Hybrid air and land vehicle

Abstract

According to the present disclosure, a vehicle configured to travel on roads and fly through the air is provided. The vehicle of the present disclosure includes a fuselage extending from a forward end to an aft end along a roll axis of the vehicle, a pair of main wings attached to the aft end of the fuselage, a pair of canards attached to the fuselage forward of the main wings, a plurality of wheels configured to enable travel on roads, and a rotor system including a plurality of rotors. Each of the main wings and the canards is configured to be displaced from the fuselage to a position extending along the pitch axis of the vehicle when deployed, and to be displaced to a position overlapping the fuselage when retracted. The rotor system includes a pair of tiltable main rotors respectively attached to each of the main wings, and each tiltable main rotor is configured to be tiltably displaced to a plurality of tilt positions between a forward position in which its rotation axis is substantially parallel to the roll axis of the vehicle and an upper position in which its rotation axis is substantially parallel to the yaw axis of the vehicle.

Description

[Technical Field]

[0001] The subject matter of this disclosure relates to vertical take-off and landing amphibian vehicles, and in particular to vehicles suitable for use as road-going transportation. [Background technology]

[0002] Surface or road vehicle traffic is increasing, especially in metropolitan areas. Even in cities with well-developed public transport systems that do not impede road traffic, such as underground and / or surface mass transit systems, surface vehicle traffic congestion on roads usually results in longer travel times, especially during peak times of the day.

[0003] Attempts to develop safe, controllable, and quiet electric or hybrid flying vehicles (HCAVs) have so far met with only partial success. Conflicting design requirements for the vehicle and flight modes, including but not limited to vehicle size, net lift weight, range, flight altitude, exterior dimensions (especially for road use), and the requirement to be able to take off and land on all-electric power, have hindered many attempts to develop flying vehicles. Summary of the Invention [Means for solving the problem]

[0004] According to one aspect of the subject matter of the present disclosure, there is provided a vehicle configured to travel on roads and fly through the air, the vehicle comprising: a fuselage extending from a forward end to an aft end along a roll axis extending in a horizontal longitudinal direction of the vehicle; a pair of main wings attached to the aft end of the fuselage; a pair of canards attached to the fuselage forward of the main wings; a plurality of wheels configured to enable travel on roads; and a rotor system including a plurality of rotors, each of the main wings and the canards configured to be deployed to a position extending from the fuselage along a pitch axis extending in a horizontal lateral direction of the vehicle and to be retracted to a position overlapping the fuselage, the rotor system including a pair of tiltable main rotors attached to each of the main wings, each tiltable main rotor configured to be tiltable to a plurality of tilt positions between a forward position in which the rotational axis of the rotor is substantially parallel to the roll axis of the vehicle and an upper position in which the rotational axis of the rotor is substantially parallel to the yaw axis of the vehicle.

[0005] The rotor system further includes a pair of fixed main rotors mounted to each of the main wings, each fixed main rotor mounted to each of the main wings such that the axis of rotation of the rotor is substantially parallel to the yaw axis of the vehicle.

[0006] The rotor system further includes a pair of canard rotors, each mounted to a respective canard vane such that the axis of rotation of the canard rotor is substantially parallel to the yaw axis of the vehicle.

[0007] The pair of main wings and / or the pair of canard wings are configured to be able to selectively pivot at least some of the areas directly below the rotors, thereby reducing the footprint of the wings in a horizontal plane perpendicular to the vehicle's yaw axis.

[0008] The pair of main wings and / or the pair of canard wings have flight control surfaces configured to be pivotable downward at least approximately 90 degrees, thereby reducing the footprint of the wings in a horizontal plane perpendicular to the yaw axis of the vehicle.

[0009] The flight control surfaces include flaps, elevators, ailerons, flappers, and / or flaperons.

[0010] The vehicle of the present disclosure further comprises a tail assembly at the rear of the fuselage, with the main wing attached to the upper end of the tail assembly.

[0011] The tail assembly includes a plurality of vertical stabilizers.

[0012] At least one of the vertical stabilizers has a rudder.

[0013] The main wing is positioned at a higher vertical position than the canard wing.

[0014] The vehicle of the present disclosure is configured to be capable of vertical takeoff and landing.

