Modular vehicle having multiple take-off modes

Abstract

A modular vehicle having multiple take-off modes. By means of a split modular design, the vehicle can flexibly change the vehicle form between an automobile and an aircraft, and can switch between flight and land driving states. Cooperation with an independent cargo and passenger cabin module facilitates expansion into more new application scenarios for passenger and freight transportation. By using tiltable ducted fans (9) and with the help of the boost of an autonomous driving chassis (2), a compound-wing flight module (1) can achieve vertical take-off and landing, and wing lift can also be provided for short take-off and landing so as to reduce energy consumption, thereby ultimately achieving the goals of long range and high payload capacity. Structures such as folding fixed wings (3), a horizontal stabilizer (7) and a retractable tail ensure that the vehicle has a compact size during driving and parking on land, thereby meeting the requirements for existing urban and rural roads and of traffic safety regulations, and being more conducive to practical promotion.

Description

Modularized vehicle with multiple take-off modes TECHNICAL FIELD

[0001] The present application belongs to the field of automatic driving of split-type aircraft and vehicles, and particularly relates to a modularized vehicle with multiple take-off modes. BACKGROUND

[0002] At present, with the promotion of low-altitude economy by the country, a large number of small advanced aircraft have emerged. The main ways to achieve take-off and flight of these aircraft include: vertical take-off and landing using tiltable rotors or ducted fans, traditional taxiway take-off and landing using propellers + fixed wings, and composite take-off and landing using tiltable rotors / ducted fans + fixed wings. Among them, the power layout using tiltable rotors / ducted fans is more commonly used in existing verification models due to its smaller space occupation, relatively mature flight control technology, and other advantages. However, due to the high energy consumption during vertical take-off and landing, as well as the heavy weight of the power battery used as the energy source of the aircraft at the present stage, the effective range and load cannot meet the actual needs. The traditional taxiway take-off and landing requires a runway, which limits the practicality of this power layout in low-altitude flight scenarios. The composite take-off and landing has the advantages of vertical take-off and landing without the need for a runway, and fixed-wing flight with long range, high speed, low energy consumption, high effective load, and relatively simple flight control. However, it also has the disadvantages of large size and high energy consumption during take-off and landing. Therefore, how to further develop a flight solution that combines the advantages of the above-mentioned aircraft and weakens the disadvantages as much as possible is one of the problems to be solved in this field.

[0003] On the other hand, the exploration of low-altitude economy in this field has given rise to many new forms of transportation, such as the concept of flying cars proposed by many new energy vehicle companies in recent times. By combining autonomous driving with aircraft, land and air use is achieved, thereby expanding many new scenarios including passenger transport, emergency rescue, logistics distribution, and low-altitude tourism. Some existing technologies of flying cars propose a split design of the flight part and the land driving part, which can not only be combined as a whole for operation, but also can operate independently. Some existing technologies also propose a passenger cabin module that can be combined with the flight part or the land driving part separately, allowing flexible switching between low-altitude transport and highway transport. Highway driving requires strict size restrictions for vehicles including flying cars, which means that the vertical take-off layout with smaller footprint is more practical. Although some existing technologies propose flying car designs with foldable fixed wings, the number of road sections suitable for runways in the current road network is still very limited. However, as mentioned earlier, the vertical take-off and landing method also cannot effectively solve the problems of low range, low effective load, and high energy consumption, thereby hindering the landing of various low-altitude scenarios.

