Patent Description:
The present invention relates in general to transportation systems using a vertical takeoffand landing (VTOL) aircraft to transport ground vehicles with active leaning suspensions and other payloads.

Traffic congestion is a major problem across the d developed world and getting worse by the day. In all corners of the globe, people drive daily to commute to work, to shop, to travel cross-country for work or vacation, and for any number of other purposes. As populations grow in number and advance economically, more and more cars are added to the roadways. Two million passenger vehicles are added to the world's roadways every year. For <NUM>, an estimated <NUM> million vehicles were produced globally, up from <NUM> million in <NUM>. The world's infrastructure has so far not expanded or adapted to meetthe growing demands.

One concept for reducing congestion is the introduction of self-driving vehicles. Self-driving vehicles can potentially communicate directly with each other and with local infrastructure systems to coordinate the speeds and locations of every vehicle on the road. Such coordination would allow for the removal and traffic lights and optimization of traffic fluidity. The introduction of self-driving vehicles en masse will allow drivers to reach their destinations quicker. However, an autonomous transportation future will not itself solve the congestion problem. Moving to autonomous vehicles does not reduce the number of vehicles on the road or increase the amount of space on existing highways.

Another proposed solution is to take commuting to the skies. In a concept similar to ridesharing, sky taxis in development will allow commuters to share a ride on electric vertical takeoff and landing (eVTOL) aircraft between skyports spread throughout a metropolitan area. However, construction of hundreds of skyports in the hearts of cities around the world will cost billions and take decades. Once built, passengers will have to arrange transportation to and from skyports and process through security screenings. Moreover, due to their inefficient design, sky taxi aircraft will require full occupancy of between four and six passengers to remain profitable. Unless a commuter is flying between hot-zones at peak times, there will more than likely be a wait before boarding. Even worse, remote destinations with few potential riders will not be able to supporta skyport. The sky taxi concept requiring skyports limits the destinations to onlylarge metropolitan centers.

The <CIT> discloses a VTOL system with a center wing, a fuselage, a detachable payload, a left power pod and a right power pod. A detachable control power pod is connected to one end of a canard boom. The control power pod can provide vectored thrusting. Left and Right foldable wings are attached to the respective power pods. In operation, it is possible to fold the left and right wings, the central wing and the boom attached to it are fixed relative to each other, and the detachable control power pod can tilt to provide vectored thrusting.

The <CIT> discloses a VTOL and horizontal flight aircraft comprising a first fuselage section, a second fuselage section, a pair of rotor blades, projecting laterally from the first fuselage section, stabilizer wings projecting laterally from the second fuselage section. A pilot may be carried in second fuselage section. The motor is in section, and sliprings or the like are used so that there can be electronic communications between section and second fuselage section when is rotating. Boom extends between the stabilizing wings or tail end and the rear fuselage.

The <CIT> discloses an unmanned Aerial Vehicle with three propellers. One propeller points straight up and the other two propellers each are able to pivot to point straight up to facilitate vertical flight, and to pivot forward for horizontal airplane like flight. Each motor is at the end of a boom, and pivots about pivot points. The other end of the boom is fixedly attached to the wing.

The <CIT> discloses a bi-plane with three propellers, two in between the bi-wings, and the third located in a tail assembly. The Action identifies the tail boom. The wings, and the propulsion assembly.

The <CIT> discloses an unmanned monitoring and surveillance aircraft comprises a propeller for driving the surveillance aircraft. The propeller is supported by a constant velocity joint, over an operating unit, to pivot on a propeller shaft aligned in the longitudinal direction of the fuselage. It is also disclosed that the wing, and cross wing, are connected in a fixed manner to the side of the fuselage, and a fan on a joint at one end of the boom.

The <CIT> discloses a glider, with a fuselage, a turbine for powering on-board electric systems, wings, fins, struts. The wings are fixed during gliding flight, but the wings can rotate in helicopter mode.

Therefore, a need exists for a transportation system that can truly reduce congestion on the roads while also expanding travel into the air without requiring a largeskyport infrastructure. Accordingly, the task of the invention is solved by the features of the independent claims. This object is solved by an eVTOL aircraft according to claim <NUM> and a method for transportation according to claim <NUM>.

