SK500592014A3 - System and method of controlling the direction of the hybrid vehicle for air and land - Google Patents

Abstract

Provided is a direction control system (200) for the hybrid air and land vehicle. The vehicle has at least one steering wheel for use in ground operation, wherein the steering wheel is connected to a steering system, the wings have movable control surfaces, and the tail has at least one movable control surface. The direction control system has a first shaft (201) having a first control input - a first steering wheel (211) at one end. At the other end, the first shaft (201) is connected to the wheel steering system. A second shaft (202) which is mounted in the first shaft (201) and is independently rotatable and movable against the first shaft (201). The second shaft (202) has a second control input at one end and a second connection member (230) configured to transmit the rotational movement of the second shaft (202) to control the movable control surfaces on the wings and also has a second attachment member (240 ') at the other end. configured to transmit axial movement of the second shaft (202) to control the movable control surface at the tail.

Description

System and method for controlling the direction of a hybrid vehicle for air and land

Technical field

The present invention relates generally to a system and method for controlling the direction of a hybrid air and land vehicle.

Prior art

Means of transport for land transport (eg cars) and means of transport for air transport (eg airplanes) have existed for many years. In recent years, increased efforts have been made to develop another category of vehicles, namely hybrid vehicles, which are fully compatible with both air and land operations.

One such hybrid vehicle is "Terrafugia Transition", described in WO 2007/114877 ("WO 877"). WO '877 discloses a vehicle which is both an automobile and a two-seater aircraft, equipped with a four-wheeled landing gear and folding wings. The engine power on land is transmitted to the front axle and the wheels are steered by a conventional steering wheel, while in the air the engine spins a propeller mounted in the rear of the fuselage. During the flight, the vehicle is controlled by a conventional control lever or rod.

AeroMobile is another hybrid vehicle described in patent application WO 2013/032409 ("WO" 409). WO 409 also discloses a hybrid vehicle which is steered in ground steering by a steering wheel while in the air is steered by a control lever or a rod.

The existence of separate control systems (eg steering wheel and control lever) for operation on land and in the air can be disadvantageous for a number of reasons. For example, separate control systems can increase the complexity of vehicle design and can take up excess space inside the cab, which is usually in short supply. In addition, during take-off and landing, the operator is forced to quickly change control from one control system to another, while the vehicle is detached from the ground during take-off or touches the ground during landing. Quickly changing control from one control system (e.g., a steering wheel) to another control system (e.g., a joystick) can be problematic for a number of reasons. The distance between the control systems, the orientation of the controls and the control mode can, for example, complicate the operator's change of control between the systems.

The solution to these problems is made possible by a system in which both control systems can be placed in close proximity to each other, thus allowing an easy change of control for the operator.

The essence of the invention

In one aspect, the invention is directed to the field of directional control systems for a hybrid air and land transport vehicle. The vehicle has at least one steerable steering wheel for use in ground traffic, the steering wheel being connected to the steering system, the wings having movable control surfaces and the tail having at least one movable control surface. The direction control system is formed by a first shaft with a first control input at one end, the first shaft being connected to the steering mechanism, and further formed by a second shaft which is mounted in the first shaft and is independently rotatable and displaceable relative to the first shaft. The second shaft includes a second control input at one end, a first link configured to transmit rotational motion of the second shaft to control the movable control surfaces on the wings, a second link configured to transmit a sliding motion of the second shaft to control the movable control surface on the tail. The first control input can be a steering wheel, the second control input a steering wheel or a lever. The first shaft may further include a connecting member connected to the first shaft. The connecting member may comprise an outwardly projecting member perpendicular to the outer surface of the first shaft. The second shaft may include a radial first coupling member, an axial second coupling member, and a locking mechanism. The radial first connecting member may consist of a member projecting perpendicularly outward from the outer surface of the second shaft. The axial second connecting member may further comprise a pin arrangement connected to the lower end of the second shaft. The aileron control system may include a plurality of interconnected rods and angle levers. The rudder control system may include a plurality of interconnected rods and angle levers. The rudder control system may also include an auxiliary structure including a transverse shaft and a connecting arm arrangement.