[0015] The vehicle of the present disclosure is configured to be capable of short takeoff and landing. [Brief explanation of the drawings]

[0016] In order that the subject matter of the present disclosure may be better understood and to illustrate how it may be carried out in practice, embodiments will now be described, by way of non-limiting example only, with reference to the accompanying drawings, in which:

[0017] [Figure 1A] FIG. 1A is a perspective view showing a driving configuration of a vehicle in accordance with the subject matter of the present disclosure. [Figure 1B] FIG. 1B is a perspective view illustrating a flight configuration of a vehicle in accordance with the subject matter of the present disclosure. [Figure 2] FIG. 2 is a side view showing the flight configuration of the vehicle shown in FIGS. 1A and 1B. [Figure 3A] FIG. 3A is a top view showing the flight configuration of the vehicle shown in FIGS. 1A and 1B. [Figure 3B] FIG. 3B is a top view showing the flight configuration of the vehicle shown in FIGS. 1A and 1B. [Figure 4] FIG. 4 is a perspective view of the vehicle shown in FIGS. 1A and 1B in flight configuration, with the vehicle's tiltable rotor in a forward position. [Figure 5A] FIG. 5A is a front perspective view of the vehicle hinge assembly shown in FIGS. 1A and 1B, illustrating the hinge assembly attached to several structural elements of the vehicle. [Figure 5B] FIG. 5B is a front perspective view of the hinge assembly shown in FIG. 5A with some structural elements of the vehicle removed. [Figure 5C] FIG. 5C is an exploded perspective view of the hinge assembly shown in FIG. 5B. [Figure 5D] FIG. 5D is a rear perspective view of the hinge assembly shown in FIG. 5A with some structural elements of the vehicle removed. [Figure 5E] FIG. 5E is an exploded view of the hinge assembly shown in FIG. 5D. DETAILED DESCRIPTION OF THE INVENTION

[0018] As shown in FIGS. 1A and 1B , a vehicle 10 of the present disclosure is selectively transformable between a driving mode ( FIG. 1A ) and a flight mode ( FIG. 1B ). In the driving mode, the vehicle 10 is configured to be capable of traveling on roads in compliance with roadworthy vehicle regulations (vehicle codes), e.g., related to one or more of its dimensions, configuration, passenger capacity, weight, etc. In the flight mode, the vehicle 10 is configured to be capable of hovering, flying, vertical takeoff, and / or short runway takeoff. In the art and herein, vertical takeoff is referred to as vertical takeoff and landing (VTOL), and short runway takeoff is referred to as short takeoff and landing (STOL). The vehicle 10 may be fabricated from any suitable material, such as, for example, carbon fiber.

[0019] Vehicle 10 has roll, pitch, and yaw axes that correspond to the principal axes of an aircraft, which are designated in Figure 1B as X (roll axis), Y (pitch axis), and Z (yaw axis), respectively.

[0020] Vehicle 10 includes a fuselage 12. Fuselage 12 has a passenger compartment configured to accommodate at least one passenger (e.g., a pilot) therein. Fuselage 12, even if made of a non-conductive material, may include a Faraday cage (not shown) to protect the passengers from electrical charges such as lightning strikes.

[0021] Vehicle 10 further comprises propulsion mechanism 14 configured to facilitate operation in a propulsion mode and flight mechanism 16 configured to facilitate operation in a flight mode. It should be understood that some components of propulsion mechanism 14 may be used during flight mode, and vice versa.

[0022] Vehicle 10 may further include a controller (not shown) configured to control its operation. While the term "controller" is used herein in reference to a single component, it should be understood that it may also refer to a combination of multiple components that may or may not be physically proximate to one another without departing from the scope of the subject matter of this disclosure. Additionally, any disclosure herein of a controller performing, configured to perform, or other similar language implicitly includes other components of the vehicle performing, or configured to perform, those functions without departing from the scope of the subject matter of this disclosure.

[0023] In some embodiments, vehicle 10 further includes one or more driver controls (not shown), including, but not limited to, a gear shifter (mechanically operated or operated using shift-by-wire technology), an accelerator pedal, a brake, a yoke, and / or a side stick. It should be understood that some of the driver controls (e.g., the gear shift lever, the accelerator pedal, and the brake) are used only in drive mode, while other controls (e.g., the yoke and side stick) are used only in flight mode.

[0024] In some embodiments, vehicle 10 is configured for autonomous operation (i.e., driverless operation), in which case driver controls may not be provided, or driver controls may be provided for manual override, for example, for emergency situations.

[0025] Running mechanism

[0026] The traction mechanism 14 includes a plurality of wheels 18 configured to enable the vehicle to travel on a road. The traction mechanism 14 may include four wheels 18 as shown, or any other suitable number, such as three or five wheels. In some embodiments, each wheel 18 is attached to a wheel support 20 that extends outward from the vehicle's fuselage. The distance between the wheels, for example, along the vehicle's pitch and / or roll axes, is not greater than the allowable dimensions for a vehicle suitable for road use.

[0027] The traction mechanism 14 may include other components (not shown) configured to facilitate the movement of the vehicle on a road, including, but not limited to, a motor, brakes, a steering system, etc.

