CN115648869A

CN115648869A - Reconfigurable hovercar and hovercar control method

Info

Publication number: CN115648869A
Application number: CN202210776937.2A
Authority: CN
Inventors: 吴斌
Original assignee: Individual
Current assignee: Individual
Priority date: 2021-12-14
Filing date: 2022-07-04
Publication date: 2023-01-31

Abstract

The invention discloses a reconfigurable hovercar, wherein a body main body is detachably connected with a wing assembly, a propulsion assembly, an empennage assembly and a multi-axis rotor assembly through a connecting mechanism to form different reconfiguration configurations of the hovercar, and after the static reconfiguration configuration of the hovercar is determined through a main control module, dynamic reconfiguration is selected to control the hovercar to switch different reconfiguration configurations during operation, so that the hovercar can select different reconfiguration configurations of the hovercar to operate under different scenes. According to the invention, through the combination of static reconstruction and dynamic reconstruction, the configuration transformation of the hovercar under different scenes is realized, and the market demand and the cost demand are met.

Description

Reconfigurable hovercar and hovercar control method

Technical Field

The invention relates to the technical field of aircrafts, in particular to a reconfigurable hovercar.

Background

Generally, an aircraft is used as a single-function air travel tool and is operated on a road surface only when a runway takes off and lands. With the continuous development of aircrafts, dual-purpose hovercrafts flying in the air and traveling on the land have appeared, any dual-purpose hovercraft needs to be matched with a corresponding flight control system, a large amount of manpower and material resources are required to be invested in developing one set of flight control system, the development period is long, and the stability needs to be verified by long-term experimental data. The application of the integrated modular avionics (I MA) system is successful, and each aviation organization gradually determines the development direction, but the development trend of the current flying automobile is not ideal and cannot be popularized further.

Adopt the multiaxis rotor to be used for VTOL flight among some hovercar, when hovercar road surface went, the occupation space of multiaxis rotor was great and influence pleasing to the eye, when hovercar was gone at high speed, the multiaxis rotor can lead to hovercar to waft on, reduces braking effect, and goes on the road surface unstability, skids easily, has the potential safety hazard. The flying car is used as a manned aircraft, the indexes of the flying car when two people sit on the manned aircraft can meet the relevant regulations of light sports aircrafts in the national civil aviation administration, for example, the existing flying cars are limited aiming at the weight of necessary devices, and the components of the flying cars are reformed, so that the flying cars are suitable for high altitude, but for the road surfaces different from high altitude, the flying cars have certain potential safety hazards, for example, the flying cars adopt super-hard aluminum alloy as a shell material, and when a road surface collision accident occurs, the damage caused by the material is far greater than that caused by common cars.

Disclosure of Invention

The embodiment of the application provides a reconfigurable hovercar, the technical problem of configuration transformation of hovercars in different scenes in the prior art is solved, static reconfiguration and dynamic reconfiguration are combined, when the hovercar is used as a road automobile configuration, the hovercar does not occupy more road running space when running on the road, and the collision hidden danger caused by the fact that an aircraft is used as the road automobile is reduced; when the aircraft is used as an aerial aircraft, the two reconstruction configurations can be switched according to different scene requirements, so that the market requirements and the cost requirements are met.

The embodiment of the application provides a reconfigurable hovercar, include:

a separate modular avionics control system;

the reconfigurable hovercar component is provided with a hovercar body, a landing gear component, a connecting mechanism, a wing component, a propulsion component, a tail wing component and a multi-shaft rotor component;

the body main body is detachably connected with the wing assembly, the propulsion assembly, the empennage assembly and the multi-axis rotor assembly through the connecting mechanism to form different reconfiguration configurations of the flying automobile, and after the static reconfiguration configuration of the flying automobile is determined through the separated modular avionic control system, dynamic reconfiguration is selected to control the flying automobile to switch different reconfiguration configurations during operation, so that the flying automobile can select different reconfiguration configurations of the flying automobile to operate in different scenes.

A method of hovercar control comprising:

the method comprises the following steps of setting a reconfigurable hovercar assembly, further setting a body main body and dynamically configuring at least one of a landing gear assembly, a connecting mechanism, a wing assembly, a propulsion assembly, a tail wing assembly and a multi-axis rotor assembly: the body is detachably connected with at least one of the wing assembly, the propulsion assembly, the empennage assembly and the multi-axis rotor assembly by the connecting mechanism so as to form different reconfiguration configurations of the flying automobile;

a separate type modularized avionic control system is arranged, different control modules are further arranged to control different components, and control software corresponding to different reconstruction configurations is adapted;

under the condition that the aerocar is in a pre-entry working state, the separated modular avionic control system detects the currently configured component of the reconfigurable aerocar component, determines the static reconfiguration configuration of the aerocar, and starts the control of the corresponding configuration;

when the flying automobile is in work, the dynamic reconfiguration is selected to control the flying automobile to switch different reconfiguration configurations during operation, so that the flying automobile can select different reconfiguration configurations of the flying automobile to operate in different scenes.

The technical scheme provided in the embodiment of the application has at least the following technical effects or advantages:

1. due to the adoption of the separated modular avionic control system and the reconfigurable hovercar component, the modularized reconfiguration design concept of the hovercar based on the software system is realized, so that the hovercar has the expandability of application, structure and function, for example, different hovercar configurations can be selected according to different application scenes, such as short-distance city trip, and a ground driving mode or a multi-rotor flight mode of the automobile can be selected; in the long-distance flight, a fixed wing mode or a fixed wing composite multi-rotor mode is selected, and in order to save parking space, a self-rotor mode or a self-rotor composite multi-rotor mode can be selected; the development cost is reduced, and a new idea is brought to the aerospace field; compared with the existing distributed comprehensive modular avionics (DIMA) system, due to the adoption of the separated modular avionics control system, the Distributed Integrated Modular Avionics (DIMA) system has the distributed function in the distributed comprehensive modular avionics (DIMA) system, and the corresponding control modules in the separated modular avionics control system can be respectively assembled by utilizing all components of the aircraft according to the actual configuration of the aircraft, so that the assembly flexibility is increased on the basis of meeting the safety requirement.

2. Because the multi-axis rotor system is adopted and can be contained in the automobile body main body, under the vertical take-off and landing mode, the lifting force which vertically rises is provided for the aircraft main body, the aerodynamic efficiency in the aerial flat flight mode is not influenced, and the occupancy rate of the road running space is not improved when the aircraft main body is used as a road automobile by the multi-axis rotor system.

3. Due to the fact that the aerial flight assembly is detachably mounted behind the vehicle main body through the flight accessory support frame except for the multi-shaft rotor system, after the aircraft serves as a road automobile, the aerial flight assembly does not excessively occupy the road running space.

4. Because the empennage is adopted on the tail beam and can be adjusted in a self-adaptive mode according to the gravity center, the gravity center of the aircraft can be controlled in a self-adaptive mode through the aircraft body according to the placement of objects in the vehicle body and the adjustment of the empennage.

Drawings

FIG. 1 is a connection diagram of a reconfigurable hovercar module according to a first embodiment of the present application;

FIG. 2 is a schematic diagram illustrating a center of gravity adjustment of a reconfigurable hovercar according to an embodiment of the present application;

FIG. 3 is a structural diagram of a road automobile in the third embodiment of the present application;

figure 4 is a block diagram of a configuration of a multi-axis rotary-wing vehicle according to an embodiment of the present application;

figure 5 is a bottom view of a four-rotor multi-axis rotary-wing aircraft configuration according to an embodiment of the present disclosure;

FIG. 6 is a structural diagram of a configuration of a spinning-wing aircraft in the fifth embodiment of the present application;

FIG. 7 is a structural diagram of a fixed-wing aircraft component configuration according to a sixth embodiment of the present application;

FIG. 8 is a block diagram of a fixed-wing aircraft component configuration with vertical ducted fans according to a sixth embodiment of the present application;

FIG. 9 is a structural diagram of a fixed-wing aircraft component configuration with a flat-flight directional ducted fan according to a sixth embodiment of the present application; figure 10 is a block diagram of the configuration of the components of a fixed-wing multi-axis rotary-wing aircraft according to an eighth embodiment of the present application; FIG. 11 is a diagram illustrating an exemplary embodiment of a power supply connection structure;

FIG. 12 is a view of the mounting structure of the tail fitting support frame with self-rotary wing and propulsion assembly according to the eleventh embodiment of the present application;

FIG. 13 is a block diagram of a reconfigurable hovercar in the eleventh embodiment of the present application.

Reference numerals: body 100, landing gear assembly 200, propulsion assembly 500, tail assembly 600, multi-axis rotor assembly 700, energy supply assembly 800, master control module 110, slave control module 120, wing control module 410, propulsion control module 510, tail control module 610, rotor control module 710, landing control module 210, energy control module 810, wing drive 420, propulsion drive 520, landing drive 220, tail drive 620, rotor drive 720, rotor stowage hatch 740, rotor arm 731, rotor member 732, first energy supply 820, second energy supply 830, third energy supply 840, tail fitting support frame 310, spinner member 430, fixed wing member 440, heat dissipation window 111, ducted fan array 511.

Detailed Description

In order to better understand the technical scheme, the technical scheme is described in detail in the following with reference to the attached drawings of the specification and specific embodiments.

In CN202210276501.7, hamism power technology ltd proposes a flying car as a land-air dual-purpose car, which can fly in the sky with the help of the flying car when the land traffic is blocked, so as to solve the problem of traffic jam. It includes: a body, said body including a body; the mobile device is arranged on the vehicle body and comprises a lift assembly, four wheels and at least one thrust piece, the lift assembly is rotatably arranged on the vehicle body and is arranged to provide lift for the hovercar so as to drive the vehicle body to fly, the wheels are rotatably arranged on the vehicle body and are used for driving the vehicle body to run, and the lift assembly comprises at least one first lift propeller which is rotatably arranged on the main body; a power plant, said power plant including a first power element, said first lift rotor and said wheels being drivably connected to said first power element such that said first lift rotor and said wheels share a common power system to reduce the weight of said hovercar; a control assembly including a first control member, a second control member, and a third control member, the first lift propeller being controllably disposed at the first control member, the wheel being controllably disposed at the second control member, and the thrust member being controllably disposed at the third control member. The above patent proposals are based on improvements in lift and control on an automotive basis, and this implementation is highly problematic.

Our applicant has found that the aircraft uses IMA avionics systems and the like, while the automotive uses independent automotive electronic systems, if the aircraft and the automotive are developed from the perspective of an automobile, the problem of gravity and the problem of dynamic balance of the aircraft and the automotive during flight cannot be realized. Therefore, I have carried out secondary transformation on the IMA avionics system to realize the functions of the automobile electronic system, or directly load the automobile electronic system on the IMA avionics system.

The avionics system has experienced development history of independent type, combined type, integrated type and high integrated type, and the development from each subsystem is independent to a hierarchical structure adopting centralized control and distributed processing. An open Integrated Modular Avionics (IMA) system architecture is a major trend in development of current Avionics systems, and aims to reduce Life Cycle Cost (LCC) of an aircraft, integrate Avionics system applications, improve system performance, solve the problem of upgrading Avionics system applications, and the like. The comprehensive modularized avionics system is essentially a distributed computing system, adopts an open system structure and a standardized and generalized design, improves the compatibility and the portability of the system, has higher expandability and maintainability, reduces the life cycle cost of the system, and integrates and supports avionics system application programs of different key safety levels.

However, in consideration of safety and stability of flight, once an existing aircraft is developed, after multiple times of design, manufacture and test, the aircraft does not change the structure of the aircraft, so that the IMA system architecture design is only one configuration of the aircraft, and in addition, after the existing aircraft is finished with a counterweight, the center of gravity of the existing aircraft is not adjusted for safety, so that a person skilled in the art can avoid the influence of change of the center of gravity on safety, and similarly, only one aircraft configuration is provided.

