ES2560352B1 - Amphibious vertical take-off flying vehicle - Google Patents

Abstract

Amphibious vertical take-off flying vehicle characterized by having an elongated and narrow passenger compartment, shaped like a folding and extendible flywheel mainly along its rope, to adapt the dimensions of the flying wing to a conventional car for road traffic terrestrial, by means of driving wheels, lengthening and shrinking this wing according to the means by which it travels, with rotating seats in one or several axes of rotation, placed longitudinally to the flying wing, with air propulsion units preferably placed on both sides along of the vehicle that allow to take off, land and maneuver the vehicle in a similar way to a helicopter, taking off, landing and moving even in an aquatic environment, but also allow it to lean on one of the sides, to be able to make efficient flights at the speed of Airplane cruise

Description

DESCRIPTION

Amphibious vertical take-off flying vehicle

Technical sector 5

The present invention is an amphibious vehicle composed mainly of a mixture of automobile, helicopter and airplane that can circulate both by terrestrial communication routes, and by air but that does not need any airport, airfield or similar to start and end the flight. The vehicle can travel on the road like a car and can take the flight from 10 anywhere, vertically similar to a helicopter but with the particularity that it can fly like an airplane, once it has reached a small height and speed.

It can also take off, land or enter directly rolling in an aquatic environment and make preferably short trips in this environment. fifteen

Although the invention is aimed at personal transport, similar to a conventional car, it can be extrapolated to smaller and larger vehicles such as buses, trucks, helicopters, airplanes, drones, radio controlled airplanes, toys, and can be used in all and different areas of transport, such as commercial transport, industrial transport, assembly maneuvers, radio control, airplanes, drones, military areas ... etc.

State of the art

Current road transport vehicles do not have any system that allows air travel, without being in contact with the ground and the 25 air transport vehicles cannot travel by road. Also air transport vehicles that can take off vertically cannot make an economical and fast trip like an airplane and the latter cannot

Take off vertically and you need an airstrip for takeoff and landing of the aircraft.

On the other hand, current flying car prototypes need a clue to start the flight by deploying huge wings, compared to the car that runs on the road, or if they take off vertically they are unable once in the air, 5 to make an economical and fast flight as if it were an airplane, or they are not a road transport vehicle itself and are only an air transport vehicle.

Airplanes need to have a great speed when it comes to take off and land and use large wings with hyper-sustaining devices, because at low speed 10 they generate very little lift. Because they need high speed to land, they are dangerous, they use heavy landing gear, they need expensive runways located in specific places.

The helicopters perform a vertical takeoff but are complex and expensive as well as slow, heavy, dangerous and with little autonomy. fifteen

Multiple efforts have been made to combine the advantages of an airplane with those of a helicopter, especially providing the aircraft with the characteristic of helicopters to take off and land vertically or remain detained in the air such as in the rescue of people or when performing Special air transport, assembly or similar maneuvers. twenty

The helicopters generate a high fuel consumption even at cruising speed and have a very complex rotor and an enormous risk of collision and fall when maneuvers are carried out at very short distances, such as a steep wall in a mountainous rescue, due to a relatively large rotary wing and the tail rotor to avoid the rotational effect of the main rotary wing.

There are vtol (from English: “vertical take-off on landing” take-off and vertical landing) or stol (from English “short take-off on landing” take off and short landing) which are generally similar to the planes in their structure, though

through various technical measures they are equipped with the ability to take off and land vertically or at least get ready with short take-off and landing runs. Some of these systems cannot behave like an airplane and are rather similar to helicopters (such as ES2268941 or US6745977) or need rotating turbines (such as ES2385183T3) or huge wings 5 that protrude from the passenger compartment in airplane mode and have fold along the vehicle to be able to drive on the road (such as MX2012002147A) or vertical thrust turbines supplemented with horizontal thrust turbines (such as ES2388104, ES2378039 or ES2288083) or produce a downward air deflection for takeoff vertical (ES2386075). But all these systems are complex, expensive solutions and / or have a very low performance so that these types of solutions have not been imposed.

 Explanation of the invention.

