US-12623502-B2 - Dual-mode vehicle with selectively attachable flight module and energy transmission control

US12623502B2US 12623502 B2US12623502 B2US 12623502B2US-12623502-B2

Abstract

A modular dual-mode vehicle designed for both ground and aerial travel features an automotive chassis with a ground-based driving module with wheels and a motor, and a detachable flight module. The flight module mechanically couples to the vehicle body, enabling airborne operation. A user-operated toggle directs energy from a main power source to either the driving or flight module via a primary transmission system and a common gear box.

Inventors

Guanhao Wu

Assignees

Guanhao Wu

Dates

Publication Date: 20260512
Application Date: 20250822

Claims (20)

1 . A vehicle comprising: a vehicle body including: a chassis; at least one connection element disposed at a side of said vehicle body and above the chassis; and a driving module, said driving module having at least one pair of wheels with a connecting axle there-between, said driving module adapted for use during terrestrial travel; a motor within said vehicle body generating mechanical energy from a primary energy storage; a primary transmission system selectively transmitting mechanical energy from said motor to a target component of said vehicle; and a flight module selectively attachable and detachable from connection points disposed on said at least one connection element of said vehicle body and mechanically coupleable to said vehicle body, such that when the fight module is attached to the at least one connection element, at least a portion of the flight module is disposed vertically above said vehicle body, said flight module adapted for use during aeronautical travel of said vehicle; a user-operated toggle repeatedly switchable between a first state and a second state; wherein: in said first state, said target component is said connecting axle; and in said second state, said target component is said flight module.
2 . The vehicle of claim 1 , wherein the flight module comprises at least one of: wings, propellers, and thrusters.
3 . The vehicle of claim 2 , wherein said flight module comprises a secondary energy storage and secondary transmission system, said secondary transmission system transmitting mechanical energy from said secondary energy storage to said flight module; and wherein a combination of said primary transmission system and said secondary transmission system are designed to simultaneously transmit mechanical energy to said flight module.
4 . The vehicle of claim 3 , wherein said primary energy storage and said secondary energy storage are electrically coupled to each other such that energy is bidirectionally transferable between said first energy storage and said second energy storage.
5 . The vehicle of claim 3 , wherein said primary energy storage supplies energy to both said primary transmission system and said secondary transmission system in the event of said secondary energy storage failing to cause said second transmission system to send mechanical energy to said flight module.
6 . The vehicle of claim 3 , wherein said secondary energy storage supplies energy to both said primary transmission system and said secondary transmission system in the event of said primary energy storage failing to cause said primary transmission system to send mechanical energy to said driving module.
7 . The vehicle of claim 1 , wherein said at least one connection element connects to central points of said wheels and said flight module connects to said vehicle body via said at least one connection element, thereby connecting to said vehicle body via one central point of each wheel.
8 . The vehicle of claim 2 , wherein said flight module comprises a lift generating propeller and a thrust generating propeller adjoined to a lift generating wing, wherein said thrust generating propeller is separate and distinct from said lift generating propeller.
9 . The vehicle of claim 8 , wherein: said thrust generating propeller is coupled to said connecting axle via a plurality of rotating shafts, wherein each said rotating shaft of said plurality of rotating shafts is connected to at least one other said rotating shaft of said plurality of rotating shafts via a universal joint allowing for two dimensional freedom of movement.
10 . The vehicle of claim 9 , wherein: at least one rotating shaft of said plurality of rotating shafts extends from within said vehicle body to a region exterior to said vehicle body; and each said rotating shaft of said plurality of rotating shafts is angularly offset at an obtuse angle from a respective adjacent rotating shaft of said plurality of rotating shafts.
11 . The vehicle of claim 9 , wherein a rotational axis of said thrust generating propeller is equidistant from two back corners of said chassis.
12 . The vehicle of claim 8 , wherein said lift generating propeller and said thrust generating propeller are offset 90 degrees from one another, and an extremity of said thrust generating propeller reaches to a point higher than a highest point of said lift generating propeller.
13 . A method of use of the vehicle of claim 1 , the method comprising steps of: (a) mechanically attaching said flight module to said at least one connection element; (b) setting said user-operated toggle to said first state; (c) automotively accelerating said vehicle using mechanical energy provided to said driving module via said primary transmission system; (d) switching said user-operated toggle to said second state; (e) supplying said mechanical energy from said primary energy storage to said flight module via said primary transmission system; (f) ceasing vehicular acceleration production via said driving module; (g) generating lift via said flight module; and (h) taking off, such that said at least one pair of wheels lose contact with the ground, and said vehicle is airborne.
14 . The method of use of the vehicle of claim 13 , the method further comprising, between steps (e) and (f), a step of producing vehicular acceleration via both said driving module and said flight module using mechanical energy supplied via said primary transmission system.
15 . The method of use of the vehicle of claim 13 , further comprising steps of: (i) reducing mechanical energy supplied to said flight module via said primary transmission system; (j) descending; (k) contacting said at least one pair of wheels to the ground; (l) switching said user-operated toggle to said first state; (m) ceasing transmission of mechanical energy to said flight module, and supplying mechanical energy exclusively to said driving module via said primary transmission system; and (n) resuming automotive travel.
16 . A method of use of the vehicle of claim 13 , the method comprising steps of: (a) mechanically attaching said flight module to said at least one connection element; (b) setting said user-operated toggle to said first state; (c) automotively accelerating said vehicle using mechanical energy provided to said driving module via said primary transmission system; (d) switching said user-operated toggle to said second state (e) simultaneously supplying said mechanical energy from said primary energy storage to said flight module via said primary transmission system and supplying mechanical energy from said secondary energy storage to said flight module via said secondary transmission system; (f) ceasing mechanical energy transfer to said driving module; (g) generating lift via said flight module; and (h) taking off, such that said at least one pair of wheels lose contact with the ground, and said vehicle is airborne.
17 . The method of use of the vehicle of claim 16 , further comprising a step (i) of ceasing mechanical energy transfer via said secondary transmission system to said flight module.
18 . The method of use of the vehicle of claim 16 , further comprising steps, executed at any point during the method, of: (i) of establishing energetic connection between said primary energy storage and said secondary energy storage; and (j) transferring energy from either said secondary energy storage to said primary energy storage or from said primary energy storage to said secondary energy storage.
19 . The method of use of the vehicle of claim 18 , further comprising steps of: (k) reducing mechanical energy supplied to said flight module via said primary transmission system; (l) descending; (m) contacting said at least one pair of wheels to the ground; (n) switching said user-operated toggle to said first state; (o) ceasing transmission of mechanical energy to said flight module, and supplying mechanical energy exclusively to said driving module via said primary transmission system and/or said secondary transmission system; and (p) resuming automotive travel.
20 . A method of use of the vehicle of claim 1 , the method comprising steps of: (a) mechanically attaching said flight module to said at least one connection element; (b) setting said user-operated toggle to said second state; (c) supplying mechanical energy from said primary energy storage to said flight module via said primary transmission system; (d) generating lift via said flight module; (e) taking off, such that said at least one pair of wheels lose contact with the ground, and said vehicle is airborne; (f) reducing mechanical energy supplied to said flight module via said primary transmission system; (g) descending; and (h) contacting said at least one pair of wheels to the ground.

