SK501242014U1 - System and method of controlling the direction of the hybrid transportation vehicle for air and ground - 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. The second shaft (202) is housed in the first shaft (201) and is independently rotatable and movable relative to 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

Technical field

This technical solution relates generally to a system and method of controlling the direction of a hybrid air and land vehicle.

BACKGROUND OF THE INVENTION

Land transport vehicles (eg cars) and air transport vehicles (eg aircraft) have existed for many years. In recent years, increased efforts have been devoted to the development of another category of means of transport, namely hybrid means of transport, which are fully compatible with both airborne and onshore operations.

One such hybrid means of transport is the "Terrafugia Transition" described in patent application WO 2007/114877 ("WO ´ 877"). WO '877 discloses a vehicle which is both a car and a two-seater aircraft, equipped with a four-wheel undercarriage and folding wings. 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 the propeller mounted at the rear of the hull of the vehicle. During the flight, the vehicle is controlled by a conventional control lever or rod.

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

The existence of separate control systems (eg steering wheel and control lever) for operation on land and in air can be disadvantageous for a number of reasons. Separate control systems, for example, can increase the design of the vehicle and can occupy excessive space inside the cab, which is usually scarce. In addition, during take-off and landing, the operator is forced to change control quickly from one control system to the other, as the vehicle detaches from the ground during take-off or touches the ground during landing. Rapid switching of control from one control system (for example, from the steering wheel) to another control system (for example, to the control lever) 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, make it difficult for the operator to change control between systems.

A solution to these problems is provided by a system in which the two control systems can be placed in close proximity to each other, thus allowing easy change of control for the operator.

The essence of the technical solution

In one aspect, the technical solution is directed to the field of direction control systems for a hybrid vehicle for air and land transport. The vehicle has at least one steerable steering wheel for use in ground traffic, the steering wheel being connected to a steering system, the wings having movable control surfaces and the tail having at least one movable control surface. The direction control system comprises a first shaft with a first control input at one end, the first shaft being coupled to a steering mechanism, and further comprising a second shaft which is supported by the first shaft and is independently rotatable and movable relative to the first shaft. The second shaft comprises a second control input at one end, a first interface configured to transmit a rotational movement of the second shaft to control the movable control surfaces on the wings, a second interface configured to transmit a shifting motion of the second shaft to control the movable control surface at the tail. The first control input may be the steering wheel, the second control input or the lever. The first shaft may further comprise a connecting member coupled to the first shaft. The attachment member may comprise a member extending outwardly, perpendicular to the outer surface of the first shaft. The second shaft may comprise a radial first connection member, an axial second connection member, and a locking mechanism. The radial first attachment member may comprise a member extending perpendicularly outwardly from the outer surface of the second shaft. The axial second connection member may further comprise a pin arrangement connected to the lower end of the second shaft. The wing control system may comprise a plurality of interconnected rods and angular levers. The elevator control system may comprise a plurality of interconnected tie rods and angular levers. The elevator control system may also include an auxiliary structure including a transverse shaft and a link arm arrangement.

In another aspect, the technical solution is directed to a method of controlling the direction of a hybrid means of transport for land and air transport, wherein the means of transport has a direction control system as described above. The method includes controlling the direction of control of the vehicle during ground operation by manipulating the first control input for steering wheels and controlling flight maneuvers during airborne operation by manipulating the second control input for controlling moving surfaces on the wings and tail.

BRIEF DESCRIPTION OF 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 operations.

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

Fig. 4 is a 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 retracted.

Fig. 5 is a portion of one embodiment of a direction control system for a hybrid vehicle in air and on land, showing steering control of a front axle of a car by rotating the first steering wheel.

Fig. 6 is a part of one embodiment of a direction control system for a hybrid vehicle in air and on land showing aircraft control about its longitudinal axis by controlling the wings on the main wings of the aircraft by rotating the second steering wheel.

