieving a lightweight design. Furthermore, the impact force from a vertical landing is primarily transmitted through the tail, allowing core areas of the vehicle body 100, such as the passenger compartment, to be located away from the impact source, forming a physical buffer zone and further reducing the impact on occupants. Simultaneously, it avoids damage to sensitive chassis components such as the battery pack and fuel tank due to the impact. Therefore, it further enhances the safety of the flying car 10.

[0040] Furthermore, the flying car 10 in the related technology uses a horizontal landing method, which may generate rollover or pitching moments and is greatly affected by crosswinds, making it prone to drifting. In contrast, this application adopts a vertical descent, forming a stable "one-legged landing" posture. The vertical descent trajectory has the smallest wind resistance area, strong wind resistance, and is far less affected by crosswinds than a horizontal drifting posture. Therefore, it not only improves the stability of the flying car 10's descent and landing, but also allows for accurate prediction of the flying car 10's landing point in advance, enabling air-ground coordinated interaction, thereby improving the efficiency and convenience of rescue response after an emergency landing of the flying car 10.

[0041] Optionally, the number of parachute devices 300 can be flexibly matched according to the weight of the flying car 10 so that the landing terminal speed of the flying car 10 is within a suitable range.

[0042] In some embodiments, multiple parachute devices 300 are arranged at intervals along the left-right direction of the vehicle body 100. This arrangement has several advantages. First, each parachute device 300's canopy bears a portion of the load, allowing for the use of lower-strength parachute rope materials, thus reducing costs. Second, it enables redundancy; if one parachute device 300 fails, the remaining devices can temporarily bear the entire load, further improving the safety and reliability of the flying car 10. Third, the multiple parachute devices 300 arranged at intervals along the left-right direction of the vehicle body 100 ensures that adjacent parachute devices 300 maintain a reasonable distance after deployment, avoiding mutual interference, and also improves the uniformity of load distribution on the vehicle body 100 from the multiple parachute devices 300, reducing the probability of the vehicle body 100 swaying.

[0043] In some embodiments, multiple buffer devices 400 are arranged along the left-right direction of the vehicle body 100. This arrangement has several advantages. First, it improves the uniformity of load transfer from the buffer devices 400 to the vehicle body 100, thereby enhancing the reliability and stability of the buffer devices 400. Second, it enables redundancy; if one buffer device 400 fails, the remaining buffer devices 400 can temporarily absorb the entire impact force, further improving the safety and reliability of the flying car 10. Third, the number of buffer devices 400 can be dynamically activated based on real-time load, allowing some or all of them to bear the impact force, thus improving the graded buffering capacity of the buffer devices 400.

[0044] like Figure 1 , Figure 3 and Figure 4 As shown, in some embodiments, the vehicle body 100 includes a vehicle body 110 and a first anti-collision beam 120 and a second anti-collision beam 130 respectively disposed at both ends of the vehicle body 110 in the front-rear direction. The parachute device 300 includes parachute ropes 310, which are connected to the first anti-collision beam 120, and the buffer device 400 is connected to the second anti-collision beam 130.

[0045] The vehicle body 110 forms the main frame of the vehicle body 100, providing structural support and a mounting base for other components such as the anti-collision beams and the parachute device 300. The first anti-collision beam 120 is located at the front end of the vehicle body 110, and the second anti-collision beam 130 is located at the rear end of the vehicle body 110. The first and second anti-collision beams 120 and 130 reduce the deformation of the vehicle body 110 during a collision, protecting occupants. Simultaneously, they also serve as connecting carriers for the parachute lines 310 of the parachute device 300 and the buffer device 400, respectively, transmitting the tension of the parachute lines and cushioning the impact force.

[0046] In this embodiment, the first anti-collision beam 120 and the second anti-collision beam 130 are located at the foremost and rearmost ends of the vehicle body 110, respectively. The parachute ropes 310 of the parachute device 300 are connected to the first anti-collision beam 120, and the buffer device 400 is installed on the second anti-collision beam 130. With this configuration, when the parachute device 300 deploys, the vehicle body 110 remains suspended, allowing the flying car 10 to quickly assume a vertical descent posture and land with its tail end, thus enabling the buffer device 400 to absorb the landing impact. This helps ensure the stability and reliability of the flying car 10's descent posture, improves the energy absorption effect of the buffer device 400, and consequently enhances the safety and reliability of the flying car 10.