Due to the need for mobility of today's society, a light, simple and fast transport vehicle is necessary. A uniquely terrestrial mobility is subject to geographical accidents, to road networks and infrastructures and their possible point congestion, in addition a land car cannot use the air means for its displacements and the attempt to merge these two possibilities of displacement has not given as result so far a really practical, simple apparatus 20 with an acceptable and economically viable consumption.

Therefore, the present invention has the task of presenting a vehicle with the ability to circulate through water, land and air, with no airstrip and take-off being necessary to be able to make a trip by air, rising similarly to a helicopter from anywhere without the need for a landing strip but with the particularity that it also behaves like an airplane once the flight has begun.

Although the design presented is aimed at air and land mobility, the invention can also land, take off or roll into an aquatic environment

(sea, lake, river, reservoir, etc.), as well as moving through this means using a waterproof and waterproof solution for at least all the lower physical exits of the cabin for the control and operation of the device.

The vertical take-off flying car has a passenger compartment in which the occupants are not positioned laterally as in a regular car, but the 5 seats of each occupant are located one in front of the other along the vehicle in order that the vehicle be as narrow and elongated as possible, thereby achieving that the passenger compartment takes on a flying wing shape, leaving the occupants distributed along the flying wing. To adapt the measures of said wing, to dimensions similar to a conventional car it will have the capacity to shrink and lengthen in the direction of its rope, the wing being reduced in its length of rope and with the rear and bottom of the vehicle when it travels on land roads, wider to have enough space for occupants. In this way, the narrow and rear part of the wing that occupies a lot of length and has little usable space for the cabin of 15 occupants is hidden and use the front and more rounded to accommodate the occupants that offers a much more usable space. For the elongation and shrinking of this rear part of the wing, some flaps or folding ailerons described below are used, although another wing folding system could be used.

At the bottom of the passenger compartment, at least two flaps or ailerons will be folded to increase and complement the surface of the flying wing when the vehicle is in the air and help control the warping, pitching and stability of the flying wing, although for this purpose You can also use ailerons, and additional tail and depth rudders. These flaps will remain folded when the vehicle is used on the ground so that the volume of the vehicle adapts as much as possible to that of a conventional car, in order to make use of existing land communication routes. The flaps or lower ailerons can be deployed using a mechanical, pneumatic, hydraulic, electrical or any other type of system.

The car for driving on land is preferably provided with four wheels, of which some or up to four can be used for the propulsion of the vehicle by preferably electric motors with axial flow inside the wheels although any other means of propulsion could be used electrical or conventional existing in a current car. 5

Although it would be advisable for the stability of the vehicle to use four wheels, three wheels could also be used, thus simplifying the steering system that the vehicle should carry, to steer it on the ground, being able to carry even a handlebar system similar to a motorcycle or tricycle , instead of steering wheel. Said wheels may be connected to the chassis of the vehicle by means of the corresponding damping and with a steering system similar to that existing in any conventional vehicle.

For air navigation, the vehicle preferably has a sufficient number of air propulsion units at the top, preferably distributed on each side and along the flying wing that the passenger compartment becomes, although it could also carry at the ends of the wing , even being able to manufacture these more rounded ends of the flying wing, for improved aerodynamics in land communication routes. The number of these air propulsion units varies depending on their chosen diameter and the length of the vehicle. These aerial propulsion units will each consist of, preferably, a propeller, counter-rotating propeller, turbine, cross-flow turbine, turboprop or the like, preferably of variable pitch in order to modify the angle of attack as we increase the flight speed. These propellers, turbines or the like will preferably be moved by brushless DC electric motors, although any other type of electric or internal combustion propulsion could be used such as combustion engines, turbines, microturbines, miniturbines, turbo axles, turbofan ... or any other type of existing air propulsion.

The place where the air propulsion units are placed around the vehicle can vary in angle, height and orientation with respect to the alar profile, and although in the design of the drawings they appear in the front and top of the profile, as it is the place that greater stability offers the aircraft and allowing to open the air on both sides of said wing and create a depression in the front of it, these 5 could also be located at medium height, in the back or in any other location and orientation giving place to a different design but with a very similar operation, but offering greater or lesser stability and visibility superior, inferior and lateral depending on the different positions.