<FIG> illustrate a skyboom-based electric vertical takeoff and landing (eVTOL) aircraft <NUM>. eVTOL <NUM> is an aircraft formed around a powerboom or skyboom <NUM>. The top end of skyboom <NUM> has upper wings <NUM> attached via a rotating joint <NUM> and a hinge <NUM>. A rotor stanchion <NUM> extends from joint <NUM> and holds paddles <NUM> and rotorassembly <NUM>. Rotor assembly <NUM> includes one or more rotor blades <NUM> surrounded by an optional shroud orduct <NUM>. The bottom end of skyboom 52has lower wings <NUM> attached via rotating joint <NUM> and hinge <NUM>. A payload connector <NUM> extends down from rotating joint <NUM>. In one embodiment, payload connector <NUM> includes a shaft similarto stanchion <NUM> and operates as a rudder with <NUM> degree rotation capability.

Skyboom <NUM> operates as the fuselage ofeVTOL <NUM>. The standard skyboom <NUM> will be <NUM> feet (approximately equal to <NUM> meters) in length to support a combined wingspan of <NUM> feet (approximately equal to <NUM> meters) for upper wings <NUM> and lowerwings <NUM>. In the standard model, the combined wingspan of all four wings <NUM> and <NUM> is <NUM> feet (approximately equal to <NUM> meters): <NUM> feet (approximately equal to <NUM> meters) for lower wings <NUM> and <NUM> feet (approximately equal to <NUM> meters) for upper wings <NUM>. Skyboom <NUM> houses fuel to power VTOL <NUM>. In the case of an all-electric eVTOL <NUM>, skyboom <NUM> houses a large array of electric batteries. Standard battery weight for the all-electric eVTOL <NUM> will be <NUM>,<NUM>-<NUM>,<NUM> pounds (approximately equal to <NUM> - <NUM>,<NUM> kilograms), with an estimated total eVTOL weight of <NUM>,<NUM> to <NUM>,<NUM> pounds (approximately equal to <NUM>,<NUM> - <NUM>,<NUM> kilograms). The size, length, and battery capacity of skyboom <NUM> are all scalable as desired to meet flight requirements for a given situation. Skyboom <NUM> has a symmetric airfoil shape to provide a large battery storage capacity in a lowdrag structure. In hybrid embodiments, skyboom <NUM> can house both electric batteries and liquid fuel.

eVTOL <NUM> has two pairs of long high aspect ratio wings, upper wings <NUM> at the top of skyboom <NUM> and lowerwings <NUM> at the bottom of skyboom <NUM>. Upper wings <NUM> are optional, and some embodiments are capable of horizontal cruising with only lower wings <NUM>. In other embodiments, smaller canardsare used for upper wings <NUM>. Rotating joints <NUM> and <NUM> allowwings <NUM> and <NUM>, respectively, to rotate about an axis through the lengths of the wings as illustrated in <FIG>. Wings <NUM> and <NUM> are attached to circular rails, circular gears, or a ring gear within joints <NUM> and <NUM> that allow <NUM>-degree rotation of the wings using gears and electric drive motors. Rotation of wings <NUM> and <NUM> can also be passive. A locking mechanism can be used to temporarily disallow rotation of wings 54and <NUM>. Wings <NUM> and <NUM> may have additional control surfaces built into the wings, such as flaps or ailerons, for in-flight control. Otherwise, rotation via joints <NUM> and <NUM> can be used for in- flight control.

Rotating joint <NUM> allows wings <NUM> to rotate independently from each other. Rotating joint <NUM> allows wings <NUM> to rotate independently from each other. Rotating wings on opposite sides of skyboom <NUM> in opposite directions will effectively turn the wings into rotors to facilitate autorotation. Wing tips could be fitted with rockets to initiate autorotation. Rockets can be mounted directly towing tips or within wing structure with plumbing to a wing tip nozzle. Autorotation can be particularly useful in reduced power or loss of power situations. In autorotation, the entire eVTOL <NUM> rotates in response to surrounding air moving upward relative to the eVTOL. In autorotation, skyboom <NUM> rotates about an axis through the length ofthe skyboom. An attached load could be geared through payload connector <NUM> to maintain set position or rotate in an opposite direction to inducea stabilizing effect.