[0047] Furthermore, while traditional automotive anti-collision beams are primarily used for front and rear collision protection on the ground, in this embodiment, the first anti-collision beam 120 and the second anti-collision beam 130 are endowed with the dual functions of ground collision protection and aerial suspension and buffer support. This allows the use of the existing high-strength structure of the vehicle body 100, avoiding the need for separate connecting brackets for the parachute device 300 and the buffer device 400, thus reducing structural weight and cost. On the other hand, the impact force of the buffer device 400 can be transmitted through the second anti-collision beam 130, which itself possesses a certain degree of crumple zone cushioning, thereby further improving the impact cushioning effect and maximizing occupant safety.

[0048] like Figure 5 As shown and referenced Figure 1 In some embodiments, the first anti-collision beam 120 includes a plurality of first sub-anti-collision beams 121 and a plurality of second sub-anti-collision beams 122 spaced apart along the left and right direction of the vehicle body 100. The tensile strength of the first sub-anti-collision beam 121 is greater than the tensile strength of the second sub-anti-collision beam 122. The end face of the second sub-anti-collision beam 122 opposite to the vehicle body 110 protrudes from the end face of the first sub-anti-collision beam 121 opposite to the vehicle body 110. The parachute rope 310 is connected to the first sub-anti-collision beam 121.

[0049] In this embodiment, the first anti-collision beam 120 is divided into multiple sub-anti-collision beams, one part of which is the first sub-anti-collision beam 121, and the other part is the second sub-anti-collision beam 122. The tensile strength of the first sub-anti-collision beam 121 is significantly higher than that of the second sub-anti-collision beam 122. For example, the first sub-anti-collision beam 121 can be made of high-strength steel, aluminum alloy, or composite materials, while the second sub-anti-collision beam 122 can be made of ordinary steel, alloys with good plasticity, or other materials. The parachute rope 310 is connected to the first sub-anti-collision beam 121. In this way, the first sub-anti-collision beam 121 can withstand the huge tensile force when the parachute opens, ensuring that the connection point does not break or deform. The end face of the second sub-anti-collision beam 122 facing away from the vehicle body 110 protrudes from the end face of the first sub-anti-collision beam 121 facing away from the vehicle body 110. When the flying car 10 is subjected to a frontal or rear-facing impact during normal cruising or land driving, the second sub-anti-collision beam 122 will contact the obstacle first and absorb the initial impact energy through its own deformation, such as bending or breaking.

[0050] In other words, this embodiment divides the first anti-collision beam 120 into two types of sub-anti-collision beams. By differentiating the material properties, the first sub-anti-collision beam 121 serves as a high-strength load-bearing sub-beam, while the second sub-anti-collision beam 122 serves as an energy-absorbing sub-beam. Thus, while retaining the impact resistance and energy absorption function of the anti-collision beam itself, the reliability and stability of the connection between the parachute device 300 and the vehicle body 100 can be improved.

[0051] like Figures 1 to 3 As shown, in some embodiments, the top of the vehicle body 110 near the first anti-collision beam 120 is provided with an openable and closable parachute compartment 111. The parachute device 300 also includes a main parachute 320 and a guide parachute 330 disposed in the parachute compartment 111. The parachute ropes 310 are connected to the guide parachute 330 and the main parachute 320 respectively. When the parachute compartment 111 is opened, the guide parachute 330 is configured to pull the main parachute 320 out of the parachute compartment 111.

[0052] The parachute lines 310 are connected to the pilot parachute 330 and the main parachute 320 respectively. Specifically, the parachute lines 310 are divided into two sections, one section of which connects the main parachute 320 and the first anti-collision beam 120, and the other section connects the main parachute 320 and the pilot parachute 330.