However, the applicant finds that the application in different application scenarios, and providing different hovercar respectively is not beneficial to reducing the manufacturing cost, and is also not beneficial to standardizing and systematizing the manufacture of the hovercar and controlling the cost. Therefore, the applicant proposes a flying automobile which has universality, can adapt to different configurations by adopting different components in different application scenes, and has the advantages of simple structure, convenient operation and low cost. The hovercar has multiple subassemblies, these subassemblies are similar to the module of split, and different scenes select different subassembly installations to constitute new hovercar, and different work occasions, hovercar can also select to use the subassembly of installing in the course of the work, if install N subassemblies, can select one of them or several subassemblies work at present, in the course of the work, can also select other subassemblies to work to the different configurations of adaptation.

To this end, a reconfigurable hovercar comprising:

reconfigurable hovercar subassembly is provided with the automobile body main part and at least one of them subassembly of dynamic configuration landing gear subassembly, coupling mechanism, wing subassembly, propulsion subassembly, fin subassembly, multiaxis rotor subassembly: the body is detachably connected with at least one of the wing assembly, the propulsion assembly, the empennage assembly and the multi-axis rotor assembly by the connecting mechanism so as to form different reconfiguration configurations of the flying automobile;

disconnect-type modularization avionics control system: setting different control modules to control different components, and adapting to control software corresponding to different reconstruction configurations;

under the condition that the aerocar is in a pre-entry working state, the separated modular avionic control system detects the currently configured component of the reconfigurable aerocar component, determines the static reconfiguration configuration of the aerocar, and starts the control of the corresponding configuration; when the flying automobile is in work, the dynamic reconfiguration is selected to control the flying automobile to switch different reconfiguration configurations during operation, so that the flying automobile can select different reconfiguration configurations of the flying automobile to operate in different scenes.

The invention relates to a separated modular avionics control system. The separated modular avionics control system is based on the concept of the existing distributed integrated avionics system, but is completely different from the existing distributed integrated avionics system. The avionics control system of my department refers to a separable modular setting mode and a working mode.

The IMA avionics system adopts a domain-oriented hierarchical division method, and the general system management is divided into 3 management levels, namely an airplane level, an integrated area level and a module level. The airplane level is the top management function entity and is responsible for the management of the whole system. The integration area level is the middle layer, which is responsible for the management of one integration area. The module level is the bottom layer, is responsible for the management of one module, and can be subdivided into processes, partitions and operating systems. One processing scheme of the invention is as follows: the integrated region level is used for pre-appointing the working modes of different configurations of various road automobile configurations, multi-axis rotor aircraft configurations, self-rotor aircraft configurations, fixed-wing aircraft configurations, self-rotor multi-axis rotor aircraft configurations and fixed-wing multi-axis rotor aircraft configurations, and the landing gear assemblies, the connecting mechanisms, the wing assemblies, the propulsion assemblies, the empennage assemblies and the multi-axis rotor assemblies are managed by different modules. This block is explained in the following embodiments, respectively.

The invention can also have another example, the existing avionics system software structure provides a standard layered software architecture concept, in each software layer, the layers are relatively independent, the layers communicate with each other through a standard interface, the interface service is encapsulated in the lower software layer, for the upper software layer, the interface layer provides a virtual level, and an application management software is developed on the basis for realizing the management of tasks/modes. The software is provided with sub-software which is composed of different configurations of each road automobile configuration, a multi-axis rotor aircraft configuration, a self-rotor aircraft configuration, a fixed-wing aircraft configuration, a self-rotor multi-axis rotor aircraft configuration and a fixed-wing multi-axis rotor aircraft configuration, wherein each sub-software comprises triggering of a first configuration, detailed appointments about actions of each module, and a working mode containing the configuration and control of corresponding parts of the airplane automobile under the first sub-software. And each configuration (i.e. sub-software) comprises a task for dynamically adjusting the first configuration, a task for triggering and adjusting the first configuration to the second configuration, and a task for dynamically adjusting the first configuration. It should be noted that, a center-of-gravity monitoring control is provided under the first sub-task software, and when it is monitored that the gravity changes or is adjusted, the task is triggered when the gravity is adjusted from the first configuration to the second configuration. How each center of gravity is monitored and adjusted in the center-of-gravity monitoring control will be described later.

When the currently configured component of the reconfigurable hovercar component is detected, the static reconfigurable configuration of the hovercar can be determined through the integrated area level, the control of the corresponding configuration is started, and then the management and control of different components are completed through adapting to different modules.

When the flying car works, the working conditions of each specific working component can be obtained through the attitude sensor, and the dynamic reconfiguration is selected to control the flying car to switch different reconfiguration configurations during running.

During dynamic reconfiguration, one technical difficulty is that during dynamic reconfiguration, configuration adjustment relates to center of gravity adjustment, and the following embodiments specifically explain how to perform center of gravity adjustment during configuration adjustment.

A method of hovercar control comprising:

the method comprises the following steps of setting a reconfigurable hovercar assembly, and further setting at least one assembly of a body main body, a landing gear assembly, a connecting mechanism, a wing assembly, a propulsion assembly, an empennage assembly and a multi-axis rotor assembly, wherein the landing gear assembly, the connecting mechanism, the wing assembly, the propulsion assembly, the empennage assembly and the multi-axis rotor assembly are dynamically configured: the body main body is detachably connected with at least one of the wing assembly, the propulsion assembly, the empennage assembly and the multi-axis rotor assembly by using the connecting mechanism so as to form different reconfiguration configurations of the aerocar;

when the flying automobile works, selecting dynamic reconfiguration to control the flying automobile to switch different reconfiguration configurations when the flying automobile runs, so that the flying automobile can select different reconfiguration configurations of the flying automobile to run under different scenes.

Example one

Referring to fig. 1, an embodiment of the present application provides a reconfigurable hovercar, which includes: a split modular avionics control system and reconfigurable hovercar components.

The aerocar is used for enhancing the configuration management function, expanding the modularized reconfigurable characteristic, fusing different control modules into different assembly components, realizing the flexibility of a separated comprehensive avionics architecture and supporting the realization of the reconfigurable aerocar concept.

The separated modular avionics control system comprises an avionics system core domain and a plurality of component control domains. The core domain of the separated modular avionics control system comprises key airborne and vehicle-mounted sensors, a general processing module, a display control assembly, a related control mechanism, an airborne high-speed bus and the like, each assembly control domain comprises an assembly specific function driving and controlling module, an assembly special sensor and an intra-domain communication network, and the core domain and the assembly control domain of the separated modular avionics control system are mechanically and electrically connected through an interface designed with high mechanical and data integrity.

Wherein the airborne function that several platform display processing module, general processing module undertake jointly includes: the system comprises an outer loop flight control function (PFCS/AFCS), a vehicle running function, a display function (Disp), a flight management Function (FMS), a communication navigation function (Comm/Nav), a monitoring function (Surv), a battery management function (BMS), an aircraft configuration and health management function (VHM), and a plurality of airborne network control and data interface modules, wherein the airborne network control and data interface modules have an airborne network routing function and a component control domain data interface function, are used as data centers of an avionics system core domain, and are used as interfaces for connecting the avionics system core domain and the component control domain. The aircraft configuration and health management function is responsible for detecting the aircraft configuration including the component control domain during system initialization, determining the configuration validity, selecting a corresponding function application set, loading corresponding configuration parameters such as an airborne network and platform blueprint and a communication protocol with the component control domain, and initializing application software. And after the system is initialized, the avionic core domain function manages and controls flight and driving tasks under the coordination of the control domain functions of all the components. The aircraft configuration is that the components specifically included in the aircraft are determined according to different application environments and task requirements, the devices in each component include component identification information and capability information, and the avionic core domain can determine the state of each component and the airworthiness of the whole aircraft according to the component identification information and the capability information. The static configuration blueprint comprises various component combination modes which meet the airworthiness requirement, namely a static reconfiguration mode, and network scheduling information, application data interface information, platform resource demand and configuration information and the like which correspond to each mode and support the normal operation of the whole avionics system. The component control domain comprises a sensor, an actuator, a controller and an intra-domain network structure which are necessary for realizing the functions of the component, and data cross-linking is carried out between the on-board network data interface module and the on-board network control and data interface module of the avionic system core domain. Each module in the component receives the outer ring flight control instruction of the core domain in the normal mode and follows the outer ring instruction through an actuating mechanism according to the inner ring flight control rate of the module; and when the outer ring flight control command is invalid due to the failure of the core domain of the avionics system or the failure of the data interface, the avionics system in the component control domain works in a preset failure safety mode, such as maintaining the transverse horizontal attitude.

Furthermore, the separated modular avionics control system has an avionics control function and a plurality of control host devices of the separated modular avionics control system are formed. The separated modular avionics control system provided by the embodiment evolves to an Integrated Modular Avionics (IMA) system, and as the Integrated Modular Avionics (IMA) system is successfully applied to airplanes such as a380, a400M, B787, and C919, the degree of integration of avionics systems is continuously enhanced. The separated modular avionics control system integrates the design characteristics of combined (Federated) and IMA avionics system structures, and adopts a universal network to connect a CPM (continuous processing module) and peripheral input and output resources according to a reconfigurable design concept and the computing resources of a CPM (Central processing module) so as to form a universal distributed integrated modular platform.

The reconfigurable hovercar component in the embodiment is configured with a hovercar body, a landing gear component, a connecting mechanism, a wing component, a propulsion component, a tail wing component and a multi-shaft rotor component; the body main body is detachably connected with the wing assembly, the propulsion assembly, the empennage assembly and the multi-axis rotor assembly through the connecting mechanism to form different reconfiguration configurations of the flying automobile, and after the static reconfiguration configuration of the flying automobile is determined through the separated modular avionic control system, dynamic reconfiguration is selected to control the flying automobile to switch different reconfiguration configurations during operation, so that the flying automobile can select different reconfiguration configurations of the flying automobile to operate in different scenes.

The reconfigurable flying car in the embodiment further comprises an attitude sensor, wherein the attitude sensor is connected with the separated modular avionic control system and used for generating attitude data of the flying car, so that after the separated modular avionic control system receives the attitude data, the power output of the flying car, such as rotor arm angle output, and/or rotor rotating speed and/or control surface angle output, is controlled, and the aim of balance control of the flying car under different configurations is fulfilled.

It can be seen that the separated modular avionics control system determines the static reconfiguration of the hovercar, and simultaneously determines the dynamic reconfiguration which can be carried out by the hovercar and the debugging range of the body center of gravity of the state corresponding to the hovercar.

The split modular avionics control system in this embodiment is configured with a main control module 110, a wing control module 410 in signal communication with the main control module 110, a propulsion control module 510, a tail control module 610, a rotor control module 710, and a landing control module 210. The separated modular avionics control system in the embodiment also inherits the characteristics of system synthesis, functional software, network integration, product commercialization, scheduling flexibility, maintenance centralization and the like of the IMA avionics structure, and meanwhile, substitutes the method of concentrating all computer resources in one region in the IMA avionics system, and inherits the scheme of separating the computer resources into regions close to a signal source in a combined structure, so that the problems of overlarge volume of a case/cabinet in the IMA avionics structure, difficulty in heat dissipation and cooling, excessive cable distribution, unbalanced physical distribution and the like are effectively solved. Therefore, by adopting a separated modular avionics control system architecture and a high-speed interconnection network technology, the system performance, expandability and other capabilities are greatly improved, the unexpected system resource failure can be effectively resisted by the dynamic reconfiguration characteristic of a special software program, and the flight safety of the whole aircraft can be effectively improved. And the requirement of fault isolation is met through physical distribution, and simultaneously, the hardware requirement is reduced through sharing computing capacity and interfaces.