[0028] The traction mechanism 14 may further include a drive-by-wire mechanism, for example, with in-wheel motors for some or all of the wheels 18 controlled by an electronic control unit. A drive-by-wire drive mechanism may have several advantages, including, but not limited to, improved maneuverability, a reduced minimum turning radius, and a reduced number of parts and / or overall weight of the vehicle 10.

[0029] In some embodiments, two of the wheels 18 may be drive wheels with in-wheel motors and the remaining wheels may be non-drive wheels, while in other embodiments, any suitable number of the wheels 18 may have in-wheel motors, for example, three or four wheels.

[0030] Vehicles 10 whose traction mechanisms 14 include in-wheel motors, such as those described above, can control multiple wheels 18 independently of one another. This facilitates controlling the wheels in a variety of ways, for example, based on steering angle, without being limited by differential gears as in conventional vehicle designs.

[0031] flight mechanism

[0032] The flight mechanism 16 includes a wing system and a rotor system.

[0033] Wing System

[0034] wings

[0035] In some embodiments, the wing system includes a pair of canards 22 and a pair of main wings 24. In their deployed state, the canards 22 and main wings 24 each extend outward from the fuselage 12 generally along a pitch axis Y, at least in the flight mode of the vehicle 10. Providing two sets of wings, one positioned further forward on the vehicle 10 than the other, may allow for a lower stall speed and / or shorter wings to be provided.

[0036] The canard 22 and / or the main wing 24 may be designed to exhibit any suitable stall characteristics. In some embodiments, the canard 22 and / or the main wing 24 may be designed so that stall initiates at its proximal end (i.e., the end adjacent the wing root) and propagates toward its distal end (i.e., the end adjacent the wing tip).

[0037] In some embodiments, the canards 22 and wings 24 may be designed so that the canards stall before the wings in longitudinal flight, as those skilled in the art will appreciate, contributing to safe pitch stability during a stall and facilitating recovery thereafter.

[0038] 1A , in a driving mode, the canards 22 and the main wings 24 can each be pivoted and / or folded to generally overlap the fuselage 12, for example, so as not to exceed the overall dimensions of a roadworthy vehicle as defined by vehicle regulations. The pivoting / folding of the canards 22 and the main wings 24 can be achieved in any suitable manner, for example, using the methods described in WO 2020 / 225815 and / or PCT / US22 / 18613 (the entire disclosures of which are incorporated herein by reference). To increase flutter and divergence speeds to account for the small wings, the canards 22 and the main wings 24 can be reinforced, for example, using carbon fiber tape and / or any other suitable method.

[0039] As best shown in Figure 2, the canard vanes 22 and the main wing 24 are spaced apart from each other in the vertical direction (i.e., along the yaw axis Z). This arrangement facilitates reducing the effects of downwash and / or turbulence from the canard vanes 22 onto the main wing 24. Furthermore, this arrangement facilitates positioning the canard vanes 22 below the main wing 24 in a running configuration without requiring a mechanism to adjust their vertical positions relative to each other. In the examples described herein with reference to the accompanying drawings, the canard vanes 22 are positioned lower than the main wing 24, but it should be understood that the canard vanes may also be positioned higher than the main wing.

[0040] The wings 24 are attached to a tail assembly 26. In some embodiments, the tail assembly 26 includes two or more vertical stabilizers 28, for example, to support loads from the wings 24 during flight. Each of the two or more vertical stabilizers 28 may have a rudders (not shown) that operate in cooperation with or independently of the rudders of the other vertical stabilizers. In some embodiments, a portion of the tail assembly 26 may fold and / or pivot to function as a rear bumper in a propulsion mode.

[0041] It should be appreciated that mounting the wings 24 to the tail assembly 26 facilitates maximizing the length of the wings. In a typical aircraft, all other design features being equal, longer wings provide increased lift. However, in the vehicle 10 of the present disclosure, the wings 24 are displaced to a position overlying the fuselage 12 of the vehicle 10 in the driving mode, and long wings may obstruct the driver's view. Therefore, mounting the wings 24 as far aft as possible maximizes the length of the wings 24 without obstructing the driver's view in the driving mode.

[0042] As shown in FIG. 3A , the canards 22 and the main wings 24 may have flight control surfaces. In some embodiments, each of the pair of canards 22 has one or more flapevators 32 (which function as both a flap and an elevator) on its trailing edge. Each of the pair of main wings 24 also has one or more flaps 34 located proximally and one or more flaperons 36 (which function as both a flap and an aileron) located distally on its trailing edge. Some or all of the flight control surfaces may have one or more trim tabs (not shown).

[0043] Providing flight control surfaces on the canards 22 that function as elevators, among other things, can help increase the lift-to-drag ratio of the vehicle 10 during flight, for example, by allowing the canards to contribute to lift and reducing trim drag.