In another aspect, the invention is directed to a method of controlling the direction of a hybrid vehicle for land and air transport, the vehicle having the direction control system described above. The method includes controlling the direction of control of a vehicle during ground operation by manipulating a first control input for wheel control and controlling flight maneuvers during operation in air by manipulating a second control input to control moving surfaces on the wings and tail.

Overview of figures in the drawings

The attached figures illustrate embodiments of control systems and methods of operating them.

FIG. 1 is a side perspective view of one embodiment of a hybrid vehicle configured for air traffic.

FIG. 2 is a side perspective view of a hybrid vehicle configured for ground operation.

FIG. 3 is part of one embodiment of a control system for a hybrid vehicle with the second steering wheel shown.

FIG. 4 is part of one embodiment of a control system for a hybrid vehicle for air and land transport, according to an exemplary embodiment with the second steering wheel shown shown.

FIG. 5 is part of one embodiment of a direction control system for a hybrid vehicle for air and onshore transportation with the control of steering the front axle of an automobile by rotating the first steering wheel.

FIG. 6 is part of one embodiment of a direction control system for a hybrid vehicle for air and onshore transportation with illustrated control of the aircraft about its longitudinal axis by controlling the wings on the main wings of the aircraft by rotating the second steering wheel.

FIG. 7 is part of one embodiment of a direction control system for a hybrid vehicle for air and onshore transportation with the aircraft shown illustrated about its transverse axis by controlling the rudder on the tail of the aircraft by axially extending and retracting the second steering wheel.

FIG. 8 is part of one embodiment of a direction control system and connection of control systems for a hybrid vehicle for air and land transport with a detailed illustration of a wing control system and a rudder control system.

FIG. 9 is a close-up view of one embodiment of a portion of a direction control system and connection of control systems for a hybrid vehicle for air and onshore transportation with a detailed illustration of a front wheel steering direction control mechanism.

A detailed reference will now be provided to the non-limiting exemplary embodiments illustrated in the accompanying figures. Whenever possible, the same reference numerals will be used to refer to the same or similar parts throughout the figures.

Examples of embodiments

Figures 1 and 2 show a hybrid vehicle 100 according to one exemplary embodiment, configured for air traffic and ground traffic, respectively. The vehicle 100 is configured for air traffic at least during flight, roll, take-off and landing. The configuration of the vehicle 100 may be transformed from air traffic to ground traffic or vice versa when it is on the ground. The vehicle 100 is configured for ground operation while moving on the ground, for example, while driving on a road.

The vehicle 100 consists of a fuselage 110, a cabin 120, a set of collapsible wings 130, a tail 140, a propeller 150 and wheels, which consist of a set of front wheels 161 and a set of rear wheels 162. The vehicle 100 also has a chassis and engine 170 housed in fuselage 110. which is configured to drive the propeller 150 during flight operation or to drive the front wheels 161 or to drive the rear wheels 162 during ground operation.

As shown in FIG. 1 and 2, the collapsible wings 130 include a wing 131 on each wing 130. Each wing 131 is connected to the trailing edge of the respective wing 130 by hinges. The wings 131 serve to control the inclination of the vehicle 100 about its longitudinal axis during flight in the usual manner. The tail 140 includes a rudder 141 on each side of the tail 140. The rudders 141 are connected to the trailing edge of each tail portion by hinges. The rudders 141 are used to control the tilting of the vehicle 100 during flight in the usual manner.