When the air propulsion units are installed in the upper part, windows will preferably be placed at the ends of the vehicle, in the right part and between the aerial propulsion units that are located in the upper part of the cabin, leaving the access doors to each seat of each occupant preferably in the left part, also containing areas with visibility to the outside, this being the left part the lower part of the flying wing 15 in cruise flight, with the possible mismatches or clearances necessary for the opening of the doors, will affect to a lesser extent the lift that if they go in the upper part of the flying wing. This distribution will be used with a design as in the drawings, although the left and right could be exchanged by changing the side of the intrados and extrados of the asymmetric profile that the passenger compartment has become or even using a symmetrical profile, and the flying wing can be tilted towards any of its sides.

With this described configuration, the flying car can start the flight simply by using the propulsion units, rising like a helicopter in an almost vertical position, by means of the multitude of propellers 25 propellers. The stability of the aircraft is achieved by power control of each propulsion unit. Once in the air, the lower flaps will be deployed, which once deployed will turn the aircraft into a wing

flywheel even in an almost vertical position staying in the air similar to a helicopter with multiple rotating wings.

Operating on the power control of the propulsion units will allow the aircraft to move in different directions, as well as to rise, descend, turn and maneuver similar to a helicopter in flight with the advantage that in this case we have a multitude of rotating wings to produce lift and these barely protrude from the aircraft, so that the safety is greatly increased, since the failure of one or three or more propulsion units does not imply a drop in the aircraft and there is no risk of collision of the propellers since these are short and can be fair with protections and the 10 air diffusers.

Operating on the power control of the propulsion units will allow the aircraft to be able to lean preferably on the left part of it, according to the design of the drawings, taking the position of the flying wing. This inclination preferably on the left part if an asymmetric profile is used in the design of the flying wing 15, the extrados being in the upper part, although the design could be reversed with the inclination towards the right being the extrados also in the upper part or do a symmetrical profile being able to lean equally towards the two directions.

Once the aircraft picks up enough speed and incline it will begin to navigate as if it were a flying wing. The propulsion units generate a depression in the front of the aircraft and open the air around it, dragging the aircraft to cruising speed and maintaining the stability of the aircraft along with the flaps or ailerons and tail rudders preferably located at each end of the flying wing. 25

With the above described distribution of the occupants and folding part of the flying wing on the ground, dimensions very similar to a conventional car for circulation by land communication routes and an aerial vehicle with a slow or stationary flight stability similar to that of a

helicopter with very good speed and aerodynamics in cruise flight, being able to travel through the air with any angle of attack depending on the speed, and avoiding even the feared entry into loss of a conventional wing.

Although for its stability the flying wing could dispense with a yaw and pitch control system, it can also have, if necessary or for greater security, a tail and depth rudder system that allows the plane to be oriented during the flight while remaining the flaps or ailerons for the inclination of the flying wing for a better compensation of the weight, according to its distribution, in each flight. This tail and depth rudder system can be moved by means of a hydraulic, pneumatic, electric or any other system to be at a distance from the flying wing, taking a configuration more similar to an airplane. In addition, this system can be used to lift the vehicle on the ground before using the air propulsion units, if it is desired to use flaps or folding ailerons longer than the width of the aircraft for a better design of the flying wing and better behavior of the Aircraft in flight For the design of these foldable flaps, any other configuration to that shown in the drawings can be used, being able to use even retractable fabrics, elastic membranes, sliding or insertable panels or any similar configuration for possible aerodynamic improvements in the aircraft, the possibility existing to increase and vary its number, length and manner of realization. In fact, in the drawings to complete the gap quite pronounced under the flaps, when these are deployed, a line is used that represents an elastic membrane, retractable fabric or sliding or insertable panel although for less complexity of the aircraft it could fly without This type of aerodynamic complement.