[0044] Additionally, providing flight control surfaces with multiple functions facilitates maneuvering of the vehicle 10 in various flight regimes. For example, the flap beta 32 can operate to provide pitch control during longitudinal flight. The flap beta 32 can also operate to provide lift during short takeoffs and landings and during transitions between different flight regimes. The flaps 34 can operate to provide lift during short takeoffs and landings and during transitions between different flight regimes. The flaperons 36 can operate to provide roll control during longitudinal flight. The flaperons 36 can also operate to provide lift during short takeoffs and landings and during transitions between different flight regimes.

[0045] In some embodiments, as shown in Figure 3B, the flight control surfaces 32, 34, 36 are all configured to be able to pivot downward at least approximately 90° (i.e., at angles significantly greater than would normally be required for their function), thereby reducing the footprint of the wing in the horizontal plane, the importance of which will be discussed below.

[0046] While the canards 22 and wings 24 have been described herein as having particular flight control surfaces, it should be understood that this is merely an example and is intended to illustrate, among other things, that the canards 22 and wings 24 are configured to selectively reduce the horizontal footprint of the canards 22 and wings 24. Examples of the vehicle 10 in which the function of one or more of the flight control surfaces is different from that suggested by its name (e.g., where the flap beta 32 performs only the function of a flap) and / or examples in which the canards 22 and / or wings 24 have a different number of flight control surfaces than those described above with reference to the accompanying drawings are within the scope of the subject matter of this disclosure.

[0047] Hinge Assembly

[0048] 5A, each of the pair of main wings 24 is connected to the upper end of the vertical stabilizer 28 of the tail assembly 26 by a hinge assembly 50. The hinge assembly 50 is configured to attach to forward and aft wing spars 52a, 52b of the main wings 24, forward and aft stabilizer spars 54a, 54b of the vertical stabilizer 28, and forward and aft carry-through supports 56a, 56b of the vertical stabilizer 28.

[0049] 5B-7E, and more particularly shown in FIGS. 5C and 5E, the hinge assembly 50 includes a wing section 58 configured to be rigidly coupled to each of the pair of main wings 24 and a fuselage section 60 configured to be rigidly coupled to the vehicle fuselage or to a component rigidly coupled to the fuselage (in this case, the tail assembly 26). The wing section 58 has forward and aft spar mounts 62a, 62b configured to be rigidly coupled to the forward and aft wing spars 52a, 52b of the main wing 24. The fuselage section 60 has forward and aft stabilizer spar mounts 64a, 64b configured to be rigidly coupled to the forward and aft stabilizer spars 54a, 54b of the vertical stabilizer 28. Fuselage section 60 also has forward and aft carry-through mounts 66 a , 66 b configured to be rigidly coupled to forward and aft carry-through supports 56 a , 56 b of tail assembly 26 .

[0050] The wing and fuselage portions 58, 60 of the hinge assembly 50 are pivotally connected to one another by hinge pins (not shown) that pass through openings 68a, 68b formed in lugs 70a, 70b of the wing and fuselage portions 58, 60, facilitating rotation between an open position (shown in FIGS. 5A-5E) in which the wings 24 are deployed and a closed position in which the wings are overlaid on the fuselage 12.

[0051] The fuselage section 60 has a backplate 73 and one or more open support pins 72 and, optionally, one or more closed support pins 74 extending from the backplate 73, and the wing section 58 has a corresponding number of support openings 76. In the open position of the hinge assembly 50 (as shown in FIGS. 5A-5E , with the wing 24 deployed), the open support pins 72 are inserted into the support openings 76, facilitating the transfer of loads (e.g., shear forces and / or moments) from the wing 24 to the fuselage 12. In the closed position of the hinge assembly 50 (not shown, with the wing 24 overlying the fuselage 12), the closed support pins 74 are inserted into the support openings 76, facilitating the transfer of loads from the wing 24 to the fuselage 12 in the same manner as if the open support pins 72 were inserted into the support openings 76.

[0052] The support pins 72, 74 may be formed in any suitable shape, such as, for example, tapered or angled, so that the support openings 76 can easily engage and disengage with the support pins 72, 74 as the hinge assembly 50 pivots between the open and closed positions.

[0053] In the example described herein with reference to the accompanying drawings, the support pins 72, 74 form part of the fuselage portion 60 of the hinge assembly 50 and the support opening 76 forms part of the wing portion 58 of the hinge assembly, however, the support pins 72, 74 may be configured to form part of the wing portion 58 of the hinge assembly and the support opening 76 may be configured to form part of the fuselage portion 60 of the hinge assembly.