Rotating joint <NUM> also allows rotor stanchion <NUM>,and thus rotor assembly <NUM>, to rotate relative to skyboom <NUM> as shown in <FIG>. As with wings <NUM>, rotor stanchion <NUM> is attached to a circular rail or geared component within rotating joint <NUM> to allow rotation and powered by an electric drive motor and gears. Rotation of rotor assembly <NUM> facilitates transition between horizontal and vertical flight by tilting thrust toward the desired direction of travel. Rotation of rotor assembly <NUM> relative to skyboom <NUM> can be passive. With the rotor assembly dragging the skyboom behind, the wings provide lift to naturally bring eVTOL <NUM> into a horizontal posture. A locking mechanism can be used to temporarily disallow rotation of rotor assembly <NUM>.

Rotation joint <NUM> allows connector <NUM> to rotate relative to skyboom <NUM>. Connector <NUM> is attached to a circular rail or geared component within rotation joint <NUM> and poweredby a driver motor and gears. Rotation can be passive, with a load causing connector <NUM> to remain hanging down vertically from rotation joint <NUM> as eVTOL <NUM> transitions between vertical and horizontal flight. When connector <NUM> is loaded and hangs down, the connector <NUM> stabilizes the flight of eVTOL <NUM> and functions as a tail rudder. When eVTOL <NUM> is unloaded, connector <NUM> can be extended upward or downward during horizontal flight as a vertical stabilizer. A locking mechanism can be used to temporarily disallow rotation of connector <NUM>. The double- jointed design of eVTOL <NUM> with rotating joints at both ends allows counter-force to be applied to the propulsion system, reducing moments of instability during transition between horizontal and vertical flight.

The vertical design of eVTOL <NUM> with skyboom <NUM> provides a base structure to accommodate long folding wings <NUM> and <NUM> deployed from joints <NUM> and <NUM>. Hinge <NUM> on joint <NUM> allows wings <NUM> to fold down onto skyboom <NUM>, and hinge <NUM> on joint <NUM> allows wings <NUM> to fold up onto skyboom <NUM>, as shown in <FIG>. Additional active wings, rudders, and other control surfaces can be mounted to skyboom <NUM> as desired for additional lift and control.

In some embodiments, upper wings <NUM>, lower wings74, or both can have avariable geometry. In one embodiment, hinges <NUM> allow lower wings <NUM> to sweep forward, in a similarrotation direction as classic variable sweep aircraft wings. Wings <NUM> would end up being oriented parallel to skyboom <NUM> as in <FIG>, but rotated approximately <NUM> degrees about an axis through the length of the wings so that the width of the wing extends out from the skyboom. Wings <NUM> would then operate similar toa long delta wing or chine. The tips of wings <NUM> can attach to the skyboom <NUM>, so that rotating joint <NUM> warps wings <NUM> asa control surface. Upper wings <NUM> could be swept backwards similarly instead of or in addition to lower wings <NUM>.

<FIG> illustrates a perspective view from below rotor assembly <NUM>. Rotor blades 66a and 66b are mounted to and rotate around stanchion <NUM>. Rotor blades 66a and 66b are configured to counter-rotate to keep the overall rotational velocity approximately zero. Individual rotor blades <NUM> can be driven with one or more electric motors stacked on a common shaft. Stacking electric motors provides redundancy andreduces magnetic saturation within the motors during high current draw situations. Stacking motors also allows switching between motors to reduce thermal loading and improve efficiency during horizontal winged flight. Shroud or duct <NUM> is mounted to stanchion <NUM> and extend around blades <NUM>. Center attachment of the propulsion system reduces weight and improves thestability and rigidity of duct <NUM>.

Paddles <NUM> are configured to control movement of eVTOL <NUM> by displacing moving air from blades <NUM>. The paddles can be rotated about stanchion <NUM> to modify the direction that moving air is displaced relative to skyboom <NUM>. <FIG> shows paddles <NUM> oriented perpendicularly to the lengths of wings <NUM>, while <FIG> shows the paddles rotated to be parallel with thewings. Paddles <NUM> can also be rotated about an axis through thelengths of the paddles as illustrated in <FIG>. Paddles <NUM> can be rotated independently of each other. <FIG> shows paddles <NUM> rotated in different directions to spin eVTOL <NUM> in vertical flight. <FIG> is a perspective view from the top of rotor assembly <NUM>.

