CN211468093U - Aircraft - Google Patents
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- CN211468093U CN211468093U CN201922121993.9U CN201922121993U CN211468093U CN 211468093 U CN211468093 U CN 211468093U CN 201922121993 U CN201922121993 U CN 201922121993U CN 211468093 U CN211468093 U CN 211468093U
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Abstract
The utility model relates to an intelligent transportation technical field, in particular to flight device. An aircraft, its technical scheme is: the aircraft is provided with a forced landing emergency system and a collapsing energy-absorbing structure; the forced landing emergency system adjusts the landing posture of the aircraft when the aircraft is forced to land, and the collapse energy absorption structure absorbs impact kinetic energy when the aircraft lands or is impacted by the outside. The utility model combines the passive safety facilities of the aircraft and the automobile, wherein the forced landing emergency system adjusts the landing attitude of the aircraft when the aircraft is forced to land, and the collapse energy-absorbing structure can be fully utilized to absorb the impact kinetic energy when the aircraft is forced to land; the collapse energy-absorbing structure can be used for resisting crash when the aircraft is in forced landing in the air and can also be used for preventing collision when the aircraft runs on the land, so that the dual functions and the multiplexing of passive safety facilities of passengers in the aircraft are realized.
Description
Technical Field
The utility model relates to an intelligent transportation technical field, in particular to flight device.
Background
The aerocar has the double functions of air flight and land driving. The length of the Transition flight vehicle released by the Jili holdings group of Zhejiang and the aircraft of Terrafugia in America is 6 meters, the width of the folded wing is 5.6 meters when the folded wing is opened, the folded wing is only 2 meters when the folded wing is folded, and the space in the aircraft only allows two adults (including a driver) to take. In terms of safety, the transit hovercar is equipped with an airbag, pretensioned safety belt, crash collapse and parachute system. In emergency, the parachute can be used for safely landing, but the flying automobile is not provided with an ejection device, passengers and drivers need to carry the parachute on the back to open the automobile door to jump out and then escape after the parachute is opened.
The selection of a machine-abandoning parachute on a flying automobile has great limitations: 1. the user needs specialized training, and accidents can be caused when the user can not open the umbrella correctly in emergency. 2. The height of the aircraft limits the feasibility of personnel parachuting, and the safe height of the parachuting cannot be achieved if the aircraft flies at low altitude. 3. The air flow generated by the duct influences the normal opening of the umbrella body.
In order to reduce the weight and facilitate taking off, the aerocar needs to be designed in a light weight mode, traditional passive safety facilities are simplified, and the weight is reduced. If the aerocar chooses to force to land, the control aircraft is difficult to fall to cause injury to personnel or damage to ground facilities based on the flying height and the driving speed, and the destructiveness is more serious than that of the traditional vehicle. The shock absorption and buffering effects of the traditional passive safety facilities cannot meet the safety requirements of the hovercar.
SUMMERY OF THE UTILITY MODEL
The utility model aims at: the aircraft is provided for ensuring the safety of passengers as much as possible when the flying automobile is forced to land.
The technical scheme of the utility model is that: an aircraft is provided with a forced landing emergency system and a collapse energy absorption structure; the forced landing emergency system adjusts the landing posture of the aircraft when the aircraft is forced to land, and the collapse energy absorption structure absorbs impact kinetic energy when the aircraft lands or is impacted by the outside. The collapse energy-absorbing structure can be used for resisting crash when the aircraft is in forced landing in the air and can also be used for preventing collision when the aircraft runs on the land, so that the dual functions and the multiplexing of passive safety facilities of passengers in the aircraft are realized.
On the basis of the above scheme, further, the aircraft at least comprises: a cabin unit; the forced landing emergency system and the crumpling energy absorption structure are both arranged on the cabin unit; the cabin unit is divided into in the front-rear direction: a cabin head section, a manned section and a cabin tail section; the structural strength of the manned section is stronger than that of the cabin head section and the cabin tail section. When emergency forced landing is carried out, the posture of the cabin unit is adjusted by the forced landing emergency system, the cabin head or the cabin tail of the cabin unit is enabled to be landed downwards, a series of deformation actions of the cabin head section or the cabin tail section with the deformation function are firstly buffered when landing is carried out, and then the energy absorption and deformation of the crumpling energy absorption structure are carried out, so that the structure of the manned section is protected, the manned cabin can bear less force, and the personnel in the manned section are prevented from being injured by strong impact force.