Although only two longitudinal slats or air diffusers 25 have been installed in the drawings at the exit of the air propulsion units, for an air outlet of these plus laminar, the necessary number can be installed and with an angle and shape suitable for that the air preferably leaves as laminar as possible. Even so, the direction of rotation of the propulsion propellers will preferably be the one that minimizes the

whirlwind effect that originates at the tip and at the exit of the wings of airplanes in which the air tries to go from the bottom of the wing to the top with less pressure, so preferably from the middle of the flying wing to the end will have a direction of rotation and another direction of rotation from that half to the other end although if necessary one could choose another configuration of 5 rotational sense thereof. The configuration of the flying wing with the final structural wall at each end also helps to avoid such air circulation from the bottom to the top of the wing as a winglets.

You can also opt for counter-propeller propellers to optimize a 10-laminar air outlet.

The seats of each occupant of the vehicle can rotate laterally in such a way that when they circulate through the land they are located longitudinally in the vehicle but said seats can rotate to be located transversely in the passenger compartment if a trip is to be made by the air. This turn 15 allows the occupant of the seat to remain in the frontal position to the flight since in flight as an airplane the vehicle will travel in a transverse direction to the direction of travel on land, although it can also be moved in any direction when it is operating as a helicopter with what except for short flights where only the helicopter will work, the seat should be turned to be more comfortable during the flight, although other than that of the pilot, the others could remain in the road position or even turned in order to perform the trip lying upwards similar to a reclining sofa with more or less inclination depending on the inclination of the flying wing, since the flying wing can fly with any type of angle of attack with respect to the incident air, without there is no entry into loss as in a conventional wing.

The front seat should be turned whenever a flight is made since it will be the one preferably used for the pilot of the vehicle with what the controls of each

mode of operation will preferably be located in each respective position. The vehicle control controls will be used to drive on the road, preferably facing the seat when it is in a longitudinal position and the controls for carrying out a flight will preferably face each other when the seat is transverse to the vehicle. 5

In order to compensate weights in the aircraft, you can also choose another seat for piloting in airplane and helicopter mode other than the front, you should even have the controls in two, three, or in each passenger, to be able to choose the position driving during a flight depending on the number of occupants or that during the flight another occupant can take the controls to take turns or due to the indisposition of the usual pilot.

For the same purpose of compensating weights, the seats should be able to move along the aircraft just as a seat of a conventional car can move back and forth since, depending on the weight of each passenger, a better weight distribution will be obtained if they can move, for a later lower 15 aerodynamic compensation.

The seats must have a system of wrapping belts that allow a comfortable support in a horizontal lying position.

One or more additional ailerons can also be installed, with the necessary shape and size, preferably in the upper right part behind the air outlet 20 of the propulsion units to orient the air down favoring the adhesion of the air to the upper part of the flywheel and create additional lift in that part, when it is inclined on a cruise flight.

These additional ailerons can also be placed at any height and with different angles on both sides of the aircraft if necessary. 25

Although the simplest thing would be to opt for a fixed wing, it could be equipped with two additional ailerons that can be deployed longitudinally to the fixed wing, to protrude at the ends of the flying wing and be able to use them as ailerons for the control of warping and create additional lift. This has been

applied to the wing would be applicable to the structure of the flying wing itself to be able to deploy ailerons for this purpose.

The aircraft may also have a mechanical, electrical, pneumatic, hydraulic or any other system to encapsulate the wheels of the vehicle in cruise flight to offer aerodynamic improvements or even use this encapsulation 5 as warping ailerons, although the best way to to improve the aerodynamics of the flying wing would be to have the retractable drive wheels during the flight, similar to a landing gear by means of a mechanical, hydraulic, pneumatic, electric or any other type of system, preferably housed at the ends of the passenger cabin and in a separate compartment.

Although the design presented is aimed at air and land mobility, the invention can also land, take off or roll into an aquatic environment (sea, lake, river, reservoir, etc.) as well as move through this medium using a waterproof and impermeable solution to the water for at least all the lower physical outlets 15 of the cabin for the control and operation of the apparatus, also using the wheels of the drive wheels as propellers to make preferably relatively short paths through the water or even the air propulsion units when counting these with an inclination angle with respect to the horizontal or a conventional aquatic propulsion system. twenty