Description

FIELD OF THE DISCLOSED TECHNOLOGY The present technology relates to the field of vehicular travel and energy transmission systems there-for, and, more specifically, to the field of terrestrial vehicles with provisions for aeronautical travel BACKGROUND Flying cars, also referred to as roadable aircraft or hybrid ground-air vehicles, have long been envisioned as a solution to transportation congestion and efficiency. Numerous designs have been proposed and developed that attempt to combine terrestrial drivability with aerial capability. A common approach in existing flying car systems involves the integration of folding or retractable wings, which may extend laterally from the vehicle body for flight and retract or fold along the sides for ground travel. These systems seek to minimize the spatial footprint of the vehicle during terrestrial use while still providing sufficient lift during flight. However, folding-wing configurations present several engineering and practical challenges. The mechanical complexity required to deploy and retract wings reliably adds significant weight and introduces failure points that can compromise safety. Additionally, such systems typically require substantial structural reinforcement in the vehicle body to accommodate the forces involved in flight, which can reduce overall vehicle efficiency. The folding mechanisms themselves often consume internal vehicle space and necessitate lengthy transition procedures that are not conducive to rapid deployment or operation in constrained urban environments. This fixed design limits flexibility, complicates maintenance, and may reduce the versatility of the vehicle for users who do not require constant flight capability. There is thus a need in the art for flying cars that combine the advents of existing technology while further increasing flexibility, modularity, energy efficiency, and safety redundancies, whilst mitigating associated costs. SUMMARY A vehicle according to the disclosed technology enables both terrestrial and aerial travel through a modular and user-controlled configuration. The vehicle comprises a vehicle body with a chassis and a driving module, where the chassis may take the form of a conventional automobile body featuring passenger seating and operable doors. The driving module includes at least one pair of wheels connected by a common axle and is designed for ground-based travel. A motor housed within the vehicle body converts energy from a primary energy storage, such as a battery, fuel tank, or other source, into mechanical energy. A selectively attachable and mechanically coupleable flight module enables aeronautical travel without permanently burdening the vehicle with heavy flight components. The flight module may include wings, propellers, thrusters, or other flight-inducing structures. “Mechanically coupleable” is defined as “able to be adjoined or connected in a manner that enables transference of mechanical force, energy, or motion”. For example, wings attached to the vehicle body are said to be “mechanically coupleable”, as lift generated via airflow about the profile of the wings acts upon the car body, allowing for flight of both the wings and the car body. When the module is detached, the vehicle operates as a lightweight, energy-efficient ground vehicle. This modular approach overcomes limitations of conventional flying cars with integrated folding wings, which add structural complexity, weight, and mechanical failure points. Mechanical energy from the motor is selectively directed to either the axle (for driving) or the flight module (for flying) via a primary transmission system, under control of a user-operated toggle. The toggle switches between a first state that powers the axle for terrestrial motion, and a second state that powers the flight module for aerial movement. Described differently, the first state of the toggle activates terrestrial driving by directing energy to the axle to turn the ground-contacting wheels, whereas the second state of the toggle directs energy to the flight module for aeronautical travel. This user-controlled toggle enables seamless switching between driving and flying, with fewer moving parts than folding-wing systems and without requiring simultaneous propulsion of both modules unless desired. In some embodiments, the flight module includes at least one of wings, propellers, and thrusters. The flight module may further comprise a secondary energy storage and a secondary transmission system, the latter being configured to transmit mechanical energy from the secondary energy storage to the flight module. In such embodiments, the primary and secondary transmission systems may be designed to simultaneously transmit mechanical energy to the flight module. This is particularly advantageous in scenarios where the primary energy storage lacks sufficient energy to provide for the intended functions of the vehicle. The primary energy storage and the secondary energy storage