Furthermore, the flying car further comprises: a flight unit and a chassis unit; the flying unit is arranged at the top of the cabin unit, and the chassis unit is arranged at the bottom of the cabin unit; the forced landing emergency system and the crumpling energy absorption structure are both arranged on the cabin unit.
When the aerocar is in a flying state, only the combination of the flying unit and the cockpit unit can be selected, or the combination of the flying unit, the cockpit unit and the chassis unit can be used; when the aerocar is in a land driving state, only the combination of the cabin unit and the chassis unit can be selected, or the combination of the aerocar, the cabin unit and the chassis unit can be used; when the flying automobile is forced to land, the cabin unit is separated from the flying unit and the chassis unit, so that the forced landing emergency system can conveniently perform the function of adjusting the landing attitude of the cabin unit.
In the above scheme, specifically, the crumple energy-absorbing structure includes: the first crumple energy-absorbing structure is arranged between the cabin head section and the manned section, and the second crumple energy-absorbing structure is arranged between the manned section and the cabin tail section.
Forced landing emergency system includes: a main beam, a V-shaped connecting rod and a parachute; the main beam is horizontally arranged at the bottom of the cabin unit and penetrates through the cabin head section, the manned section and the cabin tail section; the V-shaped connecting rod is movably arranged on the main beam; the parachute rope of the parachute is connected with one end of the V-shaped connecting rod; when the parachute is not used, the parachute bag which is folded and stored into a square shape is placed in the cabin unit; after the umbrella cover of the parachute is opened, the landing posture of the cabin unit is adjusted, meanwhile, the V-shaped connecting rod is pulled by the parachute rope to rotate, and one end of the V-shaped connecting rod extends out of the cabin unit; when the posture of the cabin unit is stable, the central line of the parachute umbrella cover is collinear with the parachute rope, and the part outside the cabin of the parachute rope vertically faces downwards and passes through the gravity center of the cabin body of the cabin unit.
Preferably, the forced landing emergency system further comprises: a limiting block; the limiting block is arranged on the main beam; when the outer part and the inner part of the parachute rope cabin of the parachute are tightened, the limiting block is contacted with and propped against one end of the V-shaped connecting rod, and the limiting effect is achieved on the rotating angle of the V-shaped connecting rod. The limiting block can be a damping spring or a rubber block.
Preferably, the forced landing emergency system further comprises: a damper and a collapsing pressure rod; the damper is vertically arranged, and the upper end of the damper is fixed on the main beam; one end of the collapsing pressure rod is hinged with the lower end of the damper, and the other end of the collapsing pressure rod is connected in the cabin unit. Furthermore, the strength of the main beam is greater than that of the collapse pressure rod and the V-shaped connecting rod; when the aircraft is forced to land and is impacted, the damper buffers the displacement of the compression pressure rod through deformation, and absorbs impact energy; when the impact force exceeds the buffering range of the damper, the limiting block, the V-shaped connecting rod and the collapse pressure rod are damaged due to overload in sequence, the parts absorb impact kinetic energy through destructive deformation, deform or collapse gradually, the main beam is protected, and therefore the manned section is protected. The damper is a shock absorber or a shock absorption spring; the damper, the collapsing pressure rod and the V-shaped connecting rod are made of low-toughness materials which are easy to deform and break, and the damage of a material fracture notch to personnel in the cabin is prevented.
Preferably, the V-shaped connecting rod in the scheme is arranged at the tail section of the cabin; when compelling to descend, under the combined action of parachute and V type connecting rod, cabin head section of cabin unit preferentially lands, and the passenger is the posture of bowing when falling, avoids main truck to receive strong impact.
Furthermore, in order to realize the control of the pitching angle of the cabin unit during forced landing, a posture adjusting device is arranged at the top of the cabin unit and at a position deviating from the gravity center of the cabin body of the cabin unit; the attitude adjusting device can be arranged at different positions in front of and behind the cabin unit, the installation position can be selected according to the gravity center of the cabin body of the cabin unit and the angle needing to be inclined, and the parachute rope of the parachute bypasses the attitude adjusting device, so that the pitching angle of the cabin unit is adjusted during parachute opening, and the head or the tail of the cabin unit lands. The attitude adjusting means may be a fixed pulley.