FIG. 3 to 8 show one example embodiment of a direction control system 200 configured for use with the vehicle 100. The direction control system 200 is configured to allow control of the direction of the vehicle 100 during air and ground operations. The direction control system 200 includes a first shaft 201 with a first control input, in this illustration a first steering wheel 211 or lever connected to the upper end of the first shaft 201. The direction control system 200 further includes a second shaft 202 with a second control input, which is again the second a steering wheel 212 or lever connected to the upper end of the second shaft 202. The first shaft 201 is a rotatable hollow shaft mounted in bearings, since the second shaft 202 extends coaxially through the interior of the first shaft 201, the first shaft 201 and the second shaft 202 being independently rotatable and the second shaft 202 is additionally displaceable along the longitudinal axis.

As shown in FIG. 3 to 8, the first steering wheel 211 and the second steering wheel 212 are U-shaped, but it is contemplated that other different steering wheel shapes may be used, such as a circle, oval, or “W” shaped steering wheel, etc. The first steering wheel 211 as shown in FIG. 3 to 8 is larger than the second steering wheel 212. However, in other embodiments, the first steering wheel 211 may be the same size or smaller than the second steering wheel 212.

The first shaft 201 further includes a third connecting member 220 connected to the first shaft 201. The third connecting member 220 includes a member projecting outwardly, perpendicular to the outer surface of the first shaft 201, as shown in FIG. 3 to 7. The third connecting member 220 further includes a pivot arrangement connected to the outer end of the member. As shown in FIG. 3 to 8, the third connecting member 220 may be positioned so that when the first steering wheel 211 is normally centered, the third connecting member 220 faces upward.

As shown in FIG. 5, the direction control system 200 is configured such that rotation of the first steering wheel 211 causes a corresponding rotation of the first shaft 201 and the third connecting member 220 about the longitudinal axis. The third coupling member 220 is configured to connect to a mechanism (not shown) for steering the front wheels 161. Therefore, rotation of the first steering wheel 211 controls the direction of the front wheels 161 by rotating the first shaft 201 and the third coupling member 220 so that the vehicle operator 100 during ground operation, it can control the direction of the front wheels 161 by rotating the first steering wheel 211. The first shaft 201 can serve as a rotating hollow shaft. It is contemplated that in another embodiment, the direction control system 200 may be configured so that the rotation of the first steering wheel 211 can control the direction of the rear wheels 162.

According to another embodiment, the third connecting member 220 ', as shown in FIG. 9, is a gear, sprocket, or pulley that is wrapped around the circumference of the first shaft 201. The flexible connection 221 is wrapped around the third coupling member 220 'and extends around the fourth coupling member 222, which includes another gear, sprocket, or pulley. . The fourth connecting member 222 is connected to the wheel steering shaft 223 such that rotation of the fourth connecting member 222 causes the wheel steering shaft 223 to rotate and thereby control the direction of the front wheels 161. The flexible connection 221 may be a chain, link, belt or the like. The third connecting member 220 'may have a different (e.g., larger) diameter than the fourth connecting member 222 so that rotation of the first shaft 201 by turning the first steering wheel 211 causes the degree of rotation of the wheel steering shaft 223 to be adjusted according to the diameter ratio. For example, if the third coupling member 220 'has twice the diameter of the fourth coupling member 222, half-rotation of the first steering wheel 211 will cause full rotation of the fourth coupling member 222 and also full rotation of the wheel steering shaft 223. The ratio between the third coupling member 220 and the fourth coupling member 222 can be selected, for example, so that the full range of wheel steering can be achieved by no more than one full rotation of the first steering wheel 211.

As shown in FIG. 3 to 8, the second shaft 202 includes a radial first coupling member 230, an axial second coupling member 240, and a locking mechanism 250. As shown in FIG. 6, the direction control system 200 is configured such that rotation of the second steering wheel 212 causes corresponding rotation of the second shaft 202, the radially first coupling member 230, and the axial second coupling member 240 about a longitudinal axis. As shown in FIG. 7, the direction control system 200 is configured such that pushing down or pulling up the second steering wheel 212 causes longitudinal movement of the second shaft 202, the radially first connecting member 230, and the axial second connecting member 240 along the longitudinal axis.