[0004] The vertical take-off and landing aircraft is difficult to realize emergency landing compared with the fixed-wing aircraft in the case of engine shutdown, flight control failure and the like, and is more likely to cause serious casualties and property losses, and therefore the safety problem is also an aspect worthy of attention. SUMMARY

[0005] Therefore, the present application provides a modularized vehicle with multiple take-off modes, which is composed of a compound wing flight module and an autonomous driving chassis that can be combined or separated for independent operation;

[0006] The fuselage of the compound wing flight module is provided with foldable fixed wings on both sides, the fixed wings are provided with side beams parallel to the fuselage, the side beams are provided with vertically placed rotors, each side beam is provided with a vertical tail at the rear end, the horizontal ends of a horizontal tail are pivotally connected to the upper ends of the two vertical tails, the middle of the front end of the horizontal tail is pivotally connected to the middle vertical tail of the tail part, the horizontal tail is folded downward when the vehicle is running on land or parked, and is unfolded when the vehicle is running on the ground or in flight, and can be selected to be unfolded or folded downward when the vehicle is taking off vertically, a pair of ducted fans are arranged below the horizontal tail and located on both sides of the tail, each ducted fan is pivotally connected to the inner side of the vertical tail on the same side, the two ducted fans are coaxially pivotally connected to the middle vertical tail, and are used to provide ascending thrust when the vehicle is taking off vertically, and provide thrust or deceleration reverse thrust during the process of running on the ground or in flight, and the compound wing flight module is provided with a carrying cabin for carrying passengers or goods;

[0007] The autonomous driving chassis serves as a take-off platform of the compound wing flight module, has an automatic driving function, and can be automatically driven or driven under the operation of a driver when combined with the compound wing flight module; when the compound wing flight module takes off, the autonomous driving chassis drives the acceleration to obtain main lift or auxiliary lift;

[0008] When the compound wing flight module is combined with the autonomous driving chassis and runs on land or is parked, the fixed wings and the horizontal tail are folded, so that the outer periphery of the compound wing flight module does not exceed the outer periphery of the autonomous driving chassis or is close in size in the horizontal direction, and the height limit requirement during daily driving is met.

[0009] Further, the carrying cabin is a separate module that can be combined or separated from the compound wing flight module or the autonomous driving chassis; when the carrying cabin is separated from the compound wing flight module, the compound wing flight module can be autonomously flown and taken off; when the carrying cabin is combined with the autonomous driving chassis, the carrying cabin can be automatically driven or driven under the operation of a driver as a vehicle; in a passenger transport scenario, the cabin door can be arranged on the side of the carrying cabin; in a freight transport scenario, the cabin door can be arranged below the front or rear of the carrying cabin. The aircraft fuselage can also be switched to an automobile body on the automatic driving skateboard chassis.

[0010] Further, each turbofan engine can be individually tilted in the pitch direction to improve the maneuverability of the compound wing flight module in flight.

[0011] Further, the fixed wing comprises a central wing and an outer wing from the fuselage to the distal end, and a winglet according to the lift index requirement; the side spar is arranged at the connection between the central wing and the outer wing; the outer wing is provided with ailerons and elevators, or a simplified form containing only elevators.

[0012] Further, a pair of tiltable rotors with locking mechanisms or non-tiltable coaxial counter-rotor rotors are arranged on each side spar and symmetrically distributed on the front and rear sides of the fixed wing; a pair of tiltable propellers can be added to the front end of the side spar as needed.

[0013] Further, the autonomous driving chassis is provided with elastic buffer energy-absorbing materials to reduce the impact during take-off and landing of the compound wing flight module.

[0014] Further, the compound wing flight module or the carrying cabin is provided with a fine positioning pin, and the autonomous driving chassis is provided with a corresponding fine positioning pin hole and a coarse positioning guide block for positioning the nose of the compound wing flight module, so as to realize the positioning of the compound wing flight module and the autonomous driving chassis when they are combined.

[0015] Further, the compound wing flight module is also provided with landing gear for self-take-off and landing or emergency landing on land or water surface, and the landing gear can be hidden or external according to actual needs.

[0016] Further, the compound wing flight module uses fuel cells as power, and the fuel cells include titanium alloy bipolar plates which also serve as the load-bearing structure of the fuselage, such as the body, wings and other parts of the compound wing flight module.