The reconfigurable hovercar assembly in this embodiment is configured with a body 100, landing gear assembly 200, attachment mechanisms, wing assemblies, propulsion assembly 500, tail assembly 600, and multi-axis rotor assembly 700. The body main body 100 is detachably connected with the wing assembly, the propulsion assembly 500, the empennage assembly 600 and the multi-axis rotor assembly 700 through the connecting mechanism to form different reconfiguration configurations of the hovercar, and after the static reconfiguration configuration of the hovercar is determined through the separated modular avionic control system, the different reconfiguration configurations of the hovercar are switched during running by selecting dynamic reconfiguration control, so that the hovercar can select different reconfiguration configurations of the hovercar to run under different scenes.

Therefore, the reconfigurable hovercar component in the embodiment can be understood as the physical architecture of the hovercar and the corresponding peripheral input and output resources.

The landing gear assembly 200 in this embodiment includes a landing gear drive mechanism 220 in signal communication with a landing gear control module 210; the landing drive mechanism 220 may employ a hub motor. The wing assembly comprises a wing drive mechanism 420 in signal connection with the wing control module 410; the tail assembly 600 includes a tail drive mechanism 620 in signal communication with the tail control module 610; the propulsion assembly 500 includes a propulsion drive mechanism 520 coupled to the propulsion control module 510; multi-axis rotor assembly 700 includes a rotor drive mechanism 720 coupled to rotor control module 710. Therefore, after the static reconfiguration configuration of the hovercar is determined by the main control module 110, the hovercar can be controlled to switch different reconfiguration configurations during operation by selecting dynamic reconfiguration.

It will of course be appreciated that the various components of the present embodiment are certainly not limited to the respective drive mechanisms given above. For example, the landing gear assembly 200 is an important component of an airplane, which directly affects the safety and maneuverability of the airplane, and the verification of the retraction function of the landing gear assembly 200 on the ground is an important part of the design of the airplane. For example, as flight drag increases with flight speed, typically to reduce drag in flight, the landing gear assembly 200 is designed to be retractable, and some experience has verified that the retractable design can offset some of the adverse effects of increased aircraft mass. In any static reconfiguration of the flying vehicle, a landing gear assembly 200 is secured beneath the body 100. By signally connecting the landing gear drive mechanism 220 to the landing gear control module 210 in this embodiment, and since the landing gear assembly 200 is always mounted below the body 100, it will be appreciated that the landing gear assembly 200 changes attitude, e.g., turns, stows, steers, etc., according to different operational requirements in different reconfigured configurations of the aircraft. For example, the tail assembly 600 may be an important component of flight control to enhance the stability of the flying vehicle and to control the pitch, yaw, and tilt of the flying vehicle according to the tail to change the attitude of the flying vehicle. Compared with the existing tail assembly 600 with a fixed design, the detachable and adjustable tail assembly 600 is adopted in the embodiment, wherein the tail control module 610 is in signal connection with the tail driving mechanism 620 so as to control the tail assembly 600 to perform corresponding attitude change. For example, the propulsion assembly 500, a power device for driving the hovercar to increase the thrust within a short time to rapidly increase the flight speed, to shorten the takeoff distance, and to rapidly increase the flight speed during flight, the propulsion control module 510 is in signal connection with the propulsion driving mechanism 520 to control the propulsion driving mechanism 520 to rapidly increase the thrust to drive the hovercar to accelerate. For example, the multi-axis rotor assembly 700 is an important component of a multi-axis rotor type, the rotor control module 710 is connected to the rotor driving mechanism 720 to control the operation of the rotor driving mechanism 720, and because the multi-axis rotor assembly 700 is distributed around the main body of the vehicle, not only the multi-axis rotor assembly is shown in the figures of this embodiment, but also other rotor configurations are possible, which is not limited to this embodiment, in this embodiment, the rotor driving mechanism 720 is controlled to work nearby through the adapted rotor control module 710, which can be understood as receiving a corresponding flight command, and then the rotor driving mechanism 720 at a corresponding position will work according to the corresponding flight command. In addition, the wing assembly is a spinning wing assembly or a fixed wing assembly.

In this embodiment, the static reconfiguration configuration of the hovercar includes, but is not limited to, a road surface vehicle configuration, a multi-axis rotor aircraft configuration, a self-rotor aircraft configuration, a fixed-wing aircraft configuration, a self-rotor multi-axis rotor aircraft configuration, and a fixed-wing multi-axis rotor aircraft configuration, the reconfiguration configuration required by the hovercar is statically reconfigured according to specific requirements, and on the basis of the static reconfiguration, the hovercar in other reconfiguration configurations is dynamically reconfigured according to specific operating scene requirements. In the present embodiment, a description of center of gravity adjustment as shown in the drawings is given for the dynamic relationship of different reconfiguration configurations of the hovercar.

Referring to fig. 2 (a), when the road automobile configuration is switched to the multi-axis rotary wing aircraft configuration, the center of gravity of the vehicle body is located between the front and rear wheels, and the weight is represented as G1; when the multi-axis rotor assembly is folded, the center of gravity is positioned between the front wheel and the rear wheel; when the multi-axis rotor assembly extends, the center of gravity is located between the front and rear wheels; in the case of empty vehicles or people, the center of gravity is controlled between the front and rear wheels. Referring to fig. 2 (b), the center of gravity of the fixed-wing components in the fixed-wing aircraft configuration is located behind the overall center of gravity, and the weight is denoted G2. The center of gravity of the empennage accessory support frame is located behind the center of gravity of the fixed wing member and is denoted as G3. Referring to FIG. 2 (c), the spinwing aircraft configuration is illustrated with the spinwing member in the middle and the weight is denoted G4.

In the gravity center position relation of all components, it can be seen that in order to ensure the static stability characteristic of the aerocar in a flat flight state, the pneumatic center is required to be positioned behind the gravity center G0 of the whole aerocar, and the pneumatic center is positioned at the position 1/4 of the length of the aerocar wing, so the gravity centers of the fixed wing component and the empennage accessory support frame are both arranged behind the gravity center of the whole aerocar; in order to balance the moment of the whole machine, the gravity center of the vehicle body is arranged in front of the gravity center of the whole machine.

For the fixed-wing aircraft configuration, the barycentric location relationship thereof, referring to fig. 2 (d), can be expressed as: g0= G1+ G2+ G3. The configuration of the autogyro, with reference to fig. 2 (e), of the position of the center of gravity, can be expressed as: g0= G1+ G3+ G4.

For example, as can be seen from the static stability analysis performed in this embodiment, the hovercar is stationary on the ground, and there are two modes: referring to fig. 2 (f), when the multi-axis rotor assembly is used as a road automobile configuration, the connecting mechanism, the wing assembly, the propulsion assembly, the tail wing assembly and the like are not installed, the multi-axis rotor assembly is in a retracted state, and the center of gravity of the automobile body is concentrated near the chassis in the vertical direction; in the horizontal direction, the center of gravity of the vehicle body is located between the front and rear wheels and is close to the front wheel direction, that is, the center of gravity of the vehicle body is close to the front. In a static mode, the aerocar is positioned on the ground as a road car configuration, the four wheels are grounded, the ground supporting forces of the front wheel and the rear wheel are respectively Z1 and Z2, the center of gravity is positioned between the four wheels, and the aerocar is in a stable state. Can be expressed as: g1= Z1+ Z2.

In the flying mode, for example, in the configuration of a fixed-wing multi-shaft rotary wing aircraft, after the flying vehicle is provided with the fixed-wing components and the tail accessory support frame, the gravity center of the whole flying vehicle is moved backwards relative to the gravity center of the vehicle body and still is positioned in front of the rear wheels, and in the static mode, the flying vehicle is positioned on the ground, the four wheels are grounded, the gravity center is positioned between the four wheels, and the aircraft is in a stable state. Regardless of whether the rotor is stowed or extended, the position of the center of gravity is maintained within a predetermined range, and the aircraft remains in a stable state during the extension of the rotor prior to takeoff. Reference 2 (g) shows that the rotor of the fixed-wing multi-axis rotary wing aircraft configuration is retracted, and reference 2 (h) shows that the rotor of the fixed-wing multi-axis rotary wing aircraft configuration is extended. The stress satisfies the following relational expression: GO = Z1+ Z2; and in a static stable state, the moment satisfies the following relational expression: g1 × L1+ Z2 × L5= G2 × L2+ G3 × L3+ Z1 × L4.

For example, in the configuration of a rotary wing multiaxial rotor aircraft, the rotor in the configuration of a rotary wing multiaxial rotor aircraft is retracted as shown in reference 2 (i), and the rotor in the configuration of a rotary wing multiaxial rotor aircraft is extended as shown in reference 2 (j). The stress satisfies the following relational expression: g0= Z1+ Z2; g3 × L3+ G4 × L6+ Z1 × L4= G1 × L1+ Z2 × L5.

For example, in a multi-axis rotorcraft configuration, with the rotors extended, the center of gravity G1 is stable between the front and rear wheels. Referring to fig. 2 (k), the force satisfies the following relationship: g1= Z1+ Z2.

In the analysis of the dynamic stability of the aerocar, when the configuration of the multi-axis rotor aircraft and the configuration of the road automobile can be dynamically switched, and when the configuration of the road automobile is carried out, the rotors are in a retracting state, the wheel shaft motor drives the front wheels/the rear wheels to move, and the low gravity center layout enables the automobile to have dynamic stability and maneuverability. Referring to fig. 2 (l), the force satisfies the following relationship: in the vertical direction, G1= Z1+ Z2, in the horizontal direction: f _{Pulling device} ＝R _{Resistance device} . Lift F generated by extended rotor and front and rear rotors respectively _{Front side} 、F _{Rear end} And a corresponding force arm L _{Front side} 、L _{Rear end} . With reference to FIG. 2 (m), the following relationship is satisfied in balance when F _{Front side} +F _{Rear end} Hovering when = G1; when F is present _{Front side} +F _{Rear end} >G1, rising; when F is _{Front side} +F _{Rear end} <G1, decrease. And when F _{Front part} *L _{Front side} ＝F _{Rear end} *L _{Rear end} While, stay in place; when F is present _{Front side} *L _{Front side} >F _{Rear end} *L _{Rear end} When the head is raised, the head is moved backwards; when F is _{Front side} *L _{Front side} <F _{Rear end} *L _{Rear end} When the head is lowered, the head is advanced. When the multi-shaft rotor craft is in a configuration, the rotor wings extend out, and the front rotor wing and the rear rotor wing respectively generate lift force F _{Front side} 、F _{Rear end} And a corresponding force arm L _{Front side} 、L _{Rear end} . Referring to fig. 2 (n), the following relation is satisfied at equilibrium: when F is _{Front side} +F _{Rear end} Hovering when the button is G0; when F is present _{Front part} +F _{Rear end} >G0, increasing; when F is present _{Front side} +F _{Rear end} <G0, decrease. And when F _{Front side} *L _{Front side} ＝F _{Rear end} *L _{Rear end} While, stay in place; when F is present _{Front side} *L _{Front part} >F _{Rear end} *L _{Rear end} When the head is raised, the head moves backwards; when F is _{Front part} *L _{Front side} <F _{Rear end} *L _{Rear end} When the head is lowered, the head is advanced.

In the configuration of the self-rotor multi-shaft rotor aircraft, the rotors extend out, and the lift force F generated by the front rotor and the rear rotor respectively _{Front side} ，F _{Rear end} And a corresponding force arm L _{Front side} 、L _{Rear end} . Referring to fig. 2 (o), the following relationship is satisfied at equilibrium: when F is _{Front side} +F _{Rear end} When = GO, hover; when F is _{Front part} +F _{Rear end} >G0, increasing; when F is _{Front side} +F _{Rear end} <G0, decrease. And when F _{Front part} *L _{Front side} After = F, # L, remain in place; when F is _{Front side} *L _{Front side} >F _{Rear end} *L _{Rear end} When the head is raised, the head moves backwards; when F is present _{Front side} *L _{Front part} <F _{Rear end} *L _{Rear end} When the head is lowered, the head is advanced.