To date, this practical, compact and relatively simple design in an aircraft of this type has not been chosen due to the location of the propulsion units that do not facilitate a laminar air regime on the flying wing and the position lying on the that the occupants of the aircraft remain in cruise flight, although these facets are solved by resorting to the air diffusers 25 at the exit of the propulsion units and, if desired, to a wider configuration of the flying wing where the seats also they can turn to place the occupants of the aircraft in a vertical sitting position during the flight since with the system described above, with a single turn of the seat each occupant is

in a lying position during the cruise flight as a flying wing. In this case, if we want the aircraft to have the dimensions closest to a traditional vehicle on the ground, we can use, although not desirable, propulsion units with a smaller diameter or resort to ground folding systems, both for the units of propulsion, diffusers and the spoiler of the upper front 5 described in the previous paragraph.

Preferably, electric propulsion will be used to drive the vehicle on land, air and water, so that a storage, reception, generation or any other type of system is needed for the power supply of said motors. This feeding could be carried out by means of a battery or preferably 10 battery systems to result in safety, as light as possible, supercapacitors or any other type of power supply for said electric motors that will preferably be located in the lower part of the aircraft for a better weight distribution. Likewise, an extended autonomy system can also be used by means of one or several electric generators of any type existing in the market in order to reduce the weight of the energy storage system or any other feeding method, including even wireless reception of energy

Although the safety of the aircraft is very high given that even with the failure of several engines the flight can be continued, it is very difficult for a rotating wing 20 to collide with something as these are very short and are provided with a fairing and have systems Redundant power supply, however, there should be a ballistic parachute system to make it even more possible, even more redundant security, even provide the vehicle with an automatic and autonomous air navigation system using systems with GPS or similar. 25

Although the invention is directed to personal transport similar to a conventional car, it can be extrapolated to larger vehicles such as buses, trucks for freight transport, helicopters, and larger airplanes, even constituting sets of two or more wings with

described features, linked by structures forming a flying ship, and can be used in all and different areas of transport, such as commercial transport, industrial transport, assembly maneuvers, radio control, airplanes, drones, military field ... etc.

 5

Description of the drawings

Figure 1 is a perspective view illustrating the vertical take-off amphibious flying car according to the present invention.

Figure 2 is an elevation view of Figure 1

Figure 3 is a plan view of Figure 1 10

Figure 4 is a view of the left side profile of Figure 1

Figure 5 is a view of the same left side profile of Figure 1 with the flaps deployed, illustrating the aircraft suspended in the air, flying similar to a helicopter.

Figure 6 is a view of the same left side profile of Figure 1 with the 15 flaps deployed illustrating the invention suspended in the air flying similar to a flying wing.

Figure 7 is a section of Figure 2 by A, in an upright position, illustrating the invention flying similarly to a helicopter.

Figure 8 is the same section of Figure 2 by A, in an inclined position, illustrating the invention flying similarly to a flying wing.

Figure 9 is a perspective view illustrating the amphibious vertical take-off flying car according to the present invention with the folding tail and depth rudders and ailerons or larger flaps.

Figure 10 is an elevation view of Figure 9 25

Figure 11 is a plan view of Figure 9

Figure 12 is a view of the left side profile of Figure 9

Figure 13 is a view of the left side profile of Figure 9 but showing the elevation of the vehicle to deploy the lower flaps if they protrude from the

vehicle when folded to travel on land roads before starting the flight.

Figure 14 shows the same as Figure 13 but with the flaps deployed.

Figures 15 and 16 show the aircraft of Figure 9 flying like an airplane with the tail and depth rudders deployed. 5

Figure 17 is a perspective view illustrating a variant of the vertical take-off amphibious flying car according to the present invention with the wheels in the structure of the folding tail and depth rudders.

Figure 18 is a perspective view illustrating a variant of the vertical take-off amphibious flying car according to the present invention without folding tail and depth rudders but with a vehicle lifting system for subsequent flap deployment if they protrude from the vehicle. .

Figures 19, 20 and 21 show the left side profile of the present invention with longer flaps but that fold so as not to protrude from the vehicle, not requiring any lifting system for their deployment, with the 15 seats rotated to ground conduction in figure 19 and in flight position in figures 20 and 21.