The radial first connecting member 230 consists of a member projecting perpendicularly outward from the outer surface of the second shaft 202, as shown in FIG. 3 to 8. The radial first connecting member 230 further has a pivot arrangement at its outer end. The radial first connection member 230 is positioned such that when the second steering wheel 212 is normally centered, the radial first connection member 230 faces downward perpendicular to the outer surface of the second shaft 202. The axial second connection member 240 further includes a pivot arrangement connected to the lower end of the second shaft 202. as shown in FIG. 3 to 8.

The radial first coupling member 230 is connected to the mechanism of the wing control system 260, while the axial second coupling member 240 is connected to the mechanism of the elevator control system 270. The direction control system 200 is configured to rotate the second steering wheel 212 by rotating the second shaft 202. and the radial first connecting member 230 is actuated by wings 131 which allow the operator to tilt or tilt the vehicle 100 during flight. The direction control system 200 is configured to push down and / or pull up the second steering wheel 212 causing longitudinal movement of the axial second attachment member 240 along the longitudinal axis, thereby controlling the rudders 141 to allow the operator to adjust the tilt of the vehicle 100 during flight.

The connecting components between the radial first connecting member 230 and the mechanism of the wing control system 260 and between the axial second connecting member 240 and the mechanism of the rudder control system 270 include various connecting components. The coupling components may include, for example, fork mechanisms with pins, cables, rods, rods, angle levers, and the like.

FIG. 8 illustrates aileron control system 260 and rudder control system 270 according to one exemplary embodiment. The wing control system 260 is configured to transmit rotational motion of the radial first connecting member 230 to the wing control mechanism 131. The wing control system 260 includes a plurality of interconnected rods and angular levers. The elevator control system 270 is configured to transmit longitudinal movement of the axial second coupling member 240 to the elevator control mechanism 141. The elevator control system 270 includes a plurality of interconnected rods and angle levers. As shown in FIG. 8 and 9, the rudder control system 270 may also include an auxiliary structure 271 including a transverse shaft 272 and a connecting arm arrangement 273. The transverse shaft 272 lies approximately perpendicular to the major axis of the vehicle 100 and is rotatable about its longitudinal axis. The connecting arm arrangement 273 is located from one end of the transverse shaft 272 to the coupling component 274 from the transverse shaft 272 and between its ends. In the embodiments shown in FIG. 8 and 9, the coupling arm extends beyond the coupling component 274 back to the transverse shaft 272, forming a rectangular arrangement. The first and second shafts 201, 202 are inserted through a triangle, and the connecting arm 275 connects the axial second connecting member 240 and the connecting component 274. The axial movement of the second shaft 202 is transformed into a rotational movement of the transverse shaft 272. The arm 276 is located at one end of the transverse shaft 272. and is connected to the elevator control system 270. The ratio of the distance of the coupling component 274 from the transverse shaft 272 to the length of the arm 276 creates a lever operating about an axis of rotation defined by the transverse shaft 272. In this way, operator force can be applied to the elevator 141 in the most efficient manner. By pushing the shafts 201, 202 through the triangular structure, the overall length of this arrangement is minimized and the space under the transverse shaft 272 is left (for other controls, such as the rudder, or for the operator's feet or legs, not shown). It will be appreciated that shapes other than triangular may be used to arrange the connecting arm 273, such as other polygonal shapes, round shapes, and the like. It is also not necessary that both ends of the connecting arm arrangement 273 be connected to the transverse shaft 272. An open arrangement is also possible.

FIG. 9 shows another example embodiment of a direction control system 200 in which a second connecting member 240 'is located on the periphery of the second shaft 202 opposite the radially first connecting member 230 at the end of the second shaft 202. The second connecting member 240' is connected to the auxiliary structure 271 by a connecting arm. 275, as described above. The connection of the second connection member 240 'to the auxiliary structure 271 may be by means of a ball bearing which allows rotation of the second connection member 240' caused by rotation of the second shaft 202. The radial first connection member 230 and the wing control system 260 function in the same manner as described above.