Furthermore, the attitude adjusting device is movably arranged at the top of the cabin unit; the position of the attitude adjusting device relative to the top of the cabin unit can be adjusted according to different loads during forced landing, so that the forward pitch or backward pitch angle of the cabin unit, namely the inclination angle of the central line of the cabin unit along the front-back direction relative to the ground, is realized, the lowest point of the cabin unit, namely a landing point, is positioned at the head of the cabin or the tail of the cabin, and the functions of the first crumpling energy-absorbing structure and the second crumpling energy-absorbing structure are fully exerted.
Furthermore, the forced landing emergency systems can be arranged into two sets, wherein the V-shaped connecting rod and the parachute in the first set of forced landing emergency system are arranged at the tail section of the cabin, the posture adjusting device is arranged behind the center of gravity of the cabin body of the cabin unit, and the damper and the collapse pressure rod are arranged between the head section of the cabin and the manned section; the V-shaped connecting rod and the parachute in the second set of forced landing emergency system are arranged at the cabin head section, the posture adjusting device is arranged in front of the center of gravity of the cabin unit cabin body, and the damper and the collapse pressure rod are arranged between the manned section and the cabin tail section.
Furthermore, in order to ensure the safety of personnel in the aerocar when the aerocar runs on the road surface and a driving accident happens, an air bag and/or an air curtain are arranged around the personnel at the manned section; a safety belt and/or a safety headrest are arranged on the seat of the manned section; the cabin head section and the cabin tail section are both provided with energy-absorbing composite structures; the energy-absorbing composite structure includes: the steering wheel comprises any one or any combination of an anti-collision rod, an energy absorption box, a collapsible steering column, a deformable steering wheel and safety glass.
Has the advantages that: the utility model combines the passive safety facilities of the aircraft and the automobile, the forced landing emergency system of the utility model adjusts the landing attitude of the aircraft when the aircraft is forced to land, and the collapse energy-absorbing structure can be fully utilized to absorb the impact kinetic energy when the aircraft is forced to land; the collapse energy-absorbing structure can be used for resisting crash when the aircraft is in forced landing in the air and can also be used for preventing collision when the aircraft runs on the land, so that the dual functions and the multiplexing of passive safety facilities of passengers in the aircraft are realized.
Drawings
Fig. 1 is a schematic structural view of the present invention;
fig. 2 is a schematic structural view of the cabin unit of the present invention;
FIG. 3 is a schematic structural view of the umbrella cover after being opened
FIG. 4 is a schematic structural view of a slide rail installed on the top of the cabin unit of the present invention;
FIG. 5 is a schematic view of the structure of FIG. 4 at another angle;
in the figure: 1-flight unit, 2-cabin unit, 21-cabin head section, 22-manned section, 23-cabin tail section, 3-chassis unit, 4-parachute, 5-damper, 6-V type connecting rod, 7-main beam, 8-attitude adjusting device, 9-slideway, 10-screw, 11-slide block, 12-limiting block and 13-collapsing pressure rod.
Detailed Description
With reference to figures 1, 2, the aircraft comprises at least: a cabin unit 2; the forced landing emergency system and the crumpling energy absorption structure are both arranged on the cabin unit 2; the cabin unit 2 is divided in the front-rear direction into: a cabin head section 21, a manned section 22 and a cabin tail section 23; the structural strength of the man-carrying section 22 is stronger than that of the cabin head section 21 and the cabin tail section 23. When emergency force landing is carried out, the force landing emergency system adjusts the posture of the cabin unit 2, so that the head or the tail of the cabin unit 2 is landed downwards, firstly, a series of deformation actions of the head section 21 or the tail section 23 with the deformation function are buffered when landing, and then, the energy absorption and deformation of the crumpling energy absorption structure are carried out, so that the structure of the manned section 22 is protected, the manned section 22 can bear less force, and the personnel in the manned section are prevented from being injured by strong impact force.
In this example, the aircraft is a flying automobile, which includes: a flight unit 1, a cabin unit 2, and a chassis unit 3; the flying unit 1 is arranged at the top of the cabin unit 2, and the chassis unit 3 is arranged at the bottom of the cabin unit 2; the forced landing emergency system and the collapse energy absorption structure are both arranged on the cabin unit 2.