Figures 22, 23 and 24 show the left side profile of the present invention, with a wider configuration of the flying wing to rotate the seats of the occupants in an upright sitting position during the flight in a manner similar to an airplane.

Detailed presentation of an embodiment of the invention.

A possible embodiment is represented in figures 1 as well as the corresponding views of figure 1 illustrated from figure 2 to figure 8. 25 As can be seen in these first 8 figures the vehicle consists of a passenger compartment (1 ) with a wing shape in which the occupants will be distributed longitudinally in swivel seats (13), although the seat can be fixed in each desired position.

The dimensions of the passenger compartment shall not exceed the measurements of a conventional car as elongated as possible but which allows it to circulate on land roads.

The two front and rear ends of the vehicle will have a width similar to a conventional car but between these ends (9), the passenger compartment (1) that will give shape to the flying wing, will be as narrow as possible for better aerodynamics in flight, although wide enough for each occupant to have enough space to travel comfortably. This cabin (1) will comprise approximately up to a little more than half of the rope of the flying wing while the other half remains folded while the vehicle is traveling by land means.

As described in figures 1 to 8, the passenger compartment (1) between the front and rear ends (9) of the flying wing, has on top ten air-propelled units (2), distributed to each side and along the flying wing that the passenger compartment becomes. fifteen

These aerial propulsion units will each consist of a propeller (3), turbine or the like, preferably of variable pitch in order to modify the angle of attack as we increase the flight speed. These propellers, turbines or the like will preferably be moved by brushless DC electric motors (10), although any other type of electric propulsion or internal combustion could be used.

Windows (5) will be placed on the right side, at the front and rear ends of the vehicle and between the aerial propulsion units that are located at the top of the passenger compartment, leaving the access doors to each seat of each occupant in the part left, also containing areas with visibility to the outside, this being the left part the lower part of the flying wing in cruise flight, so that the possible mismatches or clearances necessary for the opening of the doors, will affect the lift to a lesser extent that if they go on top of the flying wing.

With this described configuration, the flying car can start the flight simply by using the propulsion units (2) rising similarly to a helicopter in an almost vertical position by means of the multitude of rotating propellers (3). The stability of the aircraft is achieved by power control of each propulsion unit. Once in the air, we will proceed to deploy the lower flaps (8), which once deployed will turn the aircraft into a flying wing even in a practically upright position staying in the air similar to a helicopter with multiple rotating wings.

Operating on the power control of the propulsion units will allow the aircraft to move in different directions, as well as to rise, descend, turn and perform all the functions that a helicopter would perform in flight with the advantage that in this case we have many of rotating wings to produce lift and these barely protrude from the aircraft, so that the safety is greatly increased, since the failure of one, two, three or more propulsion units does not imply a plummeting of the aircraft. Also the risk of collision of the propellers is much lower since they are short and can be fair with protections (4) and air diffusers (11).

Operating on the power control of the propulsion units will allow the aircraft to lean over the left part of it, according to the design of all the figures, taking the position of flying wing. twenty

Once the aircraft picks up enough speed and incline it will begin to sail as if it were a flying wing. The propulsion units (2) will drag the aircraft to cruising speed and maintain the stability of the aircraft together with the flaps (8) and tail rudders (7) preferably located at each end of the flying wing. 25

With this distribution of the occupants and folding part of the flying wing on the ground, dimensions very similar to a conventional car for circulation by land communication routes and an aerial vehicle with a slow or stationary flight stability similar to that of a helicopter with very

good speed and aerodynamics in cruise flight, being able to travel by air with any angle of attack depending on the speed, and avoiding even the dreaded loss of a conventional wing.

In the upper right part, a spoiler (12) will be installed as an additional air deflector, behind the air outlet of the propulsion units, to orient the air down and create additional lift in the upper front part of the wing flywheel, when on a cruise flight and favor the adhesion of the air to the top of the flying wing. This spoiler (12) will be distributed along the entire flying wing between the front and rear structural ends (9), which even having a fixed position, has no possibility of losing because the incident air will always have approximately the same direction, but you can adjust this angle on the ground and even turn it upwards to improve the right lateral visibility when traveling on land routes.