[0053] By providing an openable and closable parachute compartment 111 on the vehicle body 110, the parachute can be concealed within the vehicle body 100 when the parachute device 300 is not deployed, thus avoiding any impact on the normal operation of the flying car 10. Furthermore, the proximity of the parachute compartment 111 to the first anti-collision beam 120 shortens the length of the parachute lines 310, reducing energy loss during tension transmission and preventing interference between the parachute lines 310 and side components of the vehicle body 100. Additionally, deploying the parachute by having the guide parachute 330 pull the main parachute 320 further improves the reliability and efficiency of the parachute device 300's deployment.

[0054] Optionally, the parachute compartment 111 can be opened and closed automatically. For example, one automatic triggering method involves the controller detecting sensor signals, and the parachute compartment 111 automatically opens when the signal meets the opening conditions. Alternatively, the parachute compartment 111 can also be opened and closed manually. For example, an emergency opening button can be installed in the driver's cabin of the vehicle body 100. This application does not impose any limitations on this.

[0055] like Figure 4 As shown, in some embodiments, the parachute compartment 111 includes a recess 1111, a canopy (not shown) connected to the recess 1111, and a drive (not shown) connected to the canopy, the drive being configured to drive the canopy to move relative to the recess 1111 to open or close the parachute compartment 111.

[0056] The recess 1111 is a recessed groove provided on the vehicle body 110, and its internal volume can accommodate the folded main parachute 320 and guide parachute 330. The canopy can be closed by a drive component, closing the opening of the recess 1111, or it can be moved away to expose the internal space of the recess 1111, thereby opening the parachute compartment 111. When the parachute compartment 111 is opened, the main parachute 320 and guide parachute 330 can detach from the recess 1111 and open smoothly.

[0057] By incorporating a drive mechanism and a canopy, the parachute compartment 111 can be opened and closed. When closed, the parachute compartment 111 provides protection for the parachute body; when opened, the parachute can be deployed smoothly. This improves the reliability and safety of the parachute device 300.

[0058] Optionally, the driving component can be one of a cylinder, a servo motor, or a hydraulic cylinder, and can drive the hatch to perform a flipping or translating motion. When the driving component drives the hatch to flip, the hatch is a flip-type hatch that rotates and opens around the top hinge, with a simple structure and good pneumatic sealing. When the driving component drives the hatch to translate, the hatch is a translating hatch that slides open horizontally, occupying little vertical space and having low wind resistance. Of course, the opening or closing of the hatch relative to the recess 1111 can also be configured in other ways, and this application does not limit this.

[0059] Furthermore, the parachute device 300 also includes an ejector (not shown in the figure), which is located inside the parachute compartment 111 and is connected to the guide parachute 330. When the parachute compartment 111 is opened, the ejector ejects the guide parachute 330 out of the recess 1111 by means of gas or elastic elements, so that the guide parachute 330 pulls the main parachute 320 away from the parachute compartment 111.

[0060] By setting up an ejector, after the parachute compartment 111 is opened, the ejector applies initial kinetic energy to the guide parachute 330, causing the guide parachute 330 to detach from the recess 1111 and simultaneously pull the main parachute 320 out of the parachute compartment 111, shortening the delay time before the main parachute 320 unfolds, thereby improving the opening efficiency of the main parachute 320 and thus increasing the success rate of low-altitude parachute opening.

[0061] Optionally, the catapult ejects the guide parachute 330 out of the recess 1111 via gas or an elastic element. For example, the catapult can be a gas catapult, which typically includes a gas generator, a solenoid valve, and a piston. When the parachute needs to be deployed, the gas generator can instantly generate a large amount of expanding gas or high-pressure gas, pushing the piston and causing it to push out the guide parachute 330. Alternatively, the catapult can be an elastic element catapult, where the elastic element is initially compressed and possesses significant elastic potential energy. When the parachute needs to be deployed, the elastic element catapult can release the compressed elastic element, converting the elastic potential energy into kinetic energy, and then pushes out the guide parachute 330 via a pusher plate, piston, etc.

[0062] The above descriptions are merely examples of two specific methods by which the catapult uses gas or elastic elements to launch the guide parachute 330, and are not intended to limit the specific structure of the catapult.

[0063] like Figure 4 As shown, in some embodiments, the buffer device 400 includes at least one airbag 410 and an inflation structure 420. The airbag 410 is connected to the second anti-collision beam 130 and is located on the side of the second anti-collision beam 130 away from the vehicle body 110. The inflation structure 420 is disposed on the vehicle body 110 and connected to the airbag 410.