When the aerocar is in a flying state, only the combination of the flying unit 1 and the cockpit unit 2 can be selected, or the combination of the flying unit 1, the cockpit unit 2 and the chassis unit 3 can be used; when the flying automobile is forced to land, the cabin unit 2 is separated from the flying unit 1 and the chassis unit 3, so that the forced landing emergency system can conveniently perform the function of adjusting the landing attitude of the cabin unit 2.
When the aerocar is in a land driving state, only the combination of the cabin unit 2 and the chassis unit 3 can be selected, or the combination of the aerocar 1, the cabin unit 2 and the chassis unit 3 can be used; the crush energy absorption structure arranged on the cabin unit 2 can resist external impact and protect the cabin unit 2.
In the embodiment, in order to ensure the safety of personnel in the aerocar when the aerocar runs on the road surface and has a traffic accident, the periphery of the personnel in the manned section 22 is provided with an air bag and/or an air curtain; the seat of the passenger carrying section 22 is provided with a safety belt and/or a safety headrest; the cabin head section 21 and the cabin tail section 23 are both provided with energy-absorbing composite structures; the energy-absorbing composite structure includes: the steering wheel comprises any one or any combination of an anti-collision rod, an energy absorption box, a collapsible steering column, a deformable steering wheel and safety glass.
In this example, the forced landing emergency system further includes: a stopper 12; the limiting block 12 is arranged on the main beam 7; when the extravehicular part and the intracorporeal part of the parachute rope of the parachute 4 are tightened, the limiting block 12 is contacted and propped against one end of the V-shaped connecting rod 6, and the limiting function is achieved on the rotating angle of the V-shaped connecting rod. The stopper 12 may be a damping spring or a rubber block.
The forced landing emergency system further comprises: the method comprises the following steps: a damper 5 and a collapsing pressure rod 13; the damper 5 is vertically arranged, and the upper end of the damper is fixed on the main beam 7; one end of the collapse pressure rod 13 is hinged with the lower end of the damper 5, and the other end is connected in the cabin unit 2. Further, the strength of the main beam 7 is greater than that of the collapse pressure rod 13 and the V-shaped connecting rod 6; when the aircraft is forced to land and is impacted, the damper 5 buffers the displacement of the compression pressure rod 13 through deformation, and absorbs impact energy; when the impact force exceeds the buffering range of the damper 5, the limiting block 12, the V-shaped connecting rod 6 and the collapse pressure rod 13 are damaged due to overload in sequence, the parts absorb impact kinetic energy through destructive deformation, deform or collapse gradually, and play a role in protecting the main beam 7, so that the manned section 22 is protected; the main beam 7 has higher strength, can maintain the deformation of the manned section 22 not too large, and protects the personnel in the cabin. The damper 5 is a shock absorber or a shock absorbing spring; the collapsing pressure rod 13 and the V-shaped connecting rod 6 are made of low-toughness materials which are easy to deform and break, and the damage of a broken cut of the materials to personnel in the cabin is prevented.
The crumple energy-absorbing structure comprises: a first energy-absorbing collapse structure mounted between the hatch-head section 21 and the people-carrying section 22, and a second energy-absorbing collapse structure mounted between the people-carrying section 22 and the hatch-tail section 23. The crumple energy absorption structure is made of metal materials with different strengths, and is designed into a stepped region with different strengths from one end where collision occurs to the manned section, and the structural strength is sequentially enhanced from the outside to the inside; when collision happens, the head of the weakest cabin head section 21 or the tail of the cabin tail section 23 firstly generates collapse deformation, and then the first collapse energy absorption structure arranged between the cabin head section 21 and the manned section 22 or the second collapse energy absorption structure arranged between the manned section 22 and the cabin tail section 23 sequentially collapses, deforms and absorbs impact energy, so that the safety of passengers in the manned section 22 is guaranteed.