Fig. 7 is a portion of one embodiment of a direction control system for a hybrid vehicle in air and on land showing aircraft control around its transverse axes by controlling the elevator at the tail of the aircraft by axially extending and retracting the second steering wheel.

Fig. 8 is a part of one embodiment of a direction control and connection control system for a hybrid air vehicle and airborne transport system with a detailed illustration of the wing control system and elevator control system.

Fig. 9 is a close-up view of one embodiment of a portion of the directional control system and the connection of the control systems for a hybrid vehicle for airborne transport and on land with a detailed illustration of the steering direction control mechanism of the front wheels.

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

EXAMPLES

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 operations at least during flight, scrolling, take-off and landing. The configuration of the vehicle 100 may be transformed from air traffic to ground traffic or vice versa while it is on the ground. The vehicle 100 is configured for ground traffic during movement on the ground, for example, while driving on a road.

The vehicle 100 consists of a fuselage 110, a cab 120, a foldable wing set 130, a tail 140. a propeller 150, and wheels consisting of a set of front wheels 161 and a set of rear wheels 162. The vehicle 100 also has a chassis and an engine 170 mounted therein. fuselage 110, which is configured to propeller 150 during flight operation or to drive front wheels 161 or to rear wheels 162 during ground operation.

As shown in FIG. 1 and 2, the foldable wings 130 comprise 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 attached to the trailing edge of each tail portion by hinges. Elevator 141 is used to control the roll of the vehicle 100 during flight in the usual manner.

Fig. 3 to 8 illustrate one embodiment of a direction control system 200 configured for use with the vehicle 100. The direction control system 200 is configured to allow direction control 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 comprises 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 shaft mounted in bearings, since the second shaft 202 coaxially extends beyond 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 of the same size or smaller than the second steering wheel 212.

The first shaft 201 further comprises a third attachment member 220 coupled to the first shaft 201. The third attachment member 220 includes a member extending outwardly, perpendicular to the outer surface of the first shaft 201, as shown in FIG. The third attachment member 220 further comprises a pin arrangement connected to the outer end of the member. As shown in FIG. 3 to 8, the third attachment member 220 may be positioned such that when the first steering wheel 211 is normally centered, the third attachment 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 attachment member 220 is configured to be coupled to a front wheel steering mechanism (not shown) 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 attachment member 220 so that the vehicle operator 100 during ground The first shaft 201 may serve as a rotating hollow shaft. It is contemplated that in another embodiment, the direction control system 200 may be configured such that rotation of the first steering wheel 211 can control the direction of the rear wheels 162.

According to another embodiment, the third connection member 220 '. as shown in FIG. 9, the gear, sprocket or pulley is wrapped around the circumference of the first shaft 201. The flexible connection 221 is wrapped around the third connecting member 220 'and extends around the fourth connecting member 222, which includes another gear, sprocket or pulley. . The fourth connecting member 222 is coupled to the wheel steering shaft 223 such that rotation of the fourth connecting member 222 causes rotation of the wheel steering shaft 223 and thereby controls the direction of the front wheels 161. The flexible connection 221 may be a chain, rod, belt or the like. The third connecting member 220 'may have a different (e.g., larger) diameter than the fourth connecting member 222 such that rotation of the first shaft 201 by rotating the first steering wheel 211 causes the degree of rotation of the wheel steering shaft 223 to be guided according to the diameter ratio. For example, if the third attachment member 220 'has twice the diameter of the fourth attachment member 222, half rotation of the first steering wheel 211 causes full rotation of the fourth attachment member 222 as well as full rotation of the wheel steering shaft 223. The ratio between the third connecting member 220 and the fourth connecting 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 attachment member 230, an axial second attachment 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 a corresponding rotation of the second shaft 202 of the radial first connecting member 230 and the axial second connecting member 240 about the 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 the longitudinal movement of the second shaft 202, the radial first connecting member 230 and the axial second connecting member 240 along the longitudinal axis.