[0054] The wing section 58 and fuselage section 60 of the hinge assembly 50 are configured to be rigidly coupled to one another when the hinge assembly 50 is in the open position. Such a configuration facilitates maintaining continuity between the wing 24 and the tail assembly 26 during flight, even when the wing 24 is subjected to shear and drag forces. In some embodiments, the aft wing spar mount 62b and the aft stabilizer spar mount 64b of the wing section 58 include one or more locking openings 78, 80, which align with one another when the hinge assembly 50 is in the open position. Additionally, the aft wing spar mount 62b includes upper and lower surfaces 82 configured to tightly receive the aft stabilizer spar mount 64b therebetween when the hinge assembly 50 is in the open position (or vice versa). The vehicle 10 is configured to rigidly secure the wing and fuselage sections 58, 60 to one another by inserting locking pins (not shown) into locking openings 78, 80 in the wing and fuselage sections 58, 60. The vehicle 10 is configured to remove the locking pins when the hinge assemblies 50 are pivoted to the closed position.

[0055] As discussed above with reference to Figures 5A-5E, it will be appreciated that the hinge assembly 50 facilitates efficient and redundant load transfer between the wing 24 and the fuselage 12 (through the tail assembly 26). For example, shear loads due to lift and vertical thrust, e.g., shear loads acting along the yaw axis Z, are transferred through the lugs 70a, 70b and / or the support pins 72, 74. Additionally, shear loads due to drag, e.g., shear loads acting along the roll axis X, and / or shear side loads, e.g., shear side loads acting along the pitch axis Y, are transferred through the hinge pins, the support pins 72, 74 (e.g., including their associated backplates), and / or the lock pins. Bending moments about the roll axis X (or an axis parallel thereto) are transferred through the hinge pin joints and / or the support pins 72, 74. Pitching moments about the pitch axis Y (or an axis parallel thereto) are transferred through the hinge pin connection and / or the upper and lower surfaces 82 of the aft spar mount 62b on the aft stabilizer spar mount 64b (or the upper and lower surfaces of the aft stabilizer spar mount 64b on the aft spar mount 62b, depending on how the hinge assembly is attached). Folding / deploying moments about the yaw axis Z (or an axis parallel thereto) are transferred through the locking pin. Thus, the hinge assembly 50 functions to address challenges presented by mounting the wing 24 to the tail assembly 26, as described herein.

[0056] Although the hinge assembly 50 is described herein with respect to the main wing 24, it should be understood that a similar hinge assembly may be provided on the canard wing 22.

[0057] Rotor System

[0058] A rotor system may include, for example, a number of rotors attached to a blade system. In the accompanying drawings, the rotors are represented by dashed circles indicating their rotational positions.

[0059] In some embodiments, the rotor system includes a pair of canard rotors 38 mounted to each of the pair of canard vanes 22, for example, at or near the distal end of each canard vane 22. The canard rotors 38 are located above the canard vanes 22 and are configured to rotate in a plane substantially perpendicular to the yaw axis Z, at least in flight mode.

[0060] The rotor system further includes a pair of fixed main rotors 40 mounted on each of the pair of main wings 24, e.g., at or near the distal end of each main wing 24, and a pair of tiltable main rotors 42 mounted on each of the pair of main wings 24, e.g., at or near the proximal end of each main wing 24. It should be understood that the term "main rotors" is intended to refer to their placement on the main wings and should not be construed as denoting any special significance.

[0061] The fixed main rotor 40 is located above the main wing 24 and is configured to rotate in a plane substantially perpendicular to the yaw axis Z, at least in flight mode.

[0062] The tiltable main rotor 42 is configured, at least in flight mode, to be tiltably displaceable between an upper position (e.g., the position shown in FIG. 1B ) located above the main wing 24 and configured to rotate in a plane substantially perpendicular to the yaw axis Z, and a forward position (e.g., the position shown in FIG. 4 ) configured to rotate in a plane substantially perpendicular to the roll axis X.

[0063] Providing rotors on both the canards 22 and the wings 24 allows the center of pressure of the vehicle to be adjusted when hovering. This design therefore facilitates adjusting the center of pressure of the vehicle 10 so that it is the same when in flight (i.e., when the canards 22 and wings 24 are providing lift) and when hovering (i.e., when the rotor system is providing lift).

[0064] Some or all of the rotors 38, 40, 42 may have any suitable number of blades. In some embodiments, the rotors 38, 40, 42 each have two blades, for example, to reduce the size of the vehicle 10 in a driving mode.

[0065] In some embodiments, some or all of the blades of the rotors 38, 40, 42 are tiltable and configured to change their pitch angle, i.e., their position along an axis perpendicular to the rotor's axis of rotation, regardless of whether the rotor itself is tiltable.