In the configuration of the fixed-wing aircraft, the rotor wing is retracted, the lift force Flift generated by the wing is positioned behind the gravity center G0, so that the aircraft has static stability, namely when the aircraft is subjected to airflow disturbance and heads up, the attack angle is increased, the lift force Flift is increased, and the lift force moment enables the aircraft to heads down, so that the aircraft is recovered to the original stable state; when the aircraft is disturbed by the airflow and heads down, the attack angle is reduced, so that the lift force F is reduced, and because FH is positioned behind the gravity center, the lift force moment is insufficient, the aircraft has a head-up trend, so that the aircraft is restored to the original stable state. Referring to fig. 2 (p), the equilibrium state satisfies the following relation: f _{Lifting of wine} +F _Rudder +G0＝0；F _{Pulling device} ＝R _{Resistance device} ；F _{Lifting of water} *L _{Lifting of water} +F _Rudder *L _Rudder ＝0。

From the rotorcraft configuration, with the rotor retracted, the lift F lift generated by the spinning rotor, the equilibrium state satisfying the following relation, referenced 2 (q): f _{Lifting of wine} +F _Rudder +G0＝0；F _{Pulling device} ＝R _{Resistance device} ；F _{Lifting of wine} *L _{Lifting of wine} +F _Rudder *L _Rudder ＝0。

With extended rotors, lift F being generated by four rotors _{Left front} 、F _{Right front} 、F _{Left back} 、F _{Right back} . Under the control of flight control, the resultant of the four forces of the four rotors is balanced with gravity, as shown in reference 2 (r), and satisfies the following relation: g1= F _{Left front} +F _{Right front} +F _{Left back} +F _{Right back} ；F _{Left front} *L _{Left front} +F _{Right front} *L _{Right front} +F _{Left back} *L _{Left back} +F _{Back right of the body} *L _{Back right of the body} And =0. By adjusting F _{Left front} 、F _{Right front} 、F _{Left back} 、F _{Back right of the body} The size of the aircraft realizes hovering and front-back left-right movement of the aircraft.

Wherein G0 represents the weight of the entire vehicle, G1 represents the weight of the vehicle body, G2 represents the weight of the fixed-wing member, G3 represents the weight of the tail support frame, G4 represents the weight of the rotor assembly, Z1 represents the ground support force applied to the front wheel, Z2 represents the ground support force applied to the rear wheel, F _{Pulling device} Represents horizontal driving force, R _{Resistance block} Represents horizontal resistance, F _{Front side} Representing the lift force of the front rotor, F _{Rear end} Indicating rear rotor lift, F _{Lifting of wine} Showing wing lift, F _Rudder Shows the aerodynamic force, L, of the tail vane _{Pulling device} Indicating arm of horizontal driving force, L _{Resistance device} Represents the horizontal resistance arm, L _{Front side} Indicating arm of force, L, of the front rotor _{Rear end} Indicating arm of force, L, of the rear rotor _{Lifting of water} Indicating the lift force arm, L of the wing _Rudder The tail vane moment arm is represented, the body moment arm is represented by L1, the wing moment arm is represented by L2, the rear flight bag moment arm is represented by L3, the front wheel moment arm is represented by L4, the rear wheel moment arm is represented by L5, and the autogyro moment arm is represented by L6.

The balance of the aerocar is controlled by a flight control system. The flight control system senses the current attitude of the airplane by receiving attitude sensor data, and sends control instructions to the power system and the control surface actuating system by processing the sensor data, so that the power output and the control surface angle output are adjusted, and the aim of balance control is finally achieved.

When the rotor wing assembly is adopted for flying, the rotor wings are in an extending state, flying power is derived from the four rotor wings, a flight control system controls the rotating speed of the four-rotor-wing motor by sending a control command, the motor drives the rotor wings to rotate, corresponding lift force is generated, and reference 2(s) shows. Four rotors receive the four ways control signal of flying the accuse respectively, and each rotor motor can the independent control to realize each position attitude adjustment, obtain current attitude angle through attitude sensor, feed back to flying the accuse and carry out closed loop control, adjustment rotational speed instruction output value finally reaches balanced state or maneuvering state. When the fixed wing component is adopted for flying, the motor on the empennage support frame drives the blades to generate forward thrust to push the airplane to move forward. The fixed-wing member generates lift under the influence of the backward flowing airflow. The flight control system controls the flight speed by controlling the rotating speed of the thrust motor; meanwhile, the flight control outputs angle control signals to a control surface actuator on the fixed wing component and a control surface actuator on the tail wing, so that the attitude of the airplane is controlled. The angle adjustment of the ailerons on the fixed wing component controls the roll attitude angle of the airplane, and the angle adjustment of the control surface on the tail wing controls the pitch attitude angle of the airplane. The current attitude angle of the airplane is fed back to the flight control by the attitude sensor, and the flight control outputs a control signal by comparing the difference between the target attitude value and the actual attitude value, so that the balance control and the maneuvering control are finally realized.

It can be further understood that the present embodiment is based on the implementation of reconfigurable design in a software system in a separate modular avionics control system, thereby implementing reconfigurable design of components on a hardware structure.

It can be seen that the present embodiment combines a static reconfigurable design and a dynamic reconfigurable design. When the static reconfiguration is realized, the method is equivalent to the presentation of static reconfiguration assembly of the corresponding reconfiguration configuration on land, and according to the actual use requirement of an operation scene, an operator quickly modifies the configuration into the required configuration by using a quick modification scheme. For example, on land, the road surface automobile configuration is statically reconstructed into a multi-axis rotor aircraft configuration by additionally installing the multi-axis rotor assembly 700, the road surface automobile configuration is statically reconstructed into a self-rotary-wing aircraft configuration or a fixed-wing aircraft configuration by additionally installing the wing assembly, the propulsion assembly 500 and the empennage assembly 600, and the road surface automobile configuration is statically reconstructed into a self-rotary-wing multi-axis rotor aircraft configuration or a fixed-wing multi-axis rotor aircraft configuration by additionally installing the wing assembly, the propulsion assembly 500, the empennage assembly 600 and the multi-axis rotor assembly 700. When the dynamic reconfiguration is realized, the dynamic reconfiguration is performed in the air according to the needs of an operation scene, for example, in the air, a multi-axis rotor assembly 700 is collected into a vehicle body main body 100 when a self-rotary-wing multi-axis rotor aircraft configuration or a fixed-wing multi-axis rotor aircraft configuration is in flight, so that a self-rotary-wing aircraft configuration or a fixed-wing aircraft configuration is formed; the multi-axis rotor aircraft configuration retracts the multi-axis rotors into the body 100 to form a road car when entering the road after flight. Therefore, the embodiment further emphasizes and explains that the reconfigurable design based on software control in the separated modular avionics control system is realized, so that the reconfigurable design of the aerocar component on the hardware architecture is realized.

Further, the reconfigurable hovercar in this embodiment is not limited to the driving mode, and regardless of the manual operation mode or the automatic driving mode, the corresponding flight/driving mode is selected according to the control instruction in this embodiment, and certainly, the basic function based on the static reconfiguration configuration is required, and for the function that cannot be realized in the static reconfiguration configuration, the separate modular avionic control system cannot operate, for example, for the hovercar that is statically reconfigured into a road surface automobile, the functions of vertical take-off and landing, runway take-off and landing, air flight and the like cannot be performed, and for the hovercar configuration that can be dynamically reconfigured in the static reconfiguration configuration, the configuration of the hovercar can be dynamically reconfigured by controlling the corresponding modules to stop or operate. The dynamically reconfigured changes are typically made to control the power output of the hovercar and to ensure the safety and stability of the hovercar to facilitate the driving/flying of the hovercar by changing the shape of the hovercar, for example, to facilitate road driving, to facilitate vertical take off and landing, and to facilitate level flight in the air.

Example two

Based on the reconfigurable hovercar provided in the first embodiment, in different static reconfiguration configurations of the hovercar, unless the hovercar is statically reconfigured to be the road vehicle configuration, the spinning-wing aircraft configuration, the fixed-wing aircraft configuration (the whole hovercar is not provided with the multi-shaft rotor assembly 700), when the components having at least two operation modes, such as the multi-shaft rotor aircraft configuration, the spinning-wing multi-shaft rotor aircraft configuration, the fixed-wing multi-shaft rotor aircraft configuration, and the like, are statically reconfigured, the statically reconfigured configuration can be dynamically reconfigured to be the hovercar in other statically reconfigured configurations by storing or stopping the components in one operation mode. Through accomodating multiaxis rotor system in this embodiment, can carry out the hovercar dynamic reconfiguration conversion between the different reconfiguration configurations at the flight in-process.

For example, the multi-axis rotor craft configuration is statically reconfigured into a road automobile configuration by stowing the multi-axis rotor assembly 700; the autogyro multi-axis rotor aircraft configuration is formed by stowing the multi-axis rotor assembly 700; the fixed-wing multi-axis rotor aircraft configuration is formed by stowing the multi-axis rotor assembly 700.

Therefore, in order to realize the dynamic reconfigurable design in the present embodiment, the vehicle body 100 in the present embodiment is symmetrically provided with rotor wing receiving compartments, and the openings are provided in the side walls; multi-axis rotor assembly 700 includes at least one set of multi-axis rotor systems. The multi-axis rotor system can be installed at a rotor storage position (for example, in a rotor storage cabin or only collecting and storing the rotor at a position close to a vehicle body, and if the rotor storage cabin is mentioned later, generally, the general fingers can store the rotor in the rotor storage cabin or collect the rotor at a position close to the vehicle body, and in the same working state, the multi-axis rotor system can be opened in the rotor storage cabin or opened at a collecting position), and when the hovercar runs on a road or takes off and lands on a runway or flies flatly in the air, the multi-axis rotor system can be collected into the rotor storage cabin from an opening or the multi-axis rotor is in a storage state, and the opening of the side wall of the vehicle body 100 is closed; when the vertical take-off and landing is selected, the opening of the side wall of the vehicle body 100 is triggered to be opened, and the rotor storage cabin is extended from the opening or the multi-axis rotor is in the working position. In one embodiment, when the flying car is determined to be in a multi-axis rotary wing aircraft configuration and is traveling as a road vehicle, or when the flying car is determined to be flying flat in the air from a rotary wing multi-axis rotary wing aircraft configuration or a fixed wing multi-axis rotary wing aircraft configuration, the multi-axis rotary wing system is retracted into the rotor stowage compartment from the opening or the multi-axis rotary wing is in the stowed state, and closes the sidewall opening of the body 100; when the flying automobile is determined to be in a multi-axis rotor aircraft configuration or a self-rotary-wing multi-axis rotor aircraft configuration or a fixed-wing multi-axis rotor aircraft configuration for vertical take-off and landing, the side wall opening of the vehicle body main body 100 is controlled to be opened, and the multi-axis rotor system extends out of the rotor storage cabin from the opening or the multi-axis rotor is in a working position.

In one embodiment, a rotor wing receiving door 740 is disposed at an opening of a sidewall of the body 100, and the rotor wing receiving door 740 is controlled to be opened during vertical take-off and landing and closed during air level flight, runway take-off and landing, or road driving. The storage compartment door in this embodiment may be, but is not limited to, an electronic opening and closing door or an electronic moving door.

In one embodiment, the body 100 includes a vehicle base having a cabin for seating. In the embodiment, the number of the seats is reduced according to the use requirement of the aircraft, for example, the number of the seats is reduced according to the number of passengers, so that the use space of the cabin is reasonably adjusted.