EVTOL <NUM> has high aspect ratio wings, an aerodynamic design, and large energy storage capacity within skyboom <NUM>, which provide excellent efficiency and allows the eVTOL to operate for long periods of time before needing recharging or refueling. The efficient aerodynamic design of the eVTOL <NUM> structure in combination with the unobstructed air flow around the propulsion system provide greater cruise and top speed capability independent of the chosen propulsion system. The noise reduction attributes of the ducted rotor propulsiondesign coupled with the propulsion system's location <NUM> feet (approximately equal to <NUM> meters) or more above the payload combine to reducenoise levels. The location of the propulsion system and length of skyboom <NUM> allows for a long, efficient wingspan and larger diameter rotor blades <NUM>, whether ducted or not. The simple design of eVTOL <NUM> helps streamline the manufacture of carbonfiber components. However, eVTOL <NUM> is so efficient that the aircraft could also be made out of aluminum and still fly long enough on a single battery charge to be commercially viable.

<FIG> illustrate alternative embodiments for the eVTOL <NUM> propulsion system. In <FIG>, a rotor assembly <NUM> has paddles <NUM> replaced with four independent control surfaces <NUM> attached to the support struts of duct <NUM>. Control surfaces <NUM> can be all folded clockwise or counterclockwise around stanchion <NUM> to spin eVTOL <NUM> during vertical flight. Spinning eVTOL <NUM> gets rotating joint <NUM> oriented in the desired direction so that when the rotor assembly <NUM> is folded by the rotating joint the rotor assembly aims thrust in the desired direction for horizontal travel. Rotor assembly <NUM> with control surfaces <NUM> is illustrated without the use of upper wings <NUM>, but upper wings <NUM> are used with control surfaces <NUM> in other embodiments. Control surfaces <NUM> and paddles <NUM> can be combined in a single embodiment to facilitate additional control.

<FIG> illustrate a rotor assembly <NUM> with four electrically powered fan nacelles <NUM>. Each nacelle <NUM> is fitted with a pair of counter-rotating blades <NUM> as with rotor assembly <NUM>. In other embodiments, each nacelle <NUM> includes a single blade <NUM>, with two total blades spinning clockwise and two total blades spinning counterclockwise. Alternatively, each nacelle <NUM> can include two blades spinning the same direction, with a total of four blades spinning clockwise and four blades spinning counterclockwise. Alternatively, each nacelle can include one or more electric turbines. The blades <NUM> of each nacelle <NUM> can be rotated at different rates to vary thrustand control the attitude of rotor assembly <NUM>.

In one hybrid embodiment, a turbine or other heat engine is housed in the center of a quadcopter and used as a generator to power electric rotors in a rotor assembly. A center mass of the rotor assembly can house one or more small turbine engines or other heat engines powering multiple generators, alternators, or motors to supply electrical current to multiple electric propulsion motors with attached propellers to generate lift or thrust. A small startup battery can also be included within the center mass of therotor assembly. Multiple propulsion motors or engines provide redundancy in case of partial failure. The propulsion motors can attach to thecenter mass via airfoil shaped arms. The airfoil shaped arms can be used to generate lift during horizontal flight. In some embodiments, telescoping arms are used to mount the multiple motors to the center mass. Seals or collapsible internal bladders can be used to increase or decrease the length of the arms to effect lift, utilizing waste air from the turbine. Bladders within bladders can be used to house fuel forthe turbine engine.

<FIG> illustrates an embodiment with jet engines120 mounted to upper rotating joint <NUM>. Jet engines <NUM>, or alternatively turboprops, can be used as propulsion for longer trips. Skyboom <NUM> stores liquid fuel for jet engines <NUM>. Batteries for operation of electronics are included as well. Additional lifting surfaces, e.g., wings, can be mounted to jet engines <NUM>. The skyboom propulsion system can be selected based on the particular mission. Electric or hybrid would typically be used for urban commuting, with gas turbine for longer interstate or international flights.

<FIG> illustrates an embodiment where fan blades66 are used without a duct <NUM>.

<FIG> illustrate eVTOL <NUM> taking off from a standstill and transitioning from vertical flight tohorizontal flight. Normally, when not in flight, eVTOL <NUM> is stored vertically with wings <NUM> and <NUM> folded substantially parallel with skyboom <NUM>, as illustrated above in <FIG>. The thin footprint of eVTOL <NUM> allows storage of the eVTOL in a talland thin tubular structure. <FIG> below illustrate a variety of parking or storage options.