One or two forced landing emergency systems can be arranged in the aircraft; when a set of forced landing emergency system is arranged, the V-shaped connecting rod 6 can be selectively arranged at the cabin head section 21 or the cabin tail section 23, one end without the V-shaped connecting rod 6 is a preferential landing end, and the damper 5 and the collapsing pressure rod 13 are arranged at the preferential landing end; in this example, it is preferable that the V-shaped link 6 is provided at the cabin tail section 23, and the damper 5 and the collapsing pressure rod 13 are provided between the cabin head section 21 and the passenger carrying section 22; when the passenger car is forced to land, under the combined action of the parachute 4 and the V-shaped connecting rod 6, the cabin head section 21 of the cabin unit 2 is preferentially landed, and passengers are in a bent-down posture when falling, so that the main trunk is prevented from being impacted strongly. When two sets of forced landing emergency systems are arranged, the V-shaped connecting rod 6 and the parachute 4 in the first set of forced landing emergency system are arranged at the cabin tail section 23, the damper 5 and the collapsing pressure rod 13 are arranged between the cabin head section 21 and the manned section 22, and the parachute core is positioned behind the gravity center of the cabin body of the cabin unit 2 after the parachute 4 is unfolded; the V-shaped connecting rod 6 and the parachute 4 in the second set of forced landing emergency system are arranged at the cabin head section 21, the damper 5 and the collapsing pressure rod 13 are arranged between the manned section 22 and the cabin tail section 23, and the parachute core is positioned in front of the gravity center of the cabin body of the cabin unit 2 after the parachute 4 is unfolded.
Further, the attitude adjusting device 8 is movably mounted on the top of the cabin unit 2; the position of the attitude adjusting device 8 relative to the top of the cabin unit 2 can be adjusted according to different loads, namely the weight of passengers and drivers during forced landing, so that the forward-pitching or backward-pitching angle of the cabin unit 2 is realized, namely the inclination angle of the central line of the cabin unit 2 along the front-back direction relative to the ground is realized, the lowest point of the cabin unit 2, namely a landing point, is positioned at the head of the cabin or at the tail of the cabin, and the functions of the first crumpling energy-absorbing structure 5 and the second crumpling energy-absorbing structure are fully exerted. In this example, the top of the cabin unit 2 is provided with a slide way 9 along the front-back direction, a lead screw 10 and a slide block 11 are arranged in the slide way 9, the posture adjusting device 8 is installed on the slide block 11, and the slide block 11 moves along the slide way 9 under the driving of the lead screw 10. In the forced landing process, after the umbrella cover of the parachute 4 is opened, the cabin unit 2 is lifted, the sliding block 11 slides back and forth along the sliding way 9, the relative position of the attitude adjusting device 8 and the cabin unit 2 is adjusted, the attitude adjustment of the cabin unit 2 and the pitching angle of the cabin unit 2 during landing are achieved, and the cabin head section 21 or the cabin tail section 23 of the cabin unit 2 lands.
Although the invention has been described in detail with respect to the general description and the specific embodiments, it will be apparent to those skilled in the art that modifications and improvements can be made based on the invention. Therefore, such modifications and improvements are intended to be within the scope of the invention as claimed.
Claims (12)
1. An aircraft, characterized in that: the aircraft is provided with a forced landing emergency system and a crumpling energy absorption structure; the forced landing emergency system adjusts the landing posture of the aircraft when the aircraft is forced to land, and the collapse energy absorption structure absorbs impact kinetic energy when the aircraft lands or is impacted by the outside.
2. An aircraft according to claim 1, characterized in that: the aircraft comprises at least: a cabin unit (2); the forced landing emergency system and the collapse energy absorption structure are both arranged on the cabin unit (2); the cabin unit (2) is divided into: a cabin head section (21), a manned section (22) and a cabin tail section (23); the structural strength of the manned section (22) is stronger than that of the cabin head section (21) and that of the cabin tail section (23).
3. An aircraft according to claim 2, characterized in that: the aircraft is a flying automobile, the flying automobile further comprises: a flying unit (1) and a chassis unit (3);
the flight unit (1) is mounted on top of the cabin unit (2), the chassis unit (3) is mounted on bottom of the cabin unit (2); when forced landing, the cabin unit (2) is separated from the flying unit (1) and the chassis unit (3).
4. An aircraft according to claim 3, characterized in that: the crumple energy-absorbing structure comprises: the energy-absorbing structure comprises a first crumple energy-absorbing structure arranged between the cabin head section (21) and the manned section (22), and a second crumple energy-absorbing structure arranged between the manned section (22) and the cabin tail section (23).