[0066] During rotor use, the flight control surfaces (e.g., the flap betas 32 of the canards 22 and the flaps 34 and flaperons 36 of the main wings 24) are configured to pivot downward, as described above, thereby reducing the footprint of the wings in the horizontal plane. Therefore, less of the air deflected downward by the rotor is blocked by the wings, effectively increasing the lift provided by the rotor for the same operating parameters (e.g., rotor speed, blade tilt angle, air conditions, etc.). Similarly, in some embodiments, some or all of the wings may have folding tip portions 44 configured to fold downward, thereby further reducing the footprint of the wings in the horizontal plane (although this is shown with respect to the main wings 24, the canards 22 may also be configured in this manner in some embodiments).

[0067] The rotor system may include additional and / or fewer rotors, for example, the functions of two or more rotors may be combined into one rotor.

[0068] Furthermore, it should be understood that rotors disclosed as fixed and / or rotors not disclosed as tiltable may be configured to be tiltable. For example, fixed main rotor 40 may be configured to be tiltably displaceable between an upright position and a forward position, as may tiltable main rotor 42.

[0069] Operation Mode

[0070] Driving mode

[0071] In the drive mode, the components of the vehicle 10 are positioned to be suitable for operation on public roads. The canards 22 and the wings 24 are folded or rotated to overlap the fuselage 12 of the vehicle 10, for example, so that their external dimensions comply with roadworthy vehicle regulations (vehicle codes) (see FIG. 1A ). Additionally, the rotors 38, 40, and 42 are positioned in appropriate positions, for example, by being locked in place. When overlapped on the fuselage 12, the canards 22 and the wings 24 (including the rotors 38, 40, and 42) can provide the driver with a suitable field of view for driving, for example, at least approximately 30° above and / or at least approximately 15° below the eye level of a typical driver. The drive mechanism 14 (particularly the wheels 18) is active in the drive mode, while most of the components of the flight mechanism 16 are inactive in the drive mode.

[0072] As further shown in FIG. 1A , in some embodiments, when the vehicle 10 is in a drive mode, the flight control surfaces of the wings 24 fold downward (for simplicity, the flaps 34 and flaperons 36 of each wing are shown as a single component in FIG. 1A ). This reduces the risk of damage to the canards 22 (not visible in FIG. 1A ) during drive mode. Furthermore, by locating the wings 24 at the rear of the vehicle 10, the leading edges of the wings 24 face inward when the wings 24 are rotated inward during drive mode, reducing the risk of damage to the leading edges of the wings 24. Because the leading edges of the wings 24 generate more lift than the trailing edges, this arrangement reduces the risk of damage to the leading edges of the wings 24 if the wings 24 are damaged during drive mode, thereby increasing the efficiency of the vehicle 10 in flight mode compared to an alternative arrangement.

[0073] Flight Mode

[0074] In flight mode, the components of the vehicle 10 are arranged to enable efficient flight. In particular, the canards 22 and main wings 24 are deployed, and some or all of the rotors 38, 40, 42 can be operated depending on the maneuver. Such maneuvers include takeoff and landing (normal, short, or vertical takeoff and landing), vertical flight, hovering, and / or transitions therebetween.

[0075] In a hovering operation, all of the rotors 38, 40, 42 may be operated. In some embodiments, the tiltable main rotor 42 is tilted to an upward position as described above, thereby providing lift. The flight control surfaces are pivoted downward as described above, and the foldable tip portions 44 of the main wings 24 are folded downward. A controller may monitor flight parameters and adjust operating parameters such as, but not limited to, the rotational speed and blade tilt angle of each of the rotors 38, 40, 42. During vertical takeoff and landing, the vehicle 10 typically performs a hovering operation.

[0076] During longitudinal flight operation, the tiltable main rotor 42 tilts to a forward position as described above, thereby providing thrust. The other rotors 38, 40 may be inoperative but may be selectively activated as needed, for example, in the event of a partial failure. In some embodiments (e.g., when the fixed main rotor 40 is configured to tilt to a forward position as described above), at least a portion of the rotors 38, 40 may be activated during longitudinal flight. The flight control surfaces may be activated in any suitable manner known in the art, for example, for longitudinal flight. The vehicle 10 may similarly operate during conventional takeoff / landing and may further be configured to activate a portion of the traction mechanism 14 as needed.

[0077] During the transition from hover to longitudinal flight, the tiltable main rotor 42 tilts from an up position to a forward position. At this time, lift from the rotor system decreases, but the power output of the other rotors 38, 40 increases to at least partially compensate for the loss of lift from the tiltable main rotor 42, increasing lift from the wing system and increasing thrust. During this transition, the controller may be configured to optimize energy usage, for example, by carefully adjusting the tilt angle of the tiltable main rotor 42 to adjust the trade-off between the lift provided directly by the rotor and the lift provided by the wing system between the up and forward positions. This may be achieved using a real-time feedback control loop, according to a predetermined mapping between longitudinal airspeed and tilt angle of the tiltable main rotor 42, and / or by other suitable means. The transition from longitudinal flight to hover may be achieved in a similar manner.