To take off, blades <NUM> begin spinning to generate thrust. Once eVTOL <NUM> rises out of a storage tube, if used,and above any other obstacles, wings <NUM> can be extended with alarge negative dihedral to help control the flight ofthe eVTOL. <FIG> shows eVTOL <NUM> loitering in the verticalflight mode. Rotor assembly <NUM> generates thrust to keep eVTOL50 afloat. Paddles <NUM> and wings <NUM> are used as control surfaces to direct the thrust generated by rotorassembly <NUM>. Wings <NUM> can be rotated or scissored to control air flow and boom movement.

Vertical flight can also be controlled by angling rotor assembly <NUM> at rotating joint <NUM>. Paddles <NUM> can be angled in opposite directions to spin eVTOL <NUM> so that the rotation of rotor assembly <NUM> is toward the desired directionof flight. In some embodiments, paddles <NUM> are used to control eVTOL <NUM> in vertical flight, and upper wings <NUM> are fully deployed depending on weather and surrounding obstructions.

If more significant horizontal movement is desired, eVTOL <NUM> transitions to horizontal flight as demonstrated in <FIG>. To achieve horizontal flight, the thrust of rotor assembly <NUM> is quickly aligned to the desired flight path. Skyboom <NUM> naturally rotates back as horizontal motionbegins, and is aided by wings <NUM> and 74creating lift. Instability during prior art VTOL transition is in part due to the absence of dynamic pressure on control surfaces needed to counter centripetal and directional thrust force. The unique articulated skyboom <NUM> of eVTOL <NUM> with dual-wing design provides the isolation and leverage required to rapidly transition from vertical to horizontal flight while reducingthe instability moments common in otherVTOL aircraft. Additional articulated joints can be added to skyboom <NUM> between joints <NUM> and <NUM>.

Coming out of the storage silo, both upper wings <NUM> and lower wings <NUM> are folded onto skyboom <NUM> with the leading edge of upper wings <NUM> facing forward and the leading edge of lower wings 74facing backward. Upper wings <NUM> are mounted higher relative to lower wings <NUM> and can fold out first, once clear of surrounding obstacles. Lower wings <NUM> start tounfold as the aircraft gains forward airspeed.

In <FIG>, rotor assembly <NUM> is leaned toward the desired direction of travel using rotatingjoint <NUM>. Wings <NUM> and <NUM> are deployed as horizontalvelocity increases. <FIG> has upper wings <NUM> partially extended. In <FIG>, horizontal speed has increased and wings <NUM> are partially extended aswell. Both wings <NUM> and <NUM> initially have a large negative dihedral relative to skyboom <NUM>. In <FIG>, upper wings <NUM> are fully extended perpendicular to skyboom <NUM>, and paddles <NUM> are rotated to horizontal. In <FIG>, lower wings <NUM> are raised to perpendicular.

In the transition sequence from vertical flight to horizontal flight, wings <NUM> and <NUM> are unfolded in such amanner as to reduce or minimize the operating load on the gear mechanisms within rotating joints <NUM> and <NUM> and hinges 58and <NUM>. Reducing operating load limits the electrical currentdraw of operating the joints and hinges via battery powered motors, increasing battery life both in terms of daily work cycle and overall life of the batteries. Reduced gear loading also increases long term cycle life of the gearsets, increasingthe time between Federal Aviation Administration (FAA) teardown inspections.

eVTOL <NUM> in <FIG> has fully transitioned to horizontal flight. The transition sequence is completed as lower wings <NUM> generate lift inforward flight. eVTOL <NUM> can continue horizontally as shown in <FIG>, using rotor assembly <NUM> for horizontal thrust and wings <NUM> and 74for lift. Rotor assembly <NUM> and paddles <NUM> may provide some liftas well. Wings <NUM>, wings <NUM>, and paddles <NUM> are control surfaces used to guide eVTOL <NUM>. In <FIG>, rotor assembly <NUM> is positioned above lower wing <NUM>. However, eVTOL <NUM> can be flown horizontally with wing <NUM> above, below, or at the same height as rotorassembly <NUM>. <FIG> shows eVTOL <NUM> with wing <NUM> above rotor assembly <NUM>. The height of wings <NUM> relative to rotor assembly <NUM> canbe adjusted to optimize efficient center of gravity balance andair flow in relation to thrust. Sensors on eVTOL <NUM> can be used to adjust the relative height of wings <NUM> onthe fly. Having the propulsion system below wings <NUM>, as shown in <FIG>,increases efficiency and loitering capability. The dihedral of wings <NUM>, wings <NUM>, or both, can be adjusted to improve stability and efficiency. Payload connector <NUM> can be rotated above orbelow rotating joint <NUM> to increase vertical stability.