[0017] Further, the side spar of the compound wing flight module can drive the left and right vertical tails and the movable front and rear horizontal tail; the middle vertical tail adopts a telescopic or disconnectable connection structure with the horizontal tail to realize the forward and backward movement of the horizontal tail with the vertical tail; or, the middle vertical tail and the horizontal tail are separated and not connected, replacing the pivotable connection between them to realize the telescopic movement of the horizontal tail and the vertical tail.

[0018] The modular vehicle provided by the application has multiple take-off modes, and through the innovative split modular design, the vehicle form can be changed between an automobile and an aircraft, and the flight and land driving states can be switched, which helps to expand more new passenger and cargo transport application scenarios in cooperation with the independent carrying cabin module. The tiltable ducted fan mechanism is used, and the boost of the autonomous driving chassis is used, so that the compound wing flight module can realize short distance taxiing take-off and landing, and the vertical take-off and landing can be provided with lift to reduce energy consumption, and finally the purpose of long distance and high load is realized. The folding fixed wing, flat tail and telescopic tail wing structure ensures that the vehicle has a small size when driving and parking on land, so as to meet the requirements of existing urban and rural roads and traffic safety regulations, and is more conducive to actual promotion. BRIEF DESCRIPTION OF DRAWINGS

[0019] Fig. 1 is a schematic diagram of the land driving or parking mode of the modular vehicle provided by the application;

[0020] Fig. 2 is a schematic diagram of the vertical take-off and landing mode of the modular vehicle provided by the application;

[0021] Fig. 3 is a schematic diagram of the level flight mode of the modular vehicle provided by the application;

[0022] Fig. 4 is a schematic diagram of the taxiing take-off and landing mode of the modular vehicle provided by the application;

[0023] Fig. 5 is a schematic diagram of the optional positioning combination structure of the compound wing flight module and the autonomous driving chassis;

[0024] Fig. 6 is a principle diagram for realizing landing guidance and coarse and fine positioning by using the positioning combination structure;

[0025] Fig. 7 is a preferred embodiment in which a tiltable propeller is arranged at the front end of the side beam;

[0026] Fig. 8 is a preferred embodiment having a telescopic vertical tail and a flat tail. DETAILED DESCRIPTION

[0027] The technical solutions of the application will be described clearly and completely below with reference to the drawings. Obviously, the described embodiments are part of the embodiments of the application, rather than all the embodiments. Based on the embodiments in the application, all other embodiments obtained by those skilled in the art without creative labor fall within the scope of protection of the application.

[0028] In the description of the present application, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the present application. In addition, the terms "first", "second", "third" are only for descriptive purposes and cannot be understood as indicating or implying relative importance.

[0029] In the description of the present application, it should be noted that unless otherwise explicitly specified and limited, the terms "mounting", "connecting", "connecting" should be understood broadly, for example, it can be fixedly connected, or it can be detachably connected, or integrally connected; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium; it can be the communication inside two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0030] The modularized vehicle provided by the present application has multiple take-off modes, as shown in FIGS. 1-4, which is composed of a compound wing flight module 1 and an autonomous chassis 2 that can be combined or separated for independent operation;

[0031] Among them, the fuselage of the compound wing flight module 1 is provided with foldable fixed wings 3 on both sides, the fixed wings 3 are provided with side beams 4 parallel to the fuselage, the vertical rotors 5 are installed on the side beams 4, one vertical tail 6 is arranged at the rear end of each side beam 4, the horizontal ends of a horizontal tail 7 are pivotally connected with the upper ends of the two vertical tails 6, and the middle vertical tail 8 of the tail section is pivotally connected with the front end of the horizontal tail 7. The horizontal tail 7 is folded down when driving on land or parking, and is unfolded when taxiing and taking off or flat flying, and can be selected to be unfolded or folded down when taking off vertically.

[0032] This high horizontal tail + three vertical tail layout is more conducive to increasing the range than other layouts, and also provides better redundancy and flexibility for the design of the wings and the carrying cabin. At the same time, compared with the prior art using double tail strut form, the three vertical tail layout can achieve a better balance between tail strength and weight.