The seats (13) of each occupant of the vehicle can rotate laterally in such a way that when it circulates through the land it is located longitudinally in the vehicle but said seats can rotate to be located transversely in the passenger compartment if it is to be made a trip through the air, even turned in the opposite direction to be able to make the trip lying upwards similar to a reclining sofa with more or less inclination depending on the inclination of the flying wing, since the flying wing can fly with any type 20 of angle of attack with respect to the incident air, without there being no entry into loss as in a conventional wing.

The vehicle control controls will be used to drive on the road, preferably facing the seat when it is in a longitudinal position and the controls for carrying out a flight will preferably face each other when the seat is transverse to the vehicle.

In order to compensate weights in the aircraft, you can also choose another seat for piloting in airplane and helicopter mode other than the front, you should even have the controls in two, three or each passenger, to be able to

Choose the driving position during a flight depending on the number of occupants or that during the flight another occupant can take the controls to take turns or due to the indisposition of the usual pilot. With this same purpose of compensating weights, the seats should be able to move along the aircraft just as a seat of a conventional car can move back and forth since 5, depending on the weight of each passenger, a better weight distribution will be obtained if these can be moved, for later lower aerodynamic compensation.

The seats must have a system of wrapping belts that allow a comfortable support in a horizontal lying position.

The car for driving on land is preferably provided with four wheels 10 (6), of which some or up to four can be used for the propulsion of the vehicle by preferably electric motors with axial flow inside the wheels. Said wheels may be connected to the chassis of the vehicle by means of the corresponding damping and with a steering system similar to that existing in any conventional vehicle although allowing a wider rotation preferably of the front steering wheels, to be able to use them in aquatic environment as a means of propulsion through a design of the wheels as a propeller. If it is desired to be able to use this aquatic environment, at least all the lower physical exits of the passenger compartment as well as the wheel drive motors must be made waterproof and impervious to water. 20 air-propulsion engines will also consist of an adequate degree of protection against water to be able to use the vehicle even on days with unfavorable weather.

Claims (21)