<FIG> illustrate eVTOL <NUM> returning from horizontal to vertical flight. In <FIG>, the thrust of rotor assembly <NUM> is rotated upward. As the forward motion of eVTOL <NUM> slows, lower wings <NUM> lose lift and fall. As the direction of thrust is quickly moved to vertical, skyboom <NUM> naturally swings forward. As skyboom <NUM> swings forward, wings <NUM> are folded up for vertical flight as shown in <FIG>. In <FIG>, eVTOL <NUM> has returned to vertical flight.

eVTOL <NUM> is a fully autonomous flying vehiclecapable of horizontal flight with vertical takeoff and landing. However, eVTOL <NUM> is only one element of the overall VTOL transportation system. The VTOL transportation system also includes a ground vehicle <NUM>, illustrated in <FIG>. Ground vehicle <NUM> is usable by an individual as their personal vehicle, just like any car. In addition, ground vehicle <NUM> includes a dock <NUM> configured to interface with payload connector <NUM> of eVTOL <NUM>. A driver can drive ground vehicle <NUM> from place to place locally, and then, when needed, request an eVTOL <NUM> to pick up the ground vehicle and fly both vehicle and passenger to a more distant destination.

In the VTOL transportation system, consumers have personal ownership of their own groundvehicles <NUM>. Any vehicle manufacturer can manufacture vehicles with a dock <NUM> and sell a vehicle compatible with being picked up and flown by eVTOL <NUM>. A consumer can decide to purchase a fancy luxury vehicle, a fast sports car, or a cheaper base model sedan, and each can be flown byeVTOL <NUM>. A dock <NUM> should optimally, but not necessarily, be placed at the center of gravity of a vehicle. The attachment point within dock <NUM> may have gearing allowing longitudinal movement to allow optimal center of gravity location or adjustment to align with payload connector <NUM> of eVTOL <NUM>.

An active leaning suspension, as illustrated in <FIG>, provides significant help for coupling eVTOL <NUM> tovehicle <NUM> because the ground vehicle can adjust its height relative to the ground by <NUM> inches (approximately equal to <NUM> meters) or more to compensate for undulationsin the road, and has roll, pitch, and yaw maneuverability allowing it to autonomously mirror the movements of eVTOL <NUM>. A dock <NUM> can be added to the conventional vehicles of today as a type of air towing orrelocation service. However, as a true system solution to reducing traffic congestion a new type of vehicleis necessary. Ground vehicle <NUM> is a relatively thin leaning vehicle, having an overall width of <NUM> inches (approximately equal to <NUM> meters) and an overall length of <NUM> inches (approximately equal to <NUM> meters) for thetwo-passenger model. The narrow width of vehicle <NUM> means that each lane of traffic currently in use can be turned into two lanes of traffic if vehicle 130is universally adopted. Doubling the number of lanes of trafficin cities across the globe provides an obvious benefit to congestion. With autonomous driving, vehicles <NUM> can operate two per lane in standard lanes of traffic in use today while still allowing traditional vehicles to exist concurrently.

Vehicle <NUM> can be manufactured with a vehicle body <NUM> that is separable from a chassis <NUM> of the vehicle as shown in <FIG>. Physically separating body <NUM> from chassis <NUM> allows the body to be transported as a payload of eVTOL <NUM> without the chassis. Reducing payload weight allows reduction in the battery size requirement of eVTOL <NUM> or allows the eVTOL to transport the payload further. In one embodiment, body <NUM> weighs <NUM> pounds (approximately equal to <NUM> kilograms) and chassis <NUM> weighs <NUM> pounds (approximately equal to <NUM> kilograms). Disconnecting chassis <NUM> for flight reduces payload weight by more than half. Chassis <NUM> is more likely to remain attached for short urban flights because the flight is more economical with the added weight. The additional energy required to lift the chassis is offset through the reduction of infrastructure cost, transit time, and coupling time.