[0078] Short takeoff and landing can be accomplished in a similar manner. For example, the vehicle 10 can initially use the running mechanisms 14 to provide thrust, thereby generating lift through the wing system, and then supplement both thrust and lift by tilting the tiltable main rotor 42 to a position between an up position and a forward position (optionally, the other rotors 38, 42 can be operated to provide additional lift). The tiltable main rotor 42 is gradually tilted to a forward position for longitudinal flight.

[0079] In some embodiments, vehicle 10 may be configured to automatically activate components associated with flight mechanism 16 as needed to carry out operations determined by the operator. In other embodiments, the vehicle may be configured to allow manual control of at least some of the components of flight mechanism 16, either as the primary method of operation for the operator or to allow the operator to manually override automatic control.

[0080] power supply

[0081] Vehicle 10 may include a power distribution system configured to manage power usage. In some embodiments, the power distribution system is configured to selectively electrically disconnect certain components, e.g., based on an operating mode. This may be done to prevent accidental operation of unused components, e.g., to prevent undesirable and / or dangerous operation of vehicle 10. In some embodiments, this may be accomplished by providing multiple power bus lines, each configured to supply power to one or more components. A controller may be configured to selectively disconnect each of the bus lines from the vehicle 10's power source, e.g., by controlling the operation of one or more relay switches.

[0082] For example, the power distribution system can be configured to electrically disconnect components of the propulsion mechanism 14, such as the motors and / or in-wheel motors, prior to takeoff. These components are generally not needed during flight, and therefore, accidentally powering them would waste energy. Other components that are only needed during driving, such as airbags, may also be electrically disconnected once the vehicle 10 is in flight mode.

[0083] Similarly, the power distribution system may be configured to electrically disconnect actuators configured to rotate and / or fold the canards 22 and wings 24 prior to takeoff, thereby eliminating the possibility of the canards 22 and wings 24 accidentally rotating / folding from a deployed position during flight.

[0084] The power distribution system may be configured to electrically disconnect the rotor system during a drive mode of the vehicle, and the controller may be configured to electrically connect the rotor system.

[0085] In some embodiments, the vehicle 10 may include a battery pack including, for example, multiple cells. The power distribution system may be configured to selectively connect and utilize several cells depending on the power requirements of the vehicle 10. In some embodiments, the power distribution system may be configured to select not only the number of cells to connect, but also which cells to connect. The selection of which cells to connect may be based, among other things, on the capacity of each cell, the usage history of each cell (e.g., ampere-hours over its lifetime compared to other cells), etc.

[0086] The battery pack may be mounted within vehicle 10 so as to be selectively movable, for example, generally along roll axis X. The controller may be configured to control the movement of the battery along roll axis X to adjust the center of gravity of the vehicle as needed. This may be achieved using any suitable method. In some embodiments, the battery pack is disposed on one or more rails, and a motor, for example a stepper motor, and optionally a gear system, is provided to selectively adjust the position of the battery pack along the rails.

[0087] The vehicle 10 may include a range extender configured to charge the battery pack while the vehicle is in operation. The range extender may be selectively operated to charge some or all of the battery pack.

[0088] Navigation

[0089] The controller may implement a navigation system for determining an optimal route for the vehicle, which may take into account road and / or airspace conditions (e.g., as received from an air traffic control system), the status of the vehicle 10 components (i.e., fully functional, partially functional, faulty), the state of charge of the battery pack, etc.

[0090] In some embodiments, the navigation system may determine a route based on the availability of charging stations, taking into account, for example, the state of charge of the battery pack. Additionally, the controller may selectively operate the range extender based on the current capacity of the battery pack and the location of the vehicle 10 and / or the distance to the nearest available charging station along the planned route.

[0091] Cameras and Sensors

[0092] Vehicle 10 may be equipped with one or more external cameras. In some embodiments, vehicle 10 is equipped with a rear camera. During driving mode, the rear camera may operate as a backup camera, i.e., pointing horizontally along roll axis X and providing a view behind vehicle 10 when reversing. During hovering, for example while vehicle 10 is performing vertical takeoff and landing, the rear camera may be tilted approximately 90 degrees to point downward, thereby providing the driver with a view of the area below and behind the vehicle.

[0093] In some embodiments, vehicle 10 includes a surround-view camera mounted, for example, on the forward portion of fuselage 12. During hovering, for example, while vehicle 10 is performing vertical takeoff and landing, the surround-view camera is tilted approximately 90° to provide the driver with a view of the area above vehicle 10.