5. An aircraft according to claim 4, characterized in that: the forced landing emergency system comprises: a main beam (7), a V-shaped connecting rod (6) and a parachute (4); the main beam (7) is horizontally arranged at the bottom of the cabin unit (2) and penetrates through the cabin head section (21), the manned section (22) and the cabin tail section (23); the V-shaped connecting rod (6) is movably mounted on the main beam (7); an umbrella rope of the parachute (4) is connected with one end of the V-shaped connecting rod (6); after the umbrella cover of the parachute (4) is opened, the landing attitude of the cabin unit (2) is adjusted, meanwhile, the parachute rope pulls the V-shaped connecting rod (6) to rotate, and one end of the V-shaped connecting rod (6) is made to stretch out of the cabin unit (2); when the posture of the cabin unit (2) is stable, the outer part of the parachute line is vertically downward and passes through the gravity center of the cabin body of the cabin unit (2).
6. An aircraft according to claim 5, characterized in that: the forced landing emergency system further comprises: a stopper (12); and the limiting block (12) is arranged on the main beam (7) and is used for limiting the rotating angle of the V-shaped connecting rod.
7. An aircraft according to claim 5 or 6, characterized in that: the V-shaped connecting rod (6) is arranged at the cabin tail section (23); during forced landing, under the combined action of the parachute (4) and the V-shaped connecting rod (6), the cabin head section (21) of the cabin unit (2) lands before the cabin tail section (23).
8. An aircraft according to claim 5 or 6, characterized in that: a movable attitude adjusting device (8) is arranged at the top of the cabin unit (2) and is deviated from the gravity center of the cabin unit (2); the parachute lines of the parachute (4) bypass the attitude adjusting device (8) so as to adjust the pitch angle of the cabin unit (2) when the parachute is opened.
9. An aircraft according to claim 8, characterized in that: the forced landing emergency system further comprises: a damper (5) and a collapsing compression rod (13); the damper (5) is vertically arranged, and the upper end of the damper is fixed on the main beam (7); one end of the collapsing pressure rod (13) is hinged with the lower end of the damper (5), and the other end of the collapsing pressure rod is connected into the cabin unit (2).
10. An aircraft according to claim 9, characterized in that: the forced landing emergency system is provided with two sets, wherein the V-shaped connecting rod (6) and the parachute (4) in the first set of the forced landing emergency system are arranged at the cabin tail section (23), the posture adjusting device (8) is arranged behind the gravity center of the cabin body of the cabin unit (2), and the damper (5) and the collapsing pressure rod (13) are arranged between the cabin head section (21) and the manned section (22); the second set among the forced landing emergency system V type connecting rod (6) and parachute (4) all set up cabin head section (21), gesture adjusting device (8) are in cabin unit (2) cabin body focus the place ahead, attenuator (5) and collapsing pressure pole (13) set up manned section (22) with between cabin tail section (23).
11. An aircraft according to claim 2 or 3, characterized in that: cabin head section (21) reach cabin tail section (23) all are equipped with energy-absorbing integrated configuration, energy-absorbing integrated configuration includes: the steering wheel comprises any one or any combination of an anti-collision rod, an energy absorption box, a collapsible steering column, a deformable steering wheel and safety glass.
12. An aircraft according to claim 9, characterized in that: the strength of the main beam (7) is greater than that of the collapsing pressure rod (13) and the V-shaped connecting rod (6); the damper (5) is a shock absorber or a shock absorption spring.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201922121993.9U CN211468093U (en) | 2019-12-02 | 2019-12-02 | Aircraft |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201922121993.9U CN211468093U (en) | 2019-12-02 | 2019-12-02 | Aircraft |
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| Publication Number | Publication Date |
|---|---|
| CN211468093U true CN211468093U (en) | 2020-09-11 |
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ID=72375276
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201922121993.9U Active CN211468093U (en) | 2019-12-02 | 2019-12-02 | Aircraft |
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| Country | Link |
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| CN (1) | CN211468093U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2024087315A1 (en) * | 2022-10-28 | 2024-05-02 | 广东汇天航空航天科技有限公司 | Flying automobile |
-
2019
- 2019-12-02 CN CN201922121993.9U patent/CN211468093U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2024087315A1 (en) * | 2022-10-28 | 2024-05-02 | 广东汇天航空航天科技有限公司 | Flying automobile |
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