The radial first attachment member 230 is comprised of a member extending perpendicularly outwardly from the outer surface of the second shaft 202, as shown in FIG. 3 to 8. The radial first attachment member 230 further has a pin arrangement at its outer end. The radial first connecting member 230 is positioned such that when the second steering wheel 212 is normally centered, the radial first connecting member 230 faces downwardly perpendicular to the outer surface of the second shaft 202. The axial second connecting member 240 further includes a pin arrangement coupled to the lower end of the second shaft 202 as shown in FIG. 3 to 8.

The radial first attachment member 230 is coupled to the mechanism of the wing control system 260 while the axial second attachment 240 is coupled to the mechanism of the elevator control system 270. The direction control system 200 is configured such that rotation of the second steering wheel 212 by rotating the second shaft 202 and the radial first attachment member 230 controls the wings 131 that allow the operator to tilt or tilt the vehicle 100 during flight. The direction control system 200 is configured to suppress and / or pull up the second steering wheel 212 causing the longitudinal movement of the axial second attachment member 240 along the longitudinal axis, thereby controlling the elevator rudders 141 which allow the operator to adjust the tilting 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 elevator 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 a wing control system 260 and a rudder control system 270 according to an exemplary embodiment. The wing control system 260 is configured to transmit the rotational movement of the radial first attachment member 230 to the wing control mechanism 131. The wing control system 260 includes a plurality of interconnected rods and angular levers. The elevator rudder control system 270 is configured to transmit the longitudinal movement of the axial second attachment member 240 to the elevator rudder control mechanism 141. The elevator rudder control system 270 includes a plurality of interconnected rods and angular levers. As shown in FIG. 8 and 9, the elevator control system 270 may also include an auxiliary structure 271 including a transverse shaft 272 and a mounting 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 arrangement of the connecting arm 273 is located from one end of the transverse shaft 272 to the connecting 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 configuration. The first and second shafts 201, 202 are pushed through the triangle, and the coupling arm 275 connects the axial second coupling member 240 and the coupling 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 coupled to the elevator control system 270. The ratio of the distance of the connecting component 274 from the transverse shaft 272 to the length of the arm 276 creates a lever operating about the axis of rotation defined by the transverse shaft 272. In this way. By passing 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 rudder, or for operator feet or legs, not shown). It will be appreciated that non-triangular shapes can be used to arrange the connecting arm 273, such as other polygon shapes, round shapes, and the like. It is also not necessary that both ends of the arrangement of the connecting arm 273 be connected to the transverse shaft 272. An open arrangement is also possible.

Fig. 9 depicts another embodiment of a direction control system 200 in which the second attachment member 240 'is located on the periphery of the second shaft 202 opposite the radial first attachment member 230 at the end of the second shaft 202. The second attachment member 240' is connected to the auxiliary structure 271 via a connecting arm 275 as described above. The connection of the second attachment member 240 to the auxiliary structure 271 may be by means of a ball bearing that allows the rotation of the second attachment member 240 due to the rotation of the second shaft 202. The radial first attachment member 230 and the wing control system 260 operate in the same manner as described above.

The locking mechanism 250, as shown in the exemplary embodiment, is an L-shaped bracket and a plate associated with the second shaft 202, as shown in FIG. The locking mechanism 250 is configured to have a locked and unlocked position. Fig. 3 shows the locking mechanism 250 in the unlocked position, while FIG. 4 shows the locking mechanism 250 in the locked position. As shown in FIG. 3, in the unlocked position, the second steering wheel 212 can 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 movable along a longitudinal axis within the first shaft 201, thereby allowing control of the tilt and roll.

As shown in FIG. 4, in the locked position, the second steering wheel 212 and the second shaft 202 may be displaced downwardly such that the first steering wheel 211 and the second steering wheel 212 are practically at the same level and can 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 the tilting and tilting of the vehicle 100. Controlling of the tilting and tilting of the vehicle 100 is desirable during ground operations since such control is unnecessary and the movement of the wings 131 and the rudders 141 during ground operation may cause damage to the vehicle 100. During the transformation 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 up to the hole on the second shaft 202.