[0094] In some embodiments, vehicle 10 includes a radio altimeter mounted to the bottom of fuselage 12. In flight mode, the radio altimeter can be pointed toward the ground to provide information about the altitude of vehicle 10. In drive mode, the radio altimeter can be tilted approximately 90 degrees so that it can be used to provide information about oncoming vehicles / obstacles when facing forward, or about vehicles approaching from behind when facing backward.

[0095] Lights and other indicators

[0096] Vehicle 10 may include exterior lights, e.g., for illumination and / or signaling. In some embodiments, the signaling lights are provided as LED lights. At least some of the signaling lights may operate, e.g., as indicator lights in a driving mode to indicate an upcoming turn, braking maneuver, etc., and as navigation lights in a flight mode to provide information regarding the vehicle's position, direction, and status, etc. The illumination lights may operate as headlights in a driving mode and as landing lights in a flight mode.

[0097] Additionally, the color of the lights may change based on the vehicle's operating mode, and some of the lights may flash during transitions between operating modes, e.g., as a warning to others. In some embodiments, vehicle 10 may further include an audio signal.

[0098] Those skilled in the art to which the present invention pertains will readily appreciate that various changes, variations, and modifications can be made, mutatis mutandis, without departing from the scope of the subject matter of the present disclosure.

Claims

1. A vehicle configured to travel on roads and fly through the air, A body extending from the front end to the rear end along the roll axis that extends in the horizontal longitudinal direction of the vehicle, A pair of main wings attached to the tail assembly at the rear end of the fuselage, configured to support a pair of tiltable main rotors and a pair of fixed main rotors, and configured such that when deployed, each of the main wings is displaced to a position extending along the pitch axis extending horizontally and laterally from the fuselage to the vehicle, and when retracted, it is displaced to a position overlapping the fuselage, A pair of canard wings attached to the fuselage in front of the main wing, wherein each canard wing is configured to be displaced in a position extending along the pitch axis extending horizontally from the fuselage to the vehicle when deployed, and to be displaced in a position overlapping the fuselage when retracted, A rotor system comprising a plurality of rotors, wherein the rotor system includes a pair of tiltable main rotors attached to each of the main blades, and each tiltable main rotor is configured to be tiltable to a plurality of tiltable positions between a forward position where the axis of rotation of the rotor is substantially parallel to the roll axis of the vehicle and an upward position where the axis of rotation of the rotor is substantially parallel to the yaw axis of the vehicle, A vehicle having multiple wheels configured to enable travel on a road.

2. A vehicle according to claim 1, The rotor system is A pair of fixed main rotors attached to each of the aforementioned main wings, wherein each fixed main rotor is mounted to each of the aforementioned main wings such that the axis of rotation of the rotor is substantially parallel to the yaw axis of the vehicle, A vehicle further comprising a pair of fixed canard rotors attached to each of the canard wings, each of which is mounted to the canard wing such that the axis of rotation of the rotor is substantially parallel to the yaw axis of the vehicle.

3. A vehicle according to claim 1 or 2, A vehicle having a pair of wings configured to selectively pivot at least some areas directly below the rotor, thereby reducing the footprint of the wings in the horizontal plane perpendicular to the yaw axis of the vehicle.

4. The vehicle according to claim 2, A vehicle in which at least some of the regions of the pair of canard wings directly below the rotor can be selectively pivoted, thereby reducing the footprint of the canard wings in the horizontal plane perpendicular to the yaw axis of the vehicle.

5. The vehicle according to claim 3, The pair of main wings have flight control surfaces, A vehicle wherein the flight control surface is configured to be pivotable downward by at least approximately 90°, thereby reducing the footprint of the main wing in the horizontal plane perpendicular to the yaw axis of the vehicle.

6. The vehicle according to claim 4, The pair of canard wings have flight control surfaces, A vehicle wherein the flight control surface is configured to be pivotable at least approximately 90° downward, thereby reducing the footprint of the canard wing in the horizontal plane perpendicular to the yaw axis of the vehicle.

7. The vehicle according to claim 5, The vehicle is characterized by having a flight control surface selected from the group consisting of flaps, elevators, ailerons, flappers, and flaperons.

8. A vehicle according to claim 1, The vehicle has the aforementioned main wing attached to the upper end of the tail assembly.

9. A vehicle according to claim 8, The tail assembly includes a number of vertical stabilizers, and is a vehicle.

10. A vehicle according to claim 9, A vehicle in which at least one of the aforementioned vertical stabilizers has a ladder.

11. A vehicle according to claim 1 or 2, A vehicle in which the main wing is positioned at a higher vertical position than the canard wing.

12. A vehicle according to claim 1, A vehicle configured to perform vertical takeoff and landing.

13. A vehicle according to claim 1, A vehicle configured to perform short takeoffs and landings.

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