[0033] A pair of ducted fans 9 are arranged below the horizontal tail 7, one on each side of the tail, each ducted fan 9 is pivotally connected with the inner side of the vertical tail 6 on the same side, and the two ducted fans 9 are coaxially pivotally connected with the middle vertical tail 8, for providing ascending thrust when taking off vertically, and providing thrust or deceleration reverse thrust during taxiing and flat flying; the compound wing flight module 1 is provided with a carrying cabin for carrying passengers or goods;

[0034] The autonomous driving chassis 2 serves as a take-off and landing platform for the compound wing flight module 1, and is provided with an automatic driving function. When combined with the compound wing flight module 1, the autonomous driving chassis 2 can be automatically driven or driven under the operation of a driver. When the compound wing flight module 1 takes off, the autonomous driving chassis 2 can drive the compound wing flight module 1 to accelerate to obtain auxiliary lift. Through this design, the vehicle of the present application can freely select different take-off modes according to actual needs, such as sliding take-off and landing in an open road or rural environment to save energy, and vertical take-off and landing in a traffic-congested urban road. Thus, no excessive modification of existing roads is required. For special environments such as highlands where the air is thin and vertical take-off is not conducive, the autonomous driving chassis can also play a boosting role during vertical take-off, thereby greatly enriching the environment and scenarios applicable to the present application.

[0035] When the compound wing flight module 1 is combined with the autonomous driving chassis 2 and is driving on land or parked, the fixed wing 3 and the tail plane 6 are folded, so that the outer periphery of the compound wing flight module 1 does not exceed the outer periphery of the autonomous driving chassis 2 in the horizontal direction, and meets the road height limit requirement when driving. This design not only enables the size of the present application on land to meet the requirements of the existing urban road width, height and related traffic safety regulations, but also can form a certain protection for the folded compound wing flight module by means of the front and rear anti-collision beam structures on the autonomous driving chassis, thereby reducing the loss in the event of a collision accident.

[0036] In a preferred embodiment of the present application, the carrying cabin is a separate module (not shown in the figure) that can be combined with or separated from the compound wing flight module or the autonomous driving chassis. When the carrying cabin is separated from the compound wing flight module, the compound wing flight module can autonomously fly and take off. When the carrying cabin is combined with the autonomous driving chassis, it can be driven autonomously or under the operation of a driver. In a passenger transport scenario, the cabin door can be arranged on the side of the carrying cabin. In a freight transport scenario, the cabin door can be arranged below the front or rear of the carrying cabin. It should be noted that the high tail + three vertical tail layout of the present application is the optimal choice considering the design needs of independent carrying cabin, flight power layout, and folded size of the compound wing flight module. In some existing technologies with low tail layout, the above-mentioned multiple carrying cabin doors and passenger and freight transport function designs cannot be realized, and the folded size and flight range cannot reach the same level as the present application.

[0037] In a preferred embodiment of the present application, each ducted turbofan 9 can be individually tilted in the pitch direction to improve the maneuverability of the compound wing flight module 1 when flying.

[0038] In a preferred embodiment of the present application, the fixed wing comprises, from the fuselage to the distal end, a central wing and an outer wing in sequence, and a wing tip winglet which is selected according to the requirement of lift index, and can be omitted when the lift requirement is not high and the central wing and the outer wing can achieve take-off and landing.

[0039] In a preferred embodiment of the present application, a pair of rotatable or non-rotatable coaxial counter-rotating rotors with locking mechanisms are arranged on each side beam 4, and are symmetrically distributed on the front and rear sides of the fixed wing 3 to achieve better power redundancy, and the coaxial counter-rotating structure can provide greater thrust; the front end of the side beam can be optionally provided with a pair of rotatable propellers, as shown in FIG. 7, which can increase the upward thrust when vertically rising, and increase the horizontal thrust when flying horizontally.

[0040] In a preferred embodiment of the present application, the autonomous driving chassis 2 is provided with elastic buffer energy-absorbing materials to reduce the impact when the compound wing flight module 1 takes off and lands.