According to another exemplary embodiment, the second shaft 202 may be formed of two or more pieces such that the upper portion of the second shaft 202 that is attached to the second steering wheel 212 may be removable from the first shaft 201. Thus, the operator can remove the second steering wheel 212 and the upper part. second shaft 202 during ground operation. The direction control system 200 is constructed such that removal of the second steering wheel 212 and the top 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 the operation of the wings 131 and elevator rudder 141 during ground operation).

According to another exemplary embodiment, the first steering wheel 211 can be detachable from the first shaft 201 or can be tilted with its upper part forward relative to the first shaft 201 when the vehicle is in flight operation.

The direction control system 200 may further include integrated control. For example, one or more toggle switches, pushbutton switches or rotary roller switches located on the first steering wheel 211, the second steering wheel 212, or both. For example, a switch for controlling one or more flaps and a switch for changing the angle of attack of the wings 130 may be located on the first steering wheel 211 and / or on the second steering wheel 212. Placing the switches on the first steering wheel 211 and / or on the second steering wheel 212 100 ALIGN!

In another embodiment, it is contemplated that the first steering wheel 211 and the second steering wheel 212 are changed 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 linkage 220 may be front axle 161 and axial second attachment member 240 and radial first attachment member 230 are interchanged.

The direction control system 200 may be applicable to any hybrid air and land vehicle as well as independently applicable to cars and aircraft. The direction control system 200 may simplify the operation of the vehicle 100 by placing both controls for both air and ground traffic 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 controls the vehicle 100 in ground operation, he may use the first steering wheel 211 to control the direction of the front wheels 161, similarly as the driver can use the steering wheel in a conventional automobile to control the front wheels of the automobile. In the case that the operator uses the vehicle 100 in air traffic, for example when flying, he may use the second steering wheel 212 to control the tilt and roll of the vehicle 100.

Before take-off and after landing, the vehicle 100 may be configured to be in flight mode but operated on the ground. Considering these situations, the direction control system 200 may be configured such 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 and ready to take off. or after landing, the operator may use the first steering wheel 211 to steer the direction of the vehicle 100. The operator may also use the second steering wheel 212 to steer the vehicle 100 as if using it on an aircraft as needed.

The ability of the operator to quickly move hands from the first steering wheel 211 to the second steering wheel 212 and vice versa, due to the combined solution of the direction control system 200, may be particularly advantageous during takeoff 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 detaches from the ground, avoiding further steering of the front wheels 161. But, in contrast to having to change the steering for the operator from the steering wheel to the control lever, the direction control system 200 allows the operator to immediately move backwards from the first the steering wheel 211 on the second steering wheel 212 and begin to control the roll and roll of the aircraft. The direction control system 200 also allows a similar change to the operator of the vehicle 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 have touched 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 easy for the operator to use one hand on each steering wheel.

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

Claims (18)