The locking mechanism 250, as shown in the exemplary embodiment, is an “L” shaped bracket and plate associated with the second shaft 202, as shown in FIG. 3 to 7. The locking mechanism 250 is configured to have a locked and unlocked position. FIG. 3 shows the locking mechanism 250 in the locked position, while FIG. 4 shows the locking mechanism 250 in the locked position. As shown in FIG. 3, in the locked position, the second steering wheel 212 may be extended above the level of the first steering wheel 211 (i.e., closer to the operator) and the second steering wheel 212 is rotatable and slidable along a longitudinal axis within the first shaft 201, thereby allowing tilt and tilt control of the vehicle 100.

As shown in FIG. 4, in the locked position, the second steering wheel 212 and the second shaft 202 may be moved downward so that the first steering wheel 211 and the second steering wheel 212 are substantially at the same level and may be aligned. In the locked position, the locking mechanism 250 is configured to prevent axial rotation and longitudinal movement of the second shaft 202 within the first shaft 201, thereby preventing control of tilting and tilting the vehicle 100. Disabling control of tilting and tilting the vehicle 100 is desirable during ground operation. because such control is unnecessary and the movement of the wings 131 and elevator rudders 141 during ground operation may cause damage to the vehicle 100. During the transition from air traffic to ground operation, the operator may place the locking mechanism 250 in the locked position. Alternatively, the vehicle 100 may be configured to automatically transform between a locked position and a locked position during the transformation from air traffic to ground traffic or from ground traffic to air traffic. According to an exemplary embodiment, the locking mechanism 250 is configured to prevent axial rotation and longitudinal movement of the second shaft 202 by interlocking the L-shaped bracket and the pin that extends through the L-shaped bracket to the hole in the second shaft.

202.

According to another exemplary embodiment, the second shaft 202 may be formed of two or more pieces so that the upper portion of the second shaft 202 that is connected to the second steering wheel 212 may be removable from the first shaft 201. Thus, the operator may remove the second steering wheel 212 and the upper portion. of the second shaft 202 during ground operation. The direction control system 200 is constructed such that removal of the second steering wheel 212 and the upper portion of the second shaft 202 is prevented while the locking mechanism 250 is in the locked position. Alternatively, the direction control system 200 is configured such that removal of the second steering wheel 212 and the top of the second shaft 202 performs the same function as the locking mechanism 250 (i.e., disables control of the wings 131 and elevator 141 during ground operation).

According to another exemplary embodiment, the first steering wheel 211 may be removable from the first shaft 201 or may be tiltable with its upper part forward relative to the first shaft 201 when the vehicle is in air traffic.

The direction control system 200 may further include an integrated control. For example, one or more toggle switches, pushbutton switches, or rotary cylinder switches located on the first steering wheel 211, the second steering wheel 212, or both. For example, a switch for operating one or more flaps and a switch for changing the pitch angle 130 may be located on the first steering wheel 211 and / or the second steering wheel 212. The location of the switches on the first steering wheel 211 and / or the second steering wheel 212 allows easier accessibility for the operator. means of transport 100.

It is contemplated that in another embodiment, the first steering wheel 211 and the second steering wheel 212 are interchanged such that the first steering wheel 211 controls the tilting and tilting of the vehicle 100 and the second steering wheel 212 controls the direction of the front wheels 161. For this embodiment, the third steering link 220 may be front wheels 161 and axial second coupling member 240 and radial first coupling member 230 interchanged.

The direction control system 200 may be applicable to any hybrid air and land vehicle as well as independently applicable to automobiles and aircraft. The direction control system 200 may simplify the control of the vehicle 100 by placing both controls for both air and ground operations directly in front of the operator. At the same time, this simplification can minimize the space required for independent control systems within the cab 120.