Chassis <NUM> can be made universal and eitherprivately owned or corporate owned. Corporate owned chassis <NUM> can be made available for short-term lease similar to a ride-share system of today. Leasing a chassis <NUM> at a flight destination allows the user to fly in their personally owned body <NUM> without their personally owned chassis to reduce the flight cost.

Either privately owned or corporately owned chassis <NUM> can be made available for other uses when not in use by the owners. The universal chassis <NUM> may be used to transport a variety of top structures or bodies utilizing the receiverhitch locating slots at either end of the universalchassis. Several examples are shown in <CIT>. Examples include attachments to provide a variety of services, such as snow plowing, street sweeping, garbage pickup, package delivery, etc. Decoupling of body <NUM> from chassis <NUM> when not in use also allows automobile bodies to be stored vertically in automated facilities or on roof-tops via robotic arms at the destination to reduce curb parking. Removing chassis <NUM> allows attachment of a storage container below body <NUM> in place of chassis <NUM> for flights where luggage or other cargo is needed. The storage container could also be used as a landing base to drop body <NUM> off without chassis <NUM>. Aerodynamic design considerations to the under-vehicle storage container would make it suitable forlong- haul high-speed flight. Stationary cranes can be used toattach eVTOL <NUM> on top of ground vehicle <NUM> or another load. Cranes can also be used to move loads for shipping, or to move vehicles when not in use or in the way of traffic,walkways, etc. Parked vehicles can easily be relocated via attachment to dock 132when not in use.

Due to the high efficiency of eVTOL <NUM>, vehicle130 can be formed from aluminum rather than the carbon fiber normally required forflying vehicles. Production using aluminum reduces cost and increases potential production volume. Constructing vehicle <NUM> from aluminum instead of carbon fiber allow for the high volume manufacturing techniques needed to produce vehicles in the millions - accelerating the transition of the transportation system as a whole to eVTOL capable automobiles. In some embodiments, chassis <NUM> is formed of carbon fiber to reduce weight and make flying with the chassis more efficient.

The narrow body of vehicle <NUM> improves aerodynamics for both driving and flight when combined with eVTOL <NUM> and is possible thanks to the leaning suspension being used. Vehicle <NUM> is capable of leaning into turns to counteract centripetal forces that would otherwise cause a vehicle with such a narrow wheelbase to roll. Vehicle <NUM> uses much of the technology disclosed in <CIT> and published as <CIT> (the'<NUM> application). <FIG> shows one detailed view of chassis <NUM> with the hydraulic suspension the '<NUM> application. Chassis <NUM> also includes hub drive electric motors. The hub drive electric motors are completely integrated into the hub of all four wheels, allowing the wheels to each move independently. While other figures show chassis <NUM> with a greatly simplified illustration, eachchassis above or below includes all the features of chassis <NUM> in <FIG>.

The leaning suspension operates hydraulically as discussed in the '<NUM> application. Leaning is actuated by hydraulic shock actuators <NUM> moving upper control arms <NUM> horizontally relative to lower control arms <NUM>. Each of the front and rear suspensions is formed around a center block143 attached to a chassis block <NUM>. Chassis block <NUM> houses batteries to operate chassis <NUM>. The simple design of chassis block <NUM> simplifies manufacture, allowing carbon fiber to be wound on along mandrel. The torsional stiffness of the block structure will reduce weight. The block shape simplifies battery pack construction and replacement, as well ascoupling and decoupling chassis <NUM> to body <NUM>. Increasing volume is important to allow for electronics and battery whileproviding proper clearance needed to turn the wheels.

The leaning suspension of chassis <NUM> can operatewith the electric motors from the '<NUM> application on all four wheels, or with the hybrid propulsion having a gasoline motor driving the rear wheels. However, the most useful embodiment is having electric motors integrated into the hubs of all four wheels as shown in <CIT>. The four-wheel hub-drive and four-wheel steering improve vehicle control, both onand off-road. The active suspension and four-wheel steering also allow for much closer proximity parking than conventional vehicles because the vehicles can spin about an axis through the vehicle to align with a thinner parking spot.

The leaning suspension design also improves highspeed cornering ability. Vehicle <NUM> uses center of gravity shift to maneuver at higher speeds, reducing instability moments and allowing the vehicle to return to a stable trim state or state of equilibrium much more quickly after a turn. This control