PROTECTION Claims ecu š A system for controlling the direction of 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, the direction control system comprising: a first shaft (201) having a first control input at one end in which the first shaft (201) is coupled to the wheel steering system, and a second shaft (202) which is mounted in the first shaft (201) and is independently rotatable and slidable a first shaft (201), the second shaft (202) having: a second control input at one end, a first connecting member (230) configured to transmit the rotational movement of the second shaft (202) to control the movable control surfaces on the wings (130); a coupling member (240) configured to transmit the axial movement of the second shaft (202) to control the movable control surfaces at the tail (140). A system for controlling the direction of a hybrid air and land vehicle according to claim 1, characterized in that the first shaft (201) is connected via a third connecting member (220, 220 ') to the control system by means of a flexible rotary transmission coupling (221). moving the first shaft (201) to the input for the wheel steering system. The system for controlling the direction of the hybrid air and land vehicle 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). A system for controlling the direction of a hybrid air and land vehicle according to claim 1, 2 or 3, characterized in that it comprises either a second connecting member (240 ') which includes a lever arm of the second connecting member (240') which overhangs radially from the second shaft (202), or comprises a second connecting member (240) that includes a lever arm of the second connecting member (240) that extends axially from the second shaft (202). The system for controlling the direction of a hybrid air and land vehicle according to claim 3 or 4, further comprising a mechanical connection between the lever arm of the first connecting member (230) and the movable wing air surfaces. The air and land hybrid hybrid vehicle direction control system of claim 3, 4 or 5, further comprising a mechanical linkage of the elevator control system (270) between the lever arm of the second connecting member (240 ') and the movable control surface. on the tail. The air and land hybrid hybrid vehicle direction control system of claim 6, wherein the mechanical coupling between the lever arm of the second attachment member (240 ') and the movable control surface at the tail comprises a transverse shaft (272) and the attachment arms (273). lying between the end portions of the transverse shaft (272) and the attachment point of the coupling component (274) and which are located on the lateral transverse shaft (272), the lever arm of the second coupling member (240 ') being mechanically coupled to the attachment point of the coupling component (274) . A system for controlling the direction of a hybrid air and land vehicle according to claim 7, characterized in that the first and second shafts (201, 202) are pushed between the transverse shaft (272) and the connecting arm (275). A system for controlling the direction of a hybrid air and land vehicle 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 hybrid vehicle direction control system according to claim 7, 8 or 9, further comprising a third attachment arm (276) projecting from the transverse shaft (272) configured to transmit the rotary motion of the transverse shaft (272). ) to operate the movable control surface on the tail. The system for controlling the direction of a hybrid air and land vehicle according to any preceding claim, wherein the second shaft (202) further comprises a locking mechanism (250) configured to limit the axial and rotational movement of the second shaft (202) during vehicle configuration for ground operations. A system for controlling the direction of a hybrid air and land vehicle according to any preceding claim, wherein the first and second control inputs comprise first and second steering wheels (211, 212) or steering levers configured to rotate about a common axis. The air and land hybrid hybrid vehicle direction control system of claim 12, wherein the second steering control input is displaceable between a flight position in which the second control input is located axially from the first control input and between a ground position in which the second control input is substantially aligned with the first control input. A system for controlling the direction of a hybrid air and land vehicle according to any one of claims 1 to 12, characterized in that the second shaft (202) is formed from two or more parts, the first part of the second shaft (202) connected to the second inlet. The control is removable from the first shaft (201) of the ground vehicle. A system for controlling the direction of 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 folding arms for the ground vehicle. . ť. A system for controlling the direction of a hybrid air and land vehicle 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 is foldable by its upper part. forward of the first shaft (201) for the air vehicle. A method of controlling the direction of a hybrid air vehicle and dry land comprising a direction control system according to any preceding claim, characterized in that it comprises two basic features: - controlling the control of the vehicle during ground operation by manipulating the first control input, which is the first steering wheel (211) by rotating the first steering wheel shaft (201), wherein the second control input, which is the second steering wheel (212) of the second shaft (202) ) either retracts to a level with the first steering control input or disconnects and removes the second control input and part of the second shaft (202) from the first shaft (201), or folds the arms of the second control input of the second shaft (202), - the second shaft (202) locks to prevent its axial and rotational movement; - controlling air maneuvers during air operation by manipulating the second control input to move the control surfaces on the wings (130) and tail (140), where the first input of the first shaft control (201) is removed after the second shaft (202) has been unlocked, or actuating the first shaft (201) with its upper part forward relative to the first shaft (201), or - the second shaft (202) extends such that the second control input is axially separated from the first control input. The method of controlling the direction of a hybrid air and land vehicle according to claim 17, characterized in that during take-off, the first control input of the first shaft (201) in the ground control process of the vehicle is passed through the second control input of the second shaft (202). and during landing, the second input of the second shaft control (202) in the process of controlling the vehicle control from the air traffic is passed through the first input of the first shaft control (201) to the ground traffic.