[0041] In a preferred embodiment of the present application, as shown in FIGS. 5 and 6, the compound wing flight module or the carrying cabin is provided with fine positioning pins, the autonomous driving chassis is provided with corresponding fine positioning pin holes and coarse positioning guide blocks for positioning the compound wing flight module, and the positioning is achieved by mutual cooperation when the compound wing flight module is combined with the autonomous driving chassis.

[0042] In a preferred embodiment of the present application, the compound wing flight module 1 is further provided with landing gear, which can be a retractable hidden landing gear or an external landing gear according to actual needs. The setting of the landing gear can make the present application further serve as a water, land and air amphibious cross-medium transport vehicle, and can also expand the application scenarios, for example, in some disaster areas without land driving conditions, the compound wing flight module needs to use the landing gear to take off and land; when performing rescue tasks for fallen personnel, the compound wing flight module can be equipped with a water landing gear to complete take-off and landing on water. In addition, the setting of the fixed wing and the landing gear also provides the possibility for emergency landing when the engine is out of service, which significantly increases the safety and survival probability of the on-board personnel and property compared with multi-rotor aircraft.

[0043] The power systems of the compound wing flight module and the autonomous driving chassis of the present application can be selected from existing power systems such as pure electric, oil-electric hybrid, hydrogen fuel cell hybrid according to actual needs. In a preferred embodiment of the present application, the compound wing flight module uses a fuel cell as the power source, and the titanium alloy bipolar plate is also used as the load-bearing structure of the fuselage, such as the body, wing, skin and other parts of the compound wing flight module.

[0044] In a preferred embodiment of the present application, the side beams on the compound wing flight module can drive the left and right vertical tails and the horizontal tail to move forward and backward in an extendible manner; the middle vertical tail adopts an extendible structure or a detachable connection structure with the horizontal tail, for realizing the forward and backward movement of the horizontal tail following the vertical tail.

[0045] Alternatively, the middle vertical tail and the horizontal tail are separated and not connected to each other, as shown in FIG. 8, instead of being pivotally connected to each other, for realizing the extendible movement of the horizontal tail and the vertical tail.

[0046] Through the above-mentioned extendible tail wing form, the longitudinal dimension of the compound wing flight module when driving or parking on land can be further reduced, and the trim moment can also be flexibly adjusted during flight.

[0047] When the modular vehicle provided by the present application is driving or parking on land, the winglet (if installed) is stored in the tail position of the skateboard chassis, the outer wing is vertically upward (or slightly inwardly inclined) and locked, the horizontal tail is folded downward, the ducted fan is forward, and the positioning pin is combined with the positioning hole and locked. The land driving mode is used as a car on a daily basis, and only the independent carrying cabin can be installed and operated.

[0048] When performing vertical take-off and landing, the working sequence can be as follows:

[0049] 1. Vertical take-off, as shown in FIG. 2, first drive to a place suitable for vertical take-off, rotate the outer wing and the winglet (if installed) to the flight state and lock; the horizontal tail is unfolded to the horizontal state, the ducted fan is rotated to upward; the quadcopter, the front propeller (if installed) and the ducted fan are started simultaneously and wait for the take-off instruction, when the aircraft self-checking state and weather search are determined to be airworthy, the electrical and communication interfaces are disconnected, the positioning pin and the positioning hole are unlocked, the quadcopter electric propeller and the ducted fan simultaneously increase the thrust to vertically take off, and the flight control system controls the flight attitude to quickly climb.

[0050] 2. Switch to level flight, when vertically climbing to a certain height (such as 50 m from the ground), the ducted fan gradually tilts to horizontal, the quadcopter, the front propeller (if installed) thrust is adjusted to keep balance, and the compound wing flight module gradually accelerates forward to fly, switching to the level flight state as shown in FIG. 3.

[0051] 3. Prepare for landing, as shown in FIGS. 5 and 6, dispatch the slide autonomous driving chassis to the landing site, the compound wing flight module is lowered above it, first perform visual algorithm tracking, and adjust the posture of the two (relative static) to gradually approach each other, and the B-precision positioning guide pin is extended from the landing gear.