When the operator operates the vehicle 100 in ground traffic, he may use the first steering wheel 211 to control the direction of the front wheels 161 similarly as a driver may use the steering wheel in a conventional automobile to control the front wheels of the automobile. In case the operator uses the vehicle 100 in air traffic, for example when flying, he can use the second steering wheel 212 to control the tilting and tilting of the vehicle 100.

Prior to takeoff and after landing, the vehicle 100 may be configured for air mode but operated on the ground. In view of these situations, the direction control system 200 may be configured so that when operated in flight mode on the ground, the first steering wheel 211 may be used to control the direction of the front wheels 161. For example, while the vehicle 100 is on the ground preparing to take off or after landing, the operator may use the first steering wheel 211 to control the direction of the vehicle 100. The operator may also use the second steering wheel 212 to control the vehicle 100 as if used in an aircraft.

The ability of the operator to quickly move his hands from the first steering wheel 211 to the second steering wheel 212 and vice versa due to the combined direction control system 200 may be particularly advantageous during take-off and landing of the vehicle 100. For example, the direction control system 200 allows the operator to use the first steering wheel 211 to control the vehicle. 100 during take-off until the vehicle is detached from the ground, thus preventing further steering of the front wheels 161. However, in contrast to the need to change steering for the operator from steering wheel to control lever, the direction control system 200 allows the operator to immediately move backward from the first. steering wheel 211 to the second steering wheel 212 and begin to control the tilting and tilting of the aircraft. The direction control system 200 also allows for a similar change for the vehicle operator 100 during landing, with the difference that the change is from the second steering wheel 212 to the first steering wheel 211 after the front wheels 161 touch the ground. It is also contemplated that in certain situations, it may be advantageous to use the first steering wheel 211 and the second steering wheel 212 simultaneously, which is very simple for the operator to use one hand on each steering wheel.

Various modifications and variations of the control systems and methods described herein can be made.

Claims (21)