When the multi-axis rotor assembly 700 is not needed in some statically reconfigured configurations of the flying automobile, and to expand the accommodation space within the body 100, the rotor receiving bay may be changed to a main bay space within the body 100. Further, the connection mechanism includes a rotor housing compartment, and the housing space in the vehicle body 100 is enlarged by removing the rotor housing compartment.

To further explain the structure of the multiple-axis rotor system, first, the multiple-axis rotor systems in the present embodiment are symmetrically provided on both sides of the body 100 of the hovercar, and one set of multiple-axis rotor systems represents a pair of multiple-axis rotor systems provided on both sides of the body 100.

The multi-axis rotor system comprises a rotor arm 731 and a rotor component 732, wherein one end of the rotor arm 731 is arranged in the rotor containing cabin in a rotating mode, and the other end of the rotor arm 731 is fixedly provided with the rotor component 732; rotor drive mechanism 720 includes a first rotor drive mechanism 720 and a second rotor drive mechanism 720, with rotor arm 731 being driven by first rotor drive mechanism 720 to extend out of or retract into the rotor receiving bay, and rotor member 732 being driven by second rotor drive mechanism 720 to rotate at the end of rotor arm 731 to provide lift.

The rotor arm 731 may be designed to have a fixed length, or may be a telescopic or foldable rotor arm 731.

When a fixed length is used, it is understood that the length of the pod is greater than the length of the rotor arms 731, and when two rotor arms 731 are disposed in the pod on the same side, the sequence of retraction or extension of the rotor arms 731 into or out of the pod needs to be considered. When the rotor arm 731 adopts the retractable or foldable rotor arm 731, two rotor arms 731 in the same rotor storage compartment can be retracted or extended synchronously, for example, when the rotor arm 731 adopts the retractable rotor arm 731, the two rotor arms 731 extend out of the rotor storage compartment in a retracted state and then extend and expand, and when the OB is retracted into the rotor storage compartment, the OB is retracted first and then screwed into the rotor storage compartment; for example, when the rotor arm 731 adopts the foldable rotor arm 731, the folded state extends out of the rotor storage compartment, and then the foldable rotor arm is unfolded and extended, and when the foldable rotor arm 731 is retracted into the rotor storage compartment, the foldable rotor arm is firstly folded and then is screwed into the rotor storage compartment.

In order to control the stability of the center of gravity of the flying vehicle, in this embodiment, the center position between each group of multi-axis rotor systems is adaptively adjusted according to the center of gravity of the flying vehicle, for example, the center position between each group of multi-axis rotor systems is shifted forward after the control rotor arms 731 extend out of the rotor storage compartment. When there are multiple multi-axis rotor systems in each rotor pod, then the position of the center position average needs to be averaged over multiple sets of multi-axis rotor systems, and the center position average is controlled by adaptively adjusting the angle between multi-axis rotor arms 731 in the same rotor pod. ,

the rotors in the multi-axis rotor system of the present embodiment may be, but are not limited to, eight rotors. The multi-axis rotor wing in the embodiment can bring the aerocar to carry out low-speed short-distance flight motion.

Further, the flying automobile in the embodiment is a light-weight sport type manned aircraft, the flying height of the flying automobile is generally below 2000m, and therefore the hyperbaric oxygen chamber can not be considered. Further, since the flying car has a slow take-off and landing speed in the vertical take-off and landing mode, the vertical take-off and landing operation is not affected even if the rotor wing storage door 740 is opened, and in the air level flight mode or the road traveling mode, the multi-axis rotor system is stored in the rotor wing storage compartment, and the pneumatic efficiency of flight/traveling is improved by closing the rotor wing storage door 740.

EXAMPLE III

Based on the reconfigurable hovercar provided in the first embodiment, the first static reconfiguration configuration is explained in the first embodiment. Referring to fig. 3, the present embodiment provides a road car configuration in a reconfigurable hovercar.

When the aerocar is statically reconstructed into a road car configuration, the landing gear assembly 200 is fixedly arranged below the car body 100; after the main control module 110 determines that the aerocar is statically reconfigured to be the road car configuration, the control instruction of the main control module 110 is received through the rise-fall control module 210, and the rise-fall driving mechanism 220 is controlled to operate, so that the aerocar is controlled to run on the road as the road car configuration. .

It can be understood that the road surface automobile configuration in the embodiment is the most basic reconstruction configuration of the flying automobile, is equivalent to a bare airplane of the flying automobile, and can be directly used as the road surface automobile when the flying mode cannot be executed.

Example four

Based on the reconfigurable hovercar provided in the first embodiment and the second embodiment, the second static reconfiguration configuration is explained in the present embodiment. Referring to fig. 4-5, the present embodiment provides a multi-axis rotorcraft configuration in a reconfigurable hovercar.

When the static reconfiguration of the aerocar is the configuration of the multi-axis rotor craft, the lower part of the car body 100 is fixedly provided with the landing gear component 200, and the two symmetrical sides of the car body 100 are also provided with the multi-axis rotor components 700 in a detachable mode so as to realize the static reconfiguration of the multi-axis rotor craft;

after the main control module 110 determines that the aerocar is statically reconstructed into a multi-axis rotor craft configuration, the rotor control module 710 receives a control instruction of the main control module 110 and controls the rotor driving mechanism 720 to operate so as to control the aerocar to vertically take off and land or fly in a short distance in the air as the multi-axis rotor craft configuration; and the number of the first and second groups,

control rotor actuating mechanism 720 through rotor control module 710 and close to and control multiaxis rotor system and receive in the rotor and accomodate the cabin, go on the road surface for road surface car configuration from the dynamic reconfiguration of multiaxis rotor craft configuration with control hovercar.

Further, when the configuration of the multi-axis rotor aircraft is dynamically reconfigured into the configuration of a road vehicle, the traffic rules of the road vehicle need to be followed, for example, the width of the hovercar meets the width requirement of the existing road vehicle traffic guide line, in this embodiment, the multi-axis rotor system is stored in the rotor storage cabin, so that the aesthetic appearance of the vehicle is met when the configuration of the road vehicle is dynamically reconfigured, the structure is compact and stable, the implementation is easy, the excessive road space cannot be occupied, the structural design is reasonable, and the spatial layout in the vehicle body 100 is not influenced.

It can be understood that the configuration of the multi-axis rotor craft in the embodiment is the basic reconfiguration configuration of the multi-axis rotor craft in the flying automobile, and vertical take-off and landing as well as short-distance flight can be realized. When the multi-axis rotor aircraft structure needs to run on the road, the multi-axis rotor components 700 are directly retracted into the body main body 100 without physical disassembly, so that the road automobile structure can be dynamically formed, and one of dynamic reconfigurable designs of the flying automobile is realized. That is, the multi-axis rotorcraft configuration based on the static reconfiguration in example four can be dynamically reconfigured into the road car configuration in example three.

EXAMPLE five

Based on the reconfigurable hovercar provided in the first embodiment, a third static reconfiguration configuration is described in the first embodiment. Referring to fig. 6, the present embodiment provides a configuration of a spinning wing aircraft in a reconfigurable hovercar.

When the aerocar is statically reconstructed into a self-rotor aircraft configuration, the wing assembly comprises a self-rotor member 430, the self-rotor member 430 is connected to an output shaft of the wing driving mechanism 420, and the wing driving mechanism 420 is controlled to operate through the wing control module 410, so that the self-rotor member 430 is prerotated, for example, when the self-rotor aircraft configuration is on a runway, the lift force generated by the rotation of the self-rotor member 430 in the windward direction is increased slowly, and the aerocar can take off only by the longer runway. In this case, the self-rotor member 430 is usually pre-driven to rotate in advance, and then the runway runs with acceleration, so that the rotor member 430 rotates with acceleration against the wind to bring about lift increase, and takes off in a shorter runway.

The static reconfiguration is a self-rotary wing aircraft configuration by detachably mounting a propulsion assembly 500, a tail assembly 600, a self-rotary wing member 430 and a wing driving mechanism 420 on the rear part of the body 100, besides the landing gear assembly 200, below the body 100;

after the main control module 110 determines that the flying car is statically reconfigured into a self-rotary wing aircraft configuration, the propulsion control module 510 receives a control instruction of the main control module 110, controls the propulsion driving mechanism 520 to move so that the propulsion assembly 500 generates thrust to drive the landing gear assembly 200 to rapidly travel along the runway, and enables the self-rotary wing member 430 to generate lift force after rotating with the wind when the flying car rapidly advances along the runway, and drives the flying car to lift off and fly in the air, so that the flying car achieves the purposes of taking off and landing the runway and controlling the flight.

EXAMPLE six

A fourth static reconfiguration configuration is described in this embodiment based on a reconfigurable hovercar provided in the first embodiment. Referring to fig. 7, the present embodiment provides a fixed-wing aircraft configuration in a reconfigurable hovercar.

When the flying vehicle is statically reconfigured into a fixed-wing aircraft configuration, the wing assembly includes a fixed-wing member 440; the fixed wing member 440 is provided with a flap and an aileron, the flap and the aileron are connected to an output shaft of the wing driving mechanism 420, and after the wing driving mechanism 420 is controlled to operate by the wing control module 410, the lift force of the fixed wing member is adjusted by driving the flap or the flight direction is adjusted by driving the aileron. The specific structure of the fixed wing member 440, the specific positions of the flap and the aileron, and the operation principle are not limited in this embodiment. Further, in addition to the landing gear assembly 200 being fixed below the vehicle body 100, the rear portion of the vehicle body 100 is also statically reconfigured into a fixed wing aircraft configuration by detachably mounting the propulsion assembly 500, the tail assembly 600, and the fixed wing member 440.

After the main control module 110 determines that the hovercar is statically reconfigured into a fixed-wing aircraft configuration, the propulsion control module 510 receives a control instruction of the main control module 110, controls the propulsion driving mechanism 520 to move so that the propulsion assembly 500 generates thrust, drives the landing gear assembly 200 to rapidly travel along the runway, and enables the fixed-wing members 440 to generate lift force when the hovercar rapidly advances along the runway, so as to drive the hovercar to lift off, and enables the hovercar to continue flying in the air under the thrust of the propulsion assembly 500.

In one embodiment, referring to fig. 8-9, the propulsion assembly 500 employs a ducted fan array 511, the ducted fan array 511 is configured on the fixed wing members 440 in a static reconfiguration manner, the number of arrays of ducted fans is adjusted according to the payload, and the ducted fan array 511 is tilted 90 ° relative to the fixed wing members 440, as shown in fig. 8, so as to provide a propulsion force in a vertical direction relative to the body of the vehicle during vertical takeoff, and as shown in fig. 9, provide a pulling force or a propulsion force in a horizontal direction relative to the front and rear of the body of the vehicle during horizontal takeoff. Further, when the ducted fan arrays 511 are statically reconfigured on the fixed wing members, the ducted fan arrays 511 are also configured on the tail members, and the number of the ducted fan arrays is designed according to the size of the tail members.

EXAMPLE seven

Based on the reconfigurable hovercar provided in the first embodiment, a fifth static reconfiguration configuration is described in the first embodiment. The present embodiments provide a configuration of a self-reconfigurable flying automobile, a multi-axis rotorcraft with spinning wings. In terms of appearance, this embodiment corresponds to a combination of the fourth embodiment and the fifth embodiment.