[0052] 4. Control the nose to approach the A-rough positioning guide block, reduce the lift of the compound wing flight module, and move forward to the A-rough positioning guide block.

[0053] 5. Landing combination, as shown in FIG. 1, after confirming the alignment, the compound wing flight module continues to descend, the B-precision positioning guide pin is inserted into the pin hole and locked, completing the precise positioning docking. The tail down swing is retracted, the ducted fan is rotated to the front, the four-wing rotor and the front propeller (if installed) are turned to the vertical state, and the wing tip winglet (if installed) is stored by folding or disassembling. The control, communication and power interface of the compound wing flight module and the autonomous driving chassis is connected, and it is driven to the parking position.

[0054] When performing a running take-off, the following working sequence can be used:

[0055] 1. Running take-off, as shown in FIG. 4, first drive to a place suitable for running take-off (about 100 m runway), rotate the outer wing and wing tip winglet (if installed) to the flight state and lock; the tail is unfolded to the horizontal state, the ducted fan is rotated to the front; the ducted fan starts to rotate at the same time and waits for the take-off instruction, when the aircraft self-checking state and weather search are determined to be airworthy, the electrical and communication interface is disconnected, the positioning pin and the positioning hole are unlocked, the autonomous driving chassis starts at the same time, the ducted fan is powered, and the speed is accelerated to the take-off speed (such as: 120 km / h), then the aileron, elevator, tail and other control surfaces are rotated downward to provide lift for the wing, the quadcopter and the front propeller (if installed) are started in time to increase the lift, the ducted fan continues to accelerate, the positioning pin is unlocked, the compound wing flight module is separated from the skateboard chassis, and it is quickly climbed upward to the level flight state as shown in FIG. 3.

[0056] 2. Prepare for landing, as shown in FIGS. 5 and 6, dispatch the autonomous driving chassis to the landing site, and the compound wing flight module descends to above it, first perform visual algorithm tracking, and dock and adjust the posture of the two (relative static) to gradually approach each other, and the B-precision positioning guide pin is extended from the landing gear.

[0057] 3. Control the nose to approach the A-rough positioning guide block, the compound wing flight module reduces the lift, and approaches the A-rough positioning guide block.

[0058] 4. Landing combination, as shown in FIG. 1, after confirming the alignment, the compound wing flight module continues to descend, the B-precision positioning guide pin is inserted into the pin hole and locked, completing the precise positioning docking. The tail down swing is retracted, the ducted fan is rotated to the front, the four-wing rotor and the front propeller (if installed) are turned to the vertical state, and the wing tip winglet (if installed) is stored by folding or disassembling. The control, communication and power interface of the compound wing flight module and the autonomous driving chassis is connected, and it is driven to the parking position.

[0059] It should be understood that the size of the serial number of each step in the embodiment of the present application does not mean the order of execution, and the execution order of each process should be determined according to its function and internal logic, and should not constitute any limitation on the implementation process of the embodiment of the present application.

[0060] While embodiments of the application have been shown and described, it is to be understood that the embodiments described are merely exemplary of the principles and application of the present application. Numerous modifications and adaptations will occur to those skilled in the art without departing from the spirit and scope of the present application. The scope of the application is defined by the appended claims and their equivalents.