PATENT CLAIMS A directional control system for a hybrid air and land vehicle, comprising at least one steering wheel for use in ground traffic, the steering wheel being connected to a steering system, the wings (130) having movable control surfaces and the tail (140) having at least one movable control surface, wherein the direction control system comprises: a first shaft (201) having a first control input at one end in which the first shaft (201) is connected to the wheel steering system, and a second shaft (202) which is mounted in the first shaft (201) and is independently rotatable and displaceable relative to a first shaft (201), the second shaft (202) having: a second control input at one end, a first connecting member (230) configured to transmit rotational motion of the second shaft (202) to control the movable control surfaces on the wings (130), and a second a coupling member (240) configured to transmit axial movement of the second shaft (202) to control the movable control surfaces on the tail (140). The air and land hybrid vehicle direction control system according to claim 1, characterized in that the first shaft (201) is connected to the control system via a third connecting member (220, 220 ') by means of a flexible connection (221) for transmitting the rotary moving the first shaft (201) to an input for the wheel steering system. The directional air control system for air and land according to claim 1 or 2, characterized in that the first connecting member (230) comprises a lever arm of the first connecting member (230) which projects radially from the second shaft (202). The air and land hybrid vehicle direction control system according to claim 1, 2 or 3, characterized in that it comprises either a second coupling member (240 ') which comprises a lever arm of the second coupling member (240') which projects radially from the second shaft (202), or includes a second connecting member (240) that includes a lever arm of the second connecting member (240) that projects axially from the second shaft (202). The air and land hybrid vehicle direction control system of claim 3 or 4, further comprising a mechanical connection between the lever arm of the first connecting member (230) and the movable wing control surfaces. The air and land hybrid vehicle direction control system of claim 3, 4 or 5, further comprising mechanically interconnecting the rudder control system (270) between the lever arm of the second attachment member (240 ') and the movable control surface. on the tail. The air and land hybrid vehicle direction control system according to claim 6, characterized in that the mechanical connection between the lever arm of the second connecting member (240 ') and the movable control surface on the tail comprises a transverse shaft (272) and connecting arms (273). ) lying between the end portions of the transverse shaft (272) and the coupling point of the coupling component (274) and which are located laterally of the transverse shaft (272), the lever arm of the second coupling member (240 ') being mechanically connected to the coupling point of the coupling component (274). . The air and land hybrid vehicle direction control system of claim 7, wherein the first and second shafts (201, 202) are interposed between the transverse shaft (272) and the connecting arm (275). The directional air control system for air and land according to claim 7 or 8, characterized in that the connecting arm (275) is connected to both ends of the transverse shaft (272). The air and land hybrid vehicle direction control system of claim 7, 8 or 9, further comprising an arm (276) of a third coupling member projecting from a transverse shaft (272) configured to transmit rotational movement of the transverse shaft (272). ) to control the movable control surface on the tail. The directional air control system for air and land according to any preceding claim 1 to 10, characterized in that the second shaft (202) further comprises a locking mechanism (250) configured to limit axial and rotational movement of the second shaft (202) during vehicle configuration for ground operation. A directional control system for a hybrid air and land vehicle according to any preceding claim 1 to 11, characterized in that the first and second control inputs comprise first and second steering wheels (211, 212) or control levers configured to rotate about a common axis. The air and land hybrid vehicle direction control system of claim 12, wherein the second control input is slidable between a flight position in which the second control input is located axially from the first control input and a ground position in which the ground control input is located axially from the first control input. the second control input is substantially aligned with the first control input. The air and land hybrid vehicle direction control system according to any one of claims 1 to 12, characterized in that the second shaft (202) is formed of two or more parts, the first part of the second shaft (202) being connected to the second inlet. control is removable from the first shaft (201) of the ground vehicle. A directional control system for a hybrid air and land vehicle according to any one of claims 1 to 12, characterized in that the second control input of the second shaft (202) is a second steering wheel (212) having tilting arms for the road vehicle. . The air and land hybrid vehicle direction control system according to any one of claims 1 to 12, characterized in that the first control input of the first shaft (201) is a first steering wheel (211) which is removable or which can be tilted by its upper part forward of the first shaft (201) for the vehicle for air traffic. A method of controlling the direction of a hybrid air and land vehicle comprising a direction control system according to any preceding claim, characterized in that it comprises two basic features: - controlling the vehicle control during ground operation by manipulating a first wheel control input ( 161) - control of air maneuvers during air operation by manipulating the second control input to move the control surfaces on the wings (130) and the tail (140). A method of controlling the direction of an air-to-land hybrid vehicle according to claim 17, characterized in that in the process of controlling the control of the vehicle during ground operation: - the second control input of the second shaft (202) is brought into line with the first control control input - the second shaft (202) locks in order to prevent its axial and rotational movement. A method of controlling the direction of a hybrid air and land vehicle according to claim 17, characterized in that in the process of controlling the vehicle control during ground operation, the second control input and a portion of the second shaft (202) are disconnected and removed from the first shaft (201). or the arms of the second control input of the second shaft (202), which is the second steering wheel (212), are tilted. A method of controlling the direction of an air-to-land hybrid vehicle according to claim 17, characterized in that in the process of controlling air maneuvers during air traffic, the following: - after the second shaft (202) is locked, the first control input of the first shaft (201), which is the first steering wheel (211), is removed or tilted with its upper part forward of the first shaft (201) or - extends the second shaft (202) so that the second control input is axially separated from the first control input. Method for controlling the direction of a hybrid air and land vehicle according to claims 17, 18, 19 or 20, characterized in that during take-off, the first input of the first shaft control (201) passes through the second input in the process of controlling the control of the vehicle control of the second shaft (202) for air traffic and during landing, the second control input of the second shaft (202) in the process of controlling the control of the vehicle from air traffic passes through the first control input of the first shaft (201) to ground operation.