When the static reconfiguration of the flying automobile is the configuration of the self-rotor multi-shaft rotor aircraft, a landing gear assembly 200 is fixedly arranged below the automobile body 100, a propelling assembly 500, a tail wing assembly 600, a self-rotor member 430 and a wing driving mechanism 420 are detachably arranged behind the automobile body 100, and the static reconfiguration is the configuration of the self-rotor multi-shaft rotor aircraft by detachably arranging multi-shaft rotor assemblies 700 on two symmetrical sides of the automobile body 100;

after the main control module 110 determines that the aerocar is statically reconstructed into a self-rotor multi-axis rotor aircraft configuration, the rotor control module 710 receives a control instruction of the main control module 110, controls the rotor driving mechanism 720 to operate to control the aerocar to vertically take off and land, receives the control instruction of the main control module 110 through the propulsion control module 510, controls the propulsion driving mechanism 520 to move so that the aerocar moves forward in the vertical take off and land process after the propulsion assembly 500 generates thrust, and simultaneously enables the self-rotor member 430 to rotate with the wind and generate lift force when the aerocar rapidly moves forward, so that the aerocar reaches a preset height, the rotor driving mechanism 720 is controlled to stop, the lift force is provided by the rotation of the self-rotor member 430, and the aerocar moves forward in the air under the thrust of the propulsion assembly 500; and (c) a second step of,

control rotor actuating mechanism 720 through rotor control module 710 and close to and control multiaxis rotor system and take in rotor containing compartment to control hovercar from the dynamic reconfiguration of autogyro multiaxis rotor aircraft configuration for autogyro aircraft configuration, in order to carry out the level and fly in the air.

Example eight

Based on the reconfigurable hovercar provided in the first embodiment, a sixth static reconfiguration configuration is described in the first embodiment. Referring to fig. 10, the present embodiment provides a fixed-wing multi-axis rotary-wing aircraft configuration in a reconfigurable flying automobile. In terms of appearance, this embodiment corresponds to a combination of the fourth embodiment and the sixth embodiment.

When the static reconfiguration of the flying automobile is the configuration of the fixed-wing multi-axis rotor craft, the landing gear assembly 200 is fixedly arranged below the automobile body 100, the propelling assembly 500, the empennage assembly 600 and the fixed-wing member 440 are detachably arranged behind the automobile body 100, the multi-axis rotor assemblies 700 are detachably arranged on the two symmetrical sides of the automobile body 100, or the multi-axis rotor assemblies are symmetrically and detachably arranged on the fixed-wing member, and the static reconfiguration is the configuration of the fixed-wing multi-axis rotor craft.

After the main control module 110 determines that the static reconfiguration of the hovercar is a fixed-wing multi-axis rotorcraft configuration, the rotor control module 710 receives a control instruction of the main control module 110, controls the rotor driving mechanism 720 to operate, so as to control the hovercar to vertically take off and land, and the propulsion control module 510 receives the control instruction of the main control module 110, controls the propulsion driving mechanism 520 to move, so that the hovercar moves forward in the vertical take off and land process after the propulsion assembly 500 generates thrust, and simultaneously, the fixed-wing member 440 generates lift force when the hovercar rapidly moves forward and rises, so that after the hovercar reaches a preset height, the rotor driving mechanism 720 is controlled to stop, so that the hovercar moves forward in the air under the thrust of the propulsion assembly 500;

when multiaxis rotor subassembly sets up on automobile body main part, close through rotor control module 710 control rotor actuating mechanism 720 to and control multiaxis rotor system and receive in rotor containing cabin, be the fixed wing aircraft configuration from the dynamic reconfiguration of fixed wing multiaxis rotor aircraft configuration, in order to carry out aerial level and fly.

The rotor drive mechanism is controlled to close by the rotor control module when the multi-axis rotor assembly is disposed on the fixed-wing member.

It can be seen that two design solutions of the multi-axis rotor assembly are provided for the configuration of the fixed-wing multi-axis rotor aircraft in the present embodiment, one is to symmetrically install the multi-axis rotor assembly on both sides of the vehicle body main body, and the other is to symmetrically install the multi-axis rotor assembly on the fixed-wing member, at this time, the multi-axis rotor assembly in the present embodiment may adopt tilt rotors. It is further added that, with respect to the design of the propulsion assembly, the propulsion assembly may be statically reconfigured on the fixed-wing member when the flying vehicle is statically reconfigured in a fixed-wing aircraft configuration or a fixed-wing multi-axis rotary-wing aircraft configuration.

Of course, when the propulsion assembly 500 is disposed on the fixed wing member 440, the propulsion driving mechanism 520 is preferably designed to be power-consuming in consideration of the load of the fixed wing member 440 and the center of gravity of the whole hovercar, when the propulsion assembly 500 is disposed on the tail support frame 310, the propulsion driving mechanism 520 may be designed to be power-consuming or power-consuming, and the propulsion assemblies may be disposed on the fixed wing member 440 and the tail support frame 310 at the same time, so that the energy supply requirements of the propulsion assemblies 500 at different installation positions can be selected according to actual conditions.

To further illustrate, when the propulsion assembly is statically reconfigurable on the fixed-wing structure 440, in one embodiment, the propulsion assembly employs an electric tilt rotor, which provides lift in a horizontal position when the flying vehicle is vertically raised and lowered, and provides forward pull or thrust when the rotor is tilted 90 ° during flat flight. In another embodiment, the fixed wing component adopts an electric tilting fixed wing, when the flying car vertically goes up and down, the electric tilting fixed wing drives the propelling component to provide lift force at a vertical position, and when the flying car horizontally goes, after the electric tilting fixed wing tilts by 90 degrees, the propelling component on the electric tilting fixed wing provides forward pull force or thrust force.

Example nine

The embodiment of the application is based on one scheme in the eighth embodiment, when the aerocar is statically reconstructed into a fixed-wing multi-shaft rotor aircraft structure and the multi-shaft rotor assembly is arranged on the car body, the fixed-wing member is movably connected with the car body, when the aerocar is controlled to vertically take off and land or run on the ground, the fixed-wing member is controlled to be folded relative to the car body, and after the aerocar reaches a preset height, the fixed-wing member is controlled to reach a preset state when the aerocar is in level flight. Wherein the fixed wing member is downward or rearward 90 degrees with respect to the vehicle body, or the fixed wing member is folded and contracted with respect to the vehicle body. Further, when the fixed wing component is movably connected with the vehicle body, the fixed wing component comprises a wing root connected with the vehicle body, the wing root is used as an axis to tilt 90 degrees to complete folding, and after the flying vehicle reaches a preset height, the fixed wing component is controlled to return to a flat flying state. It is known that, in controlling the vertical take-off and landing of an aerocar, the upward lift is increased by tilting the fixed-wing member by 90 ° so as to be perpendicular to the ground, and, in switching to the flat flight, the pulling force in the flat flight is increased after extending the fixed-wing member so as to be parallel to the ground.

Further, the foldable fixed wing member provided in this embodiment may be folded in multiple sections, or may be folded in a single section, when the fixed wing member is folded in a single section, in a vertical takeoff phase, the fixed wing member may be perpendicular to the ground, and after reaching a predetermined height in the air, the fixed wing member may rotate to a parallel angle with the ground, and the fixed wing member may have a propulsion system thereon.

Example ten

Based on different reconfiguration configurations of the hovercar given in the second to ninth embodiments, referring to fig. 11, the present embodiment also needs to provide corresponding energy supply schemes for different configurations.

Based on the reconfigurable hovercar provided in the first embodiment, the hovercar in the first embodiment is further provided with an energy supply assembly 800, and the separated modular avionics control system is provided with an energy control module 810.

The energy supply assembly 800 at least comprises a first energy supply device 820 fixedly arranged on the vehicle body main body 100, a second energy supply device 830 and a third energy supply device 840 detachably arranged at the rear part of the vehicle body main body 100 through a connecting mechanism, and an energy control module 810 is respectively in signal connection with the first energy supply device 820, the second energy supply device 830 and the third energy supply device 840, controls the third energy supply device 840 to provide kinetic energy for the propulsion driving mechanism 520, controls the first energy supply device 820 to provide electric energy for all electric equipment of the flying vehicle, and controls the second energy supply device 830 to provide electric energy for the corresponding electric equipment when the electric quantity of the first energy supply device 820 is lower than a preset electric quantity value.

To explain further, when the third energy supply device 840 is a power supply device, such as a battery, a lithium battery, or a rechargeable battery, the kinetic energy is converted from electric energy to provide kinetic energy for the propulsion driving mechanism; when the third energy supply device 840 is a fuel supply device, the fuel is converted into mechanical kinetic energy to provide kinetic energy for the propulsion drive mechanism; when the third energy supply device 840 uses a hydrogen fuel supply device, the energy is converted into kinetic energy, thereby supplying kinetic energy to the propulsion drive mechanism. In one embodiment, the first energy supply device 820 is mounted on the lower inner side of the vehicle body 100, and the first energy supply device 820 radiates heat through the heat radiation window 111.

To further illustrate, when the flying vehicle is statically reconfigured to a road vehicle configuration and only uses electric energy, it is understood that the power supply assembly 800 of the present embodiment may include only the first power supply 820, and the first power supply 820 supplies power to the landing gear drive 220, and of course, when extended range is required, the power supply assembly 800 may include a battery backup device in addition to the first power supply 820. Of course, if the flying car is statically reconstructed into a road car configuration and needs to convert fuel oil/hydrogen fuel/electric energy into kinetic energy, it can be understood that the energy supply assembly 800 further includes a third energy supply device 840; at the moment, the road automobile configuration may adopt pure hydrogen fuel supply, pure electric supply, pure fuel supply or energy mixed supply. After the energy control module 810 in this embodiment is in signal connection with the first energy supply device 820, the third energy supply device 840 and the second energy supply device 830, on one hand, a control instruction signal is sent to control the corresponding energy supply component 800 to start, and on the other hand, the control instruction signal is used for monitoring, and the supply quantities of the current electric quantity, fuel oil and hydrogen fuel are obtained in real time, so that the travelable distance is calculated, and a travel plan is made in advance.

When the flying automobile is statically reconfigured into a multi-axis rotary wing aircraft configuration, electric energy is used, the energy supply assembly 800 comprises a first energy supply device 820 and a second energy supply device 830, the first energy supply device 820 supplies power to the rotor driving mechanism 720 of the multi-axis rotary wing assembly 700, and the purpose of increasing the range of the multi-axis rotary wing aircraft configuration in the flying process is achieved through the power supply of the second energy supply device 830.

When the flying vehicle is in a self-rotary wing aircraft configuration or a fixed wing aircraft configuration or a self-rotary wing multi-axis rotary wing aircraft configuration or a fixed wing multi-axis rotary wing aircraft configuration, inevitably, the flying vehicle is applied to the propulsion assembly 500 during the advancing process, and the propulsion assembly 500 is used for accelerating the advancing of the flying vehicle, so that the energy consumption is large, the third energy supply device 840 is preferably used for providing kinetic energy, and the first energy supply device 820 can be directly used, but the flight distance is influenced by the large energy consumption, and the third energy supply device 840 is preferably used for providing kinetic energy for the propulsion driving mechanism 520 in the embodiment. In addition, when the amount of electricity of the first energy supply device 820 is insufficient, the second energy supply device 830 is preferably used to supply electricity to the corresponding electric equipment, so as to increase the range.

The static reconfiguration configurations of the various hovercar presented in this embodiment are preferably purely power-supplying.

EXAMPLE eleven

Based on the reconfigurable hovercar provided in the first embodiment, the connection member in the first embodiment includes the tail accessory support frame 310, and the tail accessory support frame 310 is detachably mounted behind the body main body 100, so as to detachably mount the wing assembly, the propulsion assembly 500, the tail assembly 600, the third energy supply device 840 and the second energy supply device 830.

Further, the machine tail part support frame 310 is connected to the rear of the vehicle body 100 by a mortise and tenon structure. Further, a fixed dovetail groove is formed on the tail accessory support frame 310, and a matched dovetail protrusion is arranged behind the vehicle body main body 100 and is slidably mounted in the fixed dovetail groove through the dovetail protrusion, so that the tail accessory support frame 310 achieves the purpose of fixed mounting. Of course, in this embodiment, in order to facilitate the installation of the tail accessory support bracket 310, a dovetail fine adjustment gap is further provided on the fixed dovetail groove.