[0064] This embodiment presents one structure of the buffer device 400. The inflation structure 420 inflates the airbag 410, and then absorbs impact kinetic energy through the compression and deformation of the gas within the airbag 410. When a landing signal, such as an altitude signal, is detected to reach a preset range, the inflation structure 420 can immediately inflate the airbag 410, ensuring that the airbag 410 reaches effective working pressure before the flying car 10 touches the ground. The inflation structure 420 may include a high-pressure gas cylinder, a solenoid valve 421, and an air pipe 422. The gas cylinder stores high-pressure gas, which is rapidly released into the airbag 410 through the solenoid valve 421 and the air pipe 422. By using the airbag 410 as a buffer energy-absorbing component, the manufacturing cost of the buffer device 400 is reduced, and the ease of preparation is improved.

[0065] Optionally, the airbag 410 can be connected to the rear end of the second anti-collision beam 130 by means of connectors, buckles, or other methods. When the airbag 410 is in an uninflated state, it is folded and can be secured with cable ties, webbing, or other straps, with weak points on the straps designed to prevent breakage. After inflation, the air pressure expands the straps, allowing the airbag 410 to fully deploy.

[0066] In other embodiments, the buffer device 400 includes at least one air spring (not shown) and a damper (not shown), each air spring being connected to the second anti-collision beam 130 via a damper.

[0067] This embodiment proposes an alternative structure for the buffer device 400. The buffer device 400 includes a damper and an air spring. The air spring absorbs impact energy through the elastic deformation of compressed air or nitrogen within a closed chamber. Its stiffness is adjustable with the internal air pressure, achieving nonlinear buffering characteristics. The damper generates viscous resistance through oil (hydraulic damping) or gas (pneumatic damping), converting kinetic energy into heat energy and suppressing the rebound vibration of the air spring.

[0068] In this embodiment, after the tail of the flying car 10 lands, the impact load can be transmitted to the longitudinal beam of the vehicle body 100 in sequence through the air spring, the damper, and the second anti-collision beam 130. The air spring and the damper work together to convert most of the impact energy into the compressibility energy of the air and the damping heat energy. On the one hand, this is beneficial to improving the energy absorption and impact reduction effect of the buffer device 400, and on the other hand, it can also improve the spring rebound and improve the reliability of buffer energy absorption.

[0069] Furthermore, this embodiment brings the active suspension technology originally applied to vehicles to the safety redundancy system of the flying car 10, which also helps to reduce the difficulty and cost of manufacturing and designing the buffer device 400.

[0070] In some embodiments, the flying car 10 further includes an inertial sensor (not shown), a distance sensor (not shown), and a controller (not shown) electrically connected to the inertial sensor and the distance sensor, the controller being electrically connected to the parachute device 300 and the buffer device 400.

[0071] An inertial sensor, also known as an inertial measurement unit (IMU), typically includes a three-axis accelerometer and a three-axis gyroscope, capable of measuring acceleration and angular velocity in three directions. A distance sensor measures the current altitude of the flying car 10. By electrically connecting the controller to the inertial sensor, distance sensor, parachute device 300, and buffer device 400, the controller can monitor the operating status of the flying car 10 in real time. When an anomaly occurs, such as abnormal changes in flight attitude, acceleration, or altitude, the controller automatically controls the parachute device 300 to deploy, initiating a parachute-assisted landing for the flying car 10. When the controller detects that the flying car 10 has reached a preset altitude, it then controls the buffer device 400 to deploy. For example, if it is an airbag-type buffer device, it will inflate, ensuring that the buffer device 400 reaches its operating pressure before the tail of the flying car 10 touches the ground, thus absorbing energy and releasing the impact force in a timely manner. This enables intelligent interaction between the parachute device 300, the buffer device 400, and the vehicle's signals, improving the intelligence and automation of their operation.

[0072] like Figure 4 As shown, in some embodiments, there is a gap between the second anti-collision beam 130 and the vehicle body 110. The flying car 10 also includes at least one energy-absorbing box 500, which is disposed in the gap and connected to the second anti-collision beam 130 and the vehicle body 110 respectively.