Claims

1. A modular vehicle with multiple take-off modes, characterized by: The composite wing flying module and the autonomous chassis can be combined or separated independently; The fuselage of the composite wing flying module is provided with foldable fixed wings on both sides, and side beams parallel to the fuselage are arranged on the fixed wings, and vertical rotors are arranged on the side beams; a vertical tail is arranged at the rear end of each side beam, and the horizontal ends of a horizontal tail are pivotally connected with the upper ends of the two vertical tails, respectively, and the front end of the horizontal tail is pivotally connected with the middle vertical tail of the tail part; the horizontal tail is folded downward when the vehicle is running on land or is parked, and is unfolded when the vehicle is taxiing or is flying horizontally, and is selected to be unfolded or folded downward when the vehicle is taking off or landing vertically; a pair of ducted fans are arranged below the horizontal tail and on both sides of the tail, respectively, and each ducted fan is pivotally connected with the inner side of the vertical tail on the same side, and the two ducted fans are coaxially and pivotally connected with the middle vertical tail, for providing ascending thrust when the vehicle is taking off or landing vertically, and providing thrust or deceleration reverse thrust when the vehicle is taxiing or flying horizontally; the composite wing flying module is provided with a carrying cabin for carrying passengers or goods; The autonomous chassis is used as a landing platform of the composite wing flying module, and has an automatic driving function, and can be automatically driven or driven under the operation of a driver when combined with the composite wing flying module; when the composite wing flying module takes off, the autonomous chassis drives the vehicle to accelerate to obtain main lift or auxiliary lift; When the composite wing flying module is combined with the autonomous chassis and runs on land or is parked, the fixed wings and the horizontal tail are folded, so that the outer periphery of the composite wing flying module is close to or does not exceed the outer periphery of the autonomous chassis in the horizontal direction, and the height limit requirement of daily road driving is met.

2. The modular vehicle with multiple launch modes of claim 1, wherein: The carrying cabin is a separate module which can be combined with or separated from the composite wing flying module or the autonomous chassis; when the carrying cabin is separated from the composite wing flying module, the composite wing flying module can fly and land automatically; when the carrying cabin is combined with the autonomous chassis, the vehicle is automatically driven or driven under the operation of a driver.

3. The modular vehicle with multiple launch modes of claim 1, wherein: Each ducted fan can be individually tilted in the pitch direction, for improving the maneuverability of the composite wing flying module when flying.

4. The modular vehicle with multiple launch modes of claim 1, wherein: The fixed wings sequentially include central wings and outer wings from the fuselage to the distal end, and wing tip ailerons are selected according to the lift index requirement; the side beams are arranged at the connection between the central wings and the outer wings; the outer wings are provided with ailerons and elevators, or a simplified form containing only elevators.

5. The modular vehicle with multiple launch modes of claim 1, wherein: A pair of tiltable rotors with locking mechanisms or non-tiltable coaxial counter-rotor rotors are arranged on each side beam and are symmetrically distributed on the front and rear sides of the fixed wings; a pair of tiltable propellers can be selected and arranged at the front end of the side beam.

6. The modular vehicle with multiple launch modes of claim 1, wherein: The autonomous chassis is provided with elastic buffer energy-absorbing materials, for reducing the impact when the composite wing flying module takes off or lands.

7. The modular vehicle with multiple launch modes of claim 1, wherein: The lower part of the composite wing flying module or the carrying cabin is provided with fine positioning pins, and the autonomous chassis is provided with corresponding fine positioning pin holes and coarse positioning guide blocks for positioning the composite wing flying module, so that the positioning of the composite wing flying module and the autonomous chassis is realized when they are combined.

8. The modular vehicle with multiple launch modes of claim 1, wherein: The composite wing flying module is also provided with landing gears, for self-landing or emergency landing of the composite wing flying module on land or water.

9. The modular vehicle with multiple launch modes of claim 1, wherein: The composite wing flying module uses fuel cells as power, and the fuel cells include titanium alloy bipolar plates which also serve as the fuselage load-bearing structure of the composite wing flying module.

10. The modular vehicle with multiple launch modes of claim 1, wherein: The side beams on the composite wing flying module can drive the left and right vertical tails and the horizontal tail to move forward and backward; the middle vertical tail adopts a telescopic structure or a detachable connection structure with the horizontal tail, so as to realize the forward and backward movement of the horizontal tail with the vertical tail; or, the middle vertical tail and the horizontal tail are separated and not connected with each other, instead of the pivotable connection between the two, so as to realize the telescopic movement of the horizontal tail with the vertical tail.

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