Of course, the connection mode between the machine tail accessory support frame 310 and the vehicle body 100 is not limited to the mortise and tenon structure, and may be an insertion structure and a fastener connection, or an insertion structure and a mortise and tenon structure combined by matching fasteners, which is not further limited in comparison with this embodiment.

In one embodiment, when the flying vehicle is statically reconfigured into a fixed-wing aircraft configuration or a fixed-wing multi-axis rotorcraft configuration, the top of the tail fitting support frame 310 is provided with mounting holes through which the fixed-wing members 440 are mounted. That is, when the flying car is statically reconfigured into a fixed-wing aircraft configuration or a fixed-wing multi-axis rotorcraft configuration, the fixed-wing member 441 is statically reconfigured on the car body 100 by the tail accessory support frame 310, and the installation position of the fixed-wing member 440 is movably limited according to the installation hole at the top of the tail accessory support frame 310. For example, the stationary wing member 440 may move back and forth along the top mounting hole. It can be understood that when the top mounting hole of the aft fitting support bracket 310 is larger than the mounting size of the stationary wing member 440, the stationary wing member 440 can be slid into the mounting hole and then the connection can be reinforced by selecting a suitable position, and when the size of the mounting hole is just the mounting size of the stationary wing member 440, the connection can be reinforced by the fastening member directly after the stationary wing member 440 is inserted into the top mounting hole, regardless of the mounting position of the stationary wing member 440. The size of the mounting hole can be designed according to the allowance at the top of the tail accessory support bracket 310. In one embodiment, when the flying vehicle is statically reconfigured into either a autogyro configuration or a autogyro multi-axis rotorcraft configuration, wing drive mechanism 420 is mounted on tail fitting support frame 310 and its output shaft is connected to autogyro member 430 with autogyro member 430 mounted on top of tail fitting support frame 310.

In one embodiment, when the flying vehicle is statically reconfigured into a autogyro configuration, a fixed-wing aircraft configuration, a autogyro multi-axis rotorcraft configuration, or a fixed-wing multi-axis rotorcraft configuration, aft mounting support frame 310 removably mounts propulsion assembly 500, propulsion assembly 500 includes a propulsion drive mechanism 520 and a propulsion paddle, and the propulsion paddle is coupled to an output shaft of propulsion drive mechanism 520 and extends out of the aft mounting support frame 310. Referring to fig. 12, a mounting structure of the tail mounted support frame with self-rotor and propulsion assembly is shown.

In one embodiment, the second energy supply device 830 is installed through the rear accessory support bracket 310 to extend the range of the hovercar when the hovercar is statically/dynamically reconfigured to a road car configuration. The hovercar provided by the embodiment is based on the separated modular avionics control system, so that the normal operation of the hovercar is realized by adopting a modular reconfigurable design, and based on the modular reconfigurable avionics control system, data signals/electric signals are transmitted between statically reconfigured components through a data transmission structure.

Further, the machine tail accessory supporting frame 310 in this embodiment is provided with a signal transmission interface,

when the wing control module 410, the propulsion control module 510 and the empennage control module 610 are arranged on the empennage fitting support frame 310, the wing control module 410, the propulsion control module 510 and the empennage control module 610 are connected with the main control module 110 through signal transmission interfaces to receive corresponding control instructions;

when the wing control module 410, the propulsion control module 510, and the empennage control module 610 are disposed in the vehicle body 100, the wing control module 410, the propulsion control module 510, and the empennage control module 610 are connected to the main control module 110 through signals, and then connected to the driving mechanisms of the corresponding components through signal transmission interfaces.

The tail accessory support frame 310 in this embodiment is further provided with a power interface, and the power interface transmits the electric energy transmitted by the first energy supply device 820 to the wing assembly, the propulsion assembly 500 and the tail assembly 600.

Referring to fig. 13, in order to ensure that the hovercar is safer and more reliable during operation, the reconfigurable hovercar in this embodiment is implemented based on the configuration of the split modular avionic control system, in this embodiment, the split modular avionic control system is further configured with at least one slave control module 120, and the slave control module 120 is configured to be in signal connection with the master control module 110, the wing control module 410, the propulsion control module 510, the empennage control module 610, the rotor control module 710, the landing control module 210, and the energy control module 810, monitor the operation state of the master control module 110, and take over and drive the hovercar to continue to fly safely instead of the master control module 110 when the master control module 110 fails. When the separate modular avionics control system is configured with a plurality of slave control modules 120, when the master control module 110 fails, one of the slave control modules 120 is selected to take over the master control module 110 through competition of the slave control modules 120.

Wherein the installation is adaptive according to the reconstructed configuration of the hovercar in the present embodiment with respect to the installation location of the slave control module 120. When the flying car is statically reconstructed into a self-rotor aircraft configuration, a fixed-wing aircraft configuration, a self-rotor multi-axis rotor aircraft configuration or a fixed-wing multi-axis rotor aircraft configuration, one of the slave control modules 120 is mounted on the tail part support frame 310; when the flying vehicle is statically reconstructed into a road vehicle configuration or a multi-axis rotary wing aircraft configuration, the slave control module 120 is installed in the vehicle body main body. It is understood that the slave control module 120 in the present embodiment may be adjusted according to actual situations.

EXAMPLE twelve

Based on the reconfigurable hovercar provided in the first embodiment,

the landing gear assembly 200 in this embodiment also includes a front wheel set and a rear wheel set,

the front wheel set is arranged in front of the vehicle body 100 or symmetrically arranged on the lower edge of the front side wall of the vehicle body 100; the rear wheel set is symmetrically disposed on the rear or rear sidewall lower edge of the vehicle body 100 so as to serve as a landing gear at the time of vertical take-off and landing or runway take-off and landing.

The lift driving mechanism 220 in this embodiment includes a plurality of necessary devices for vehicle driving, including a brake steering mechanism and a wheel motor. Therefore, after the flying automobile is disassembled or the air flying assembly is stored, the basic components of the road automobile can be realized.

In one embodiment, the diameter of the wheels in the front set of wheels is smaller than the diameter of the wheels in the rear set of wheels.

EXAMPLE thirteen

According to a reconfigurable hovercar provided in the first embodiment, the tail assembly 600 further comprises a tail member and a tail boom member.

When the flying car belongs to a self-rotary wing aircraft configuration or a fixed wing aircraft configuration or a self-rotary wing multi-axis rotary wing aircraft configuration or a fixed wing multi-axis rotary wing aircraft configuration, one end of the tail boom is fixed on the tail fitting support frame 310, the tail wing member is slidably mounted on the tail boom through the tail wing driving mechanism 620, and the distance between the tail wing member and the tail fitting support frame 310 is adaptively adjusted according to the gravity center of the flying car.

It should be further noted that the reconfigurable aircraft in this embodiment may have 2-7 seats or more, and in order to reduce weight, the vehicle body 100 is mainly made of carbon fiber composite materials, such as carbon fiber and glass fiber. The carbon fiber composite material makes the vehicle body 100 lighter, so that the application consumes less energy.

In this example, 2 seats are exemplified.

For example, in the road traveling mode, about 102kg of the vehicle body 100 (the trunk door 7kg, the vehicle body 70kg, the reinforcement 25 kg), about 164kg of the multi-axis rotor system (the motors 40kg, 16kg, the bracket 60kg, and the rotor 48 kg), about 110kg of the road traveling module (about 40kg of the wheel, about 20kg of the brake steering mechanism, about 40kg of the motor, and about 10kg of the reinforcement member), about 80kg of the energy device, about 30kg of the control device including the meter main unit, about 8kg of the seat, about 206kg of the nuclear load and the baggage can be calculated, and the maximum takeoff weight of 700kg in the road traveling mode can be calculated.

To explain further, in the fixed-wing aircraft, the air-flight components related to the fixed-wing flight, such as the engine system 84kg, the energy system 55kg, the fixed wing 70k, and the tail assembly (tail member, tail boom member, and tail driver) 30kg, are added, so that the added significant total is 239kg, and the overall weight of the fixed-wing aircraft is about 939kg.

Further, 164kg is removed from the multi-axis rotor system, 70kg is removed from the battery system (10 kg is left for avionics) and 70kg is removed from the battery system, and 700kg is removed from the luggage compartment by 5kg of the maximum takeoff weight, so that the requirements of the light sports aircraft in the national civil aviation administration are met.

Based on the uncertainty of the static/dynamic reconfiguration of the hovercar in this embodiment, the movable tail wing design and the position-adjustable rotor wing design are adopted in this embodiment, so that the center of the hovercar can be adjusted under the control of the main control module 110 regardless of any reconfiguration.

Further, the tail driving mechanism 620 employs an electric gear box, and the sliding position of the tail member on the tail beam member is controlled by the electric gear box. When the payload of the flight vehicle is small (for example, two persons are seated), the tail wing member slides forward under the drive of the electric gear box, and when the payload of the flight vehicle is large (for example, four persons are seated), the tail wing member slides backward under the drive of the electric gear box. In addition, the tail beam component in the embodiment is provided with a plurality of preset fixed positions according to the gravity center adjustment, and the tail wing component is adjusted to the corresponding fixed positions through the electric gear box, so that the operation flow of adjustment is simplified. In addition, the motor of the electric gear box of the embodiment drives the gear to roll on the rack, and the gear is automatically locked after reaching a preset position, so that the gravity center of the whole aircraft is adjusted.

While preferred embodiments of the present invention have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all such alterations and modifications as fall within the scope of the invention.

It will be apparent to those skilled in the art that various changes and modifications may be made in the present invention without departing from the spirit and scope of the invention. Thus, if such modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention is also intended to include such modifications and variations.

Claims

1. A reconfigurable hovercar, comprising:

a separate modular avionics control system;

the reconfigurable hovercar assembly is provided with a hovercar body, a landing gear assembly, a connecting mechanism, a wing assembly, a propulsion assembly, a tail wing assembly and a multi-shaft rotor assembly; the body main body is detachably connected with the wing assembly, the propulsion assembly, the empennage assembly and the multi-axis rotor assembly through the connecting mechanism to form different reconfiguration configurations of the flying automobile, and after the static reconfiguration configuration of the flying automobile is determined through the separated modular avionic control system, dynamic reconfiguration is selected to control the flying automobile to switch different reconfiguration configurations during operation, so that the flying automobile can select different reconfiguration configurations of the flying automobile to operate in different scenes.

2. The reconfigurable flying car of claim 1, further comprising an attitude sensor coupled to the separate modular avionic control system for generating attitude data for the flying car so that the separate modular avionic control system, upon receiving the attitude data, controls at least one power output of the flying car including rotor arm angle output, rotor speed, and control surface angle output to achieve balance control of the flying car in different configurations.

3. The reconfigurable hovercar of claim 2, wherein the separate modular avionic control system determines a static reconfiguration configuration of the hovercar and a dynamic reconfiguration configuration that the hovercar can perform and a debugging range of a body center of gravity of a state corresponding to the hovercar.

4. The reconfigurable hovercar of claim 1,

the separated modular avionic control system is provided with a main control module, a wing control module, a propulsion control module, an empennage control module, a rotor wing control module and a rise-and-fall control module, wherein the wing control module, the propulsion control module, the empennage control module, the rotor wing control module and the rise-and-fall control module are in signal connection with the main control module;

the landing gear assembly comprises a landing gear driving mechanism which is in signal connection with the landing gear control module; the wing assembly comprises a wing driving mechanism which is in signal connection with the wing control module; the tail wing assembly comprises a tail wing driving mechanism which is in signal connection with the tail wing control module; the propelling assembly comprises a propelling driving mechanism which is connected with the propelling control module; the multi-axis rotor assembly comprises a rotor drive mechanism connected with the rotor control module; and after the static reconfiguration configuration of the aerocar is determined by the main control module, the aerocar is conveniently selected to be dynamically reconfigured to control the switching of different reconfiguration configurations when the aerocar runs.