[0073] The second anti-collision beam 130 itself has a certain collapse energy absorption function. For example, the second anti-collision beam 130 may be provided with a collapse guide groove, and / or the interior of the second anti-collision beam 130 is provided with a cavity and the cavity is filled with energy-absorbing materials such as aluminum foam, honeycomb aluminum, shape memory alloy, etc.

[0074] In this embodiment, at least one energy-absorbing box 500 is additionally provided between the second anti-collision beam 130 and the vehicle body 110. After the buffer device 400 absorbs part of the impact force, the remaining impact force acts on the second anti-collision beam 130, causing the second anti-collision beam 130 to collapse and absorb energy a second time. Subsequently, the energy-absorbing box 500 is compressed by the compression of the second anti-collision beam 130, absorbing energy a third time, so that only a small amount of impact force is ultimately transmitted to the front end of the vehicle body 100. Thus, three lines of defense for absorbing impact force can be constructed, which helps to further improve the energy absorption effect, reduce the impact on the vehicle body 100, and thus further improve the safety and reliability of the flying car 10.

[0075] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A flying car, characterized by, include: Body; A rotor assembly, connected to the top of the vehicle body, is used to provide vertical lift and horizontal thrust to the vehicle body; A parachute device is connected to the front end of the vehicle body; A buffer device is connected to the rear end of the vehicle body; The flying car also includes an inertial sensor, a distance sensor, and a controller electrically connected to the inertial sensor and the distance sensor, the controller being electrically connected to the parachute device and the buffer device.

2. The flying car of claim 1, wherein, The parachute devices are multiple and spaced apart along the left and right directions of the vehicle body; And / or, the buffer devices are multiple and arranged along the left-right direction of the vehicle body.

3. The flying car of claim 1, wherein, The vehicle body includes a vehicle body and a first anti-collision beam and a second anti-collision beam respectively disposed at both ends of the vehicle body in the front-rear direction; The parachute device includes parachute lines, which are connected to the first anti-collision beam, and the cushioning device is connected to the second anti-collision beam.

4. The flying car of claim 3, wherein, The first anti-collision beam includes a plurality of first sub-anti-collision beams and a plurality of second sub-anti-collision beams spaced apart along the left and right direction of the vehicle body; The tensile strength of the first sub-anti-collision beam is greater than that of the second sub-anti-collision beam. The end face of the second sub-anti-collision beam opposite to the vehicle body protrudes from the end face of the first sub-anti-collision beam opposite to the vehicle body. The paracord is connected to the first sub-anti-collision beam.

5. The flying car of claim 3, wherein, An openable and closable umbrella compartment is provided on the top side of the vehicle body near the first anti-collision beam. The parachute device also includes a main parachute and a pilot parachute disposed in the parachute compartment, and the parachute lines are connected to the pilot parachute and the main parachute; When the parachute compartment is open, the guide parachute is configured to pull the main parachute away from the parachute compartment.

6. The flying car of claim 5, wherein, The parachute compartment includes a recess on the vehicle body, a cover connected to the recess, and a drive unit connected to the cover. The drive unit is configured to drive the cover to move relative to the recess so as to open or close the parachute compartment. The parachute device also includes an ejector located inside the parachute compartment. The ejector is connected to the guide parachute. When the parachute compartment is open, the ejector ejects the guide parachute out of the recess via gas or an elastic element, so that the guide parachute pulls the main parachute away from the parachute compartment.

7. The flying car according to claim 3, characterized in that, The buffer device includes at least one airbag and an inflation structure. The airbag is connected to the second anti-collision beam and is located on the side of the second anti-collision beam away from the vehicle body. The inflation structure is located on the vehicle body and connected to the airbag.

8. The flying car according to claim 3, characterized in that, The buffer device includes at least one air spring and a damper, with each air spring connected to the second anti-collision beam via one of the dampers.

9. The flying car according to claim 3, characterized in that, There is a gap between the second anti-collision beam and the vehicle body. The flying car also includes at least one energy-absorbing box, which is disposed in the gap and connected to the second anti-collision beam and the vehicle body respectively.

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