1. Vertical take-off amphibious flying vehicle characterized in that it comprises: to. An elongated and narrow cabin, wing-shaped, foldable and extensible along the wing rope, with structural walls at the ends of the 5 wing. b. Seat or seats movable and swivel in at least one axis of rotation inside the wing-shaped cabin, placed longitudinally along said cabin, in the front and wider part of the alar profile, with wrapping belts. 10 C. Visibility areas outside, at least in the previous area of the vehicle's alar profile. d. Aerial propulsion units placed around the wing-shaped vehicle, the latter being in position for circulation by land communication routes with the alar profile upright and with the front part of the profile facing up, at any height of the profile in the direction of the rope and. One, two or more spoilers by way of flaps on the back of the wing, rotating, folding or shrinking and extending or extending. F. Rudders of tail and depth. g. A plurality of air diffusers at the exit of the air propulsion units 20, with angle and shape for a laminar air outlet and with a supplementary spoiler separated from said outlet, at least in the extrados. h. Three or more wheels in the lower part of the vehicle, of which at least one of them will be driving.  25 2. Vertical take-off amphibious flying vehicle according to claim 1 characterized in that the air propulsion units are placed in the front part of the profile, longitudinally to the wing, on both sides, intrados and extracted from the alar profile, along the vehicle, at the top of the vehicle and above the alar profile. 3. Amphibious vertical take-off flying vehicle according to claim 1, characterized in that it accommodates the occupants forming at least one row in the interior and along the wing, by means of movable and rotating seats in at least one axis, with a belt system envelopes 4. Vertical take-off flying amphibious vehicle according to claim 1, characterized in that it has a plurality of air-propelled units, each consisting of a variable pitch propeller, counter-rotating propeller, turbine, miniturbine, microturbine, flow turbine crossed, turboprop, or similar, driven by brushless DC electric motors, or any other type of electric or internal combustion propulsion such as combustion engines, turbines, microturbines, mini turbines, turbo axles, 15 turbophanes ... or any other type of propulsion existing air. 5. Amphibious vertical take-off flying vehicle according to claim 1, characterized in that it carries at the ends of the wing air-propelled units and fabricates these more rounded ends of the flying wing for improved aerodynamics 20 in terrestrial communication routes, and resort to deployable winglets . 6. Vertical take-off amphibious flying vehicle according to claim 1, characterized by having windows at the ends of the vehicle, on the extrados and between the aerial propulsion units. 25 7. Vertical take-off amphibious flying vehicle according to claim 1, characterized in that a multitude of rotating wings are available to produce lift and to be shielded with protections and air diffusers. 2 8. An amphibious vertical take-off flying vehicle according to claim 1, characterized in that it has a tail and depth rudder system that can be moved by means of a mechanical, hydraulic, pneumatic, electric or any other type of system to be at a distance from the flying wing. 5 9. Vertical take-off amphibious flying vehicle according to claim 1, characterized by having flaps or folding ailerons longer than the width of the alar profile, even using retractable fabrics, elastic membranes, sliding or insertable panels or any similar configuration. 10 10. Amphibious vertical take-off flying vehicle according to claim 1, characterized by having a plurality of air diffusers at the exit of the air propulsion units, for an air outlet of these laminar.  fifteen 11. Vertical take-off flying amphibious vehicle according to claim 10 characterized by having counter-rotating propellers. 12. Amphibious vertical take-off flying vehicle according to claim 1, characterized by having structural walls at the ends as 20 winglets. 13. Amphibious vertical take-off flying vehicle according to claim 1, characterized by having the vehicle control controls for driving on the road preferably facing the seat when it is in longitudinal position 25 and the controls for performing a flight preferably facing each other when the The seat is transverse to the vehicle, with the controls for piloting in helicopter and airplane mode in two or more seats or in each passenger. 14. Amphibious vertical take-off flying vehicle according to claim 1, characterized in that it has one or more additional ailerons close to the air outlet of the propulsion units at least in the extrados.  5 15. Vertical take-off amphibious flying vehicle according to claim 14 characterized by having these additional flaps deployable or extending longitudinally in the wing structure. 16. Vertical amphibious flying take-off vehicle according to claim 1, characterized in that it has a passenger compartment that makes it possible to rotate the seats of the occupants in several axes and place them in a vertical seated position on a cruise flight and with dimensions similar to a Conventional car, resorting to a folding system, both for propulsion units, air diffusers and the spoiler or ailerons of the upper front. fifteen 17. Vertical amphibious flying take-off vehicle according to claim 1, characterized in that the propulsion of the vehicle is by means of electric motors with axial flow inside the wheels, connected to the chassis of the vehicle by means of the corresponding damping and with a steering system in the vehicle. front of the vehicle 18. Amphibious vertical take-off flying vehicle according to claims 1 or 17 characterized by using the front wheel or steering wheels in aquatic medium as a means of propulsion, by means of a 25-wheel design of the wheels, being waterproof and impervious to water. less all the lower physical exits of the cabin, as well as the wheel propulsion engines, also being able to resort to another conventional water propulsion system existing or use the aerial propulsion units for which these propulsion units are also available at the ends of the flying wing. 19. Vertical take-off amphibious flying vehicle according to claim 1, characterized by having retractable drive wheels during the flight, similar to a landing gear movable in any direction and direction, housed during flight at the ends of the cabin of passengers, isolated from the passenger compartment in a separate compartment inside the passenger compartment, operated by a mechanical, hydraulic, pneumatic, electric or any other type of system, which allows land and water mobility. 10 20. Amphibious vertical take-off flying vehicle according to claim 1, characterized in that it has an electric power supply system that allows the storage, reception, generation or any other type of electric power supply to the vehicle, carried out by means of a battery or 15 battery systems, supercapacitors, extended autonomy system through one or more electric generators, wireless energy reception or any other type of storage or power supply. 21. Vertical amphibious flying take-off vehicle according to any of the previous 20 claims characterized by having one or more wing-shaped habitats, foldable or not along its rope, without having to adapt its dimensions to current conventional vehicles for circulation by terrestrial communication routes, with dimensions from a small toy to current or larger commercial airplanes, with supports for stability on the ground with the profile or almost vertical wing profiles, using the structural ends as a winglets.