5. The reconfigurable flying vehicle of claim 4, wherein the landing gear assembly is secured beneath the body in a static, arbitrarily reconfigured configuration of the flying vehicle.

6. The reconfigurable flying vehicle of claim 4, wherein the landing gear assembly is secured beneath the body when the flying vehicle is statically reconfigured to a road vehicle configuration; after the main control module determines that the static reconfiguration of the aerocar is the road car configuration, the control instruction of the main control module is received through the lifting control module, and the lifting driving mechanism is controlled to operate so as to control the aerocar to run on the road as the road car configuration.

7. The reconfigurable flying automobile of claim 4, wherein the body provides a multi-axis rotor assembly, the multi-axis rotor assembly including at least one set of multi-axis rotor systems;

the hovercar carries out the road surface when traveling, and the multiaxis rotor is in and accomodates the position hovercar carries out VTOL or uses the flight of multiaxis rotor system, and the multiaxis rotor is in operating position.

8. The reconfigurable flying automobile of claim 7, wherein upon static reconfiguration of the flying automobile to the multi-axis rotorcraft configuration, the body is secured beneath the landing gear assembly, and wherein symmetrical sides of the body are further statically reconfigured to the multi-axis rotorcraft configuration by removably mounting the multi-axis rotor assembly;

after the main control module determines that the aerocar is statically reconstructed into the configuration of the multi-axis rotorcraft, the rotor control module receives a control instruction of the main control module and controls the rotor driving mechanism to operate so as to control the aerocar to vertically take off and land or fly in a short distance in the air as the configuration of the multi-axis rotorcraft; and the number of the first and second groups,

through rotor control module control rotor actuating mechanism closes, and control multiaxis rotor system is received and is in the state of accomodating, in order to control hovercar follows multiaxis rotor aircraft configuration developments reconsitution is for the road surface car configuration carries out the road surface and travels.

9. The reconfigurable flying automobile of claim 8, wherein the wing assembly comprises a self-rotor member when the flying automobile is statically reconfigured into the self-rotor aircraft configuration, and the self-rotor member is connected to an output shaft of the wing driving mechanism, so that the self-rotor member is pre-rotated or adjusted in flight direction after the wing driving mechanism is controlled to operate by the wing control module;

the lower part of the vehicle body is fixedly arranged outside the landing gear component, and the rear part of the vehicle body is detachably provided with the propelling component, the empennage component, the self-rotary wing component and the wing driving mechanism to be statically reconstructed into the configuration of the self-rotary wing aircraft;

through main control module confirms the static reconfiguration of hovercar does after the autogyro aircraft configuration, through propulsion control module receives main control module's control command, control propulsion actuating mechanism moves so that after the propulsion subassembly produces thrust, drive undercarriage subassembly is gone along the runway fast, and makes from the rotor component when hovercar advances fast along the runway, produce lift after the rotation of following the wind, and drive hovercar lifts off and flies in the air, so that hovercar reaches the purpose that the runway lifted off and landed and control flight.

10. The reconfigurable hovercar of claim 4, wherein when the hovercar is statically reconfigured to the fixed-wing aircraft configuration, the wing assembly comprises a fixed-wing member having a flap and an aileron, the flap and the aileron are connected to an output shaft of the wing drive mechanism, and after the wing drive mechanism is controlled by the wing control module to operate, the lift of the fixed-wing member is adjusted by driving the flap or the flight direction is adjusted by driving the aileron;

the lower part of the vehicle body is fixedly arranged outside the landing gear assembly, and the rear part of the vehicle body is also provided with the propelling assembly, the tail wing assembly and the fixed wing member in a static reconfiguration mode to form a fixed wing aircraft structure through a detachable mode;

after the main control module determines that the static reconfiguration of the flying automobile is the fixed-wing aircraft configuration, the propulsion control module receives a control instruction of the main control module, controls the propulsion driving mechanism to move so that the propulsion assembly generates thrust, drives the undercarriage assembly to rapidly travel along the runway, and enables the fixed-wing member to generate lift force when the flying automobile rapidly advances along the runway so as to drive the flying automobile to lift off, and enables the flying automobile to continue flying in the air under the thrust of the propulsion assembly.

11. The reconfigurable flying car of claim 9, wherein the landing gear assembly is secured beneath the body when the flying car is statically reconfigured to the self-rotary wing multi-axis rotary wing aircraft configuration, the propulsion assembly, the tail assembly, the self-rotary wing member, and the wing drive mechanism being removably mounted to the rear of the body, and the multi-axis rotary wing assembly being removably mounted to the body on opposite sides of the body to statically reconfigure to the self-rotary wing multi-axis rotary wing aircraft configuration;

after the main control module determines that the aerocar is statically reconstructed into the self-rotor multi-axis rotor craft configuration, the main control module receives a control command of the main control module, the rotor wing driving mechanism is controlled to operate to control the aerocar to vertically take off and land, the propulsion control module receives the control command of the main control module, the propulsion driving mechanism is controlled to move so that the aerocar advances in the vertical taking off and land after the propulsion assembly generates thrust, and the self-rotor wing component rotates with wind and generates lift force when the aerocar rapidly advances, so that the aerocar reaches a preset height, the rotor wing driving mechanism is controlled to stop, the lift force is provided by the rotation of the self-rotor wing component, and the aerocar advances in the air under the thrust of the propulsion assembly; and (c) a second step of,

through rotor control module control rotor actuating mechanism closes, and control multiaxis rotor system is in the state of accomodating, in order to control hovercar follows from it is to spin wing multiaxis rotor aircraft configuration developments reconsitution is spin wing aircraft configuration to carry out aerial level and fly.

12. A reconfigurable flying automobile according to claim 10, wherein the landing gear assembly is secured beneath the body and the propulsion assembly, the tail assembly, and the fixed-wing structure are removably mounted behind the body when the flying automobile is statically reconfigured to the fixed-wing multi-axis rotary-wing aircraft configuration, the multi-axis rotary-wing assembly being removably mounted on symmetrical sides of the body or the multi-axis rotary-wing assembly being removably mounted on symmetrical sides of the fixed-wing structure;

after the main control module determines that the aerocar is statically reconstructed into the fixed-wing multi-axis rotorcraft configuration, the rotor control module receives a control command of the main control module, controls the rotor driving mechanism to operate so as to control the aerocar to vertically take off and land, and the propulsion control module receives the control command of the main control module, controls the propulsion driving mechanism to move so that the aerocar advances in the vertical taking off and land process after the propulsion assembly generates thrust, and simultaneously enables the fixed-wing component to generate lift force when the aerocar rapidly advances and ascends so that the aerocar reaches a preset height, the rotor driving mechanism is controlled to stop, and the aerocar advances in the air under the thrust of the propulsion assembly;

when the multi-axis rotor assembly is arranged on the vehicle body, the rotor driving mechanism is controlled to be closed through the rotor control module, and the multi-axis rotor system is controlled to be in a storage state, so that the flying vehicle is controlled to dynamically reconstruct from the configuration of the fixed-wing multi-axis rotor aircraft into the configuration of the fixed-wing aircraft, and the flying vehicle can fly horizontally in the air;

controlling the rotor drive mechanism to close via the rotor control module when the multi-axis rotor assembly is disposed on the fixed-wing member.

13. The reconfigurable flying vehicle of claim 12, wherein the fixed-wing members are movably coupled to the body when the flying vehicle is statically reconfigured to the fixed-wing multi-axis rotary-wing vehicle configuration and the multi-axis rotor assembly is disposed on the body, wherein the fixed-wing members are controlled to fold relative to the body when the flying vehicle is controlled to take off and land vertically or to travel on the ground, and wherein the fixed-wing members are controlled to reach a predetermined state when the flying vehicle is in level flight after a predetermined height.

14. The reconfigurable flying automobile of claim 7, wherein the multi-axis rotor system comprises a rotor arm and a rotor member, wherein one end of the rotor arm is screwed to the automobile body, and the other end of the rotor arm is fixedly provided with the rotor member;

the rotor driving mechanism comprises a first rotor driving mechanism and a second rotor driving mechanism, the first rotor driving mechanism drives the rotor arm to extend out or retract into the rotor accommodating position, and the second rotor driving mechanism drives the rotor member to rotate at the end part of the rotor arm so as to provide lift force.

15. A reconfigurable flying automobile according to claim 14, wherein the centre position between each set of multi-axis rotor systems and the angle between the plurality of rotor arms is adaptively adjusted according to the center of gravity of the flying automobile.

16. The reconfigurable flying automobile of claim 1, wherein the tail assembly further comprises a tail member and a tail boom,

when the flying automobile belongs to the self-rotary wing aircraft configuration or the fixed wing aircraft configuration or the self-rotary wing multi-axis rotary wing aircraft configuration or the fixed wing multi-axis rotary wing aircraft configuration, one end of the tail beam is fixed on the tail fitting support frame, the tail wing member is installed on the tail beam in a sliding mode through the tail wing driving mechanism, and the distance between the tail wing member and the tail fitting support frame is adjusted in an adaptive mode according to the gravity center of the flying automobile.

17. A reconfigurable flying automobile according to claim 12, wherein the propulsion assemblies are statically reconfigurable on the fixed-wing members when the flying automobile is statically reconfigured into either a fixed-wing aircraft configuration or a fixed-wing multi-axis rotary-wing aircraft configuration.

18. The reconfigurable flying vehicle of claim 17, wherein the propulsion assembly employs electrically-powered tiltrotors that provide lift in a horizontal position when the vehicle is vertically elevated and provide forward tension or thrust after 90 ° tilt during horizontal flight,

the fixed wing component adopts an electric tilting fixed wing, when the flying car vertically ascends and descends, the electric tilting fixed wing drives the propelling component to provide lift force at a vertical position, and when the flying car horizontally flies, after the electric tilting fixed wing tilts by 90 degrees, the propelling component on the electric tilting fixed wing provides forward pull force or thrust force;

the propulsion assembly adopts a ducted fan array, the ducted fan array is configured on the fixed wing members in a static reconfiguration mode, the number of the ducted fan arrays is adjusted according to the effective load, the ducted fan arrays can tilt 90 degrees relative to the fixed wing members so as to provide a driving force relative to the vertical direction of the vehicle body when taking off vertically, and provide a pulling force or a driving force relative to the front and back horizontal directions of the vehicle body when flying horizontally.

19. A reconfigurable flying automobile, comprising:

under the condition that the aerocar is in a pre-entry working state, the separated modular avionic control system detects the currently configured component of the reconfigurable aerocar component, determines the static reconfiguration configuration of the aerocar, and starts the control of the corresponding configuration; when the flying automobile works, selecting dynamic reconfiguration to control the flying automobile to switch different reconfiguration configurations when the flying automobile runs, so that the flying automobile can select different reconfiguration configurations of the flying automobile to run under different scenes.

20. A method of controlling a flying vehicle, comprising:

the method comprises the following steps of setting a reconfigurable hovercar assembly, and further setting at least one assembly of a body main body, a landing gear assembly, a connecting mechanism, a wing assembly, a propulsion assembly, an empennage assembly and a multi-axis rotor assembly, wherein the landing gear assembly, the connecting mechanism, the wing assembly, the propulsion assembly, the empennage assembly and the multi-axis rotor assembly are dynamically configured: the body is detachably connected with at least one of the wing assembly, the propulsion assembly, the empennage assembly and the multi-axis rotor assembly by the connecting mechanism so as to form different reconfiguration configurations of the flying automobile;

under the condition that the aerocar is in a pre-entry working state, the separated modular avionic control system detects the currently configured component of the reconfigurable aerocar component, determines the static reconfiguration configuration of the aerocar, and starts control of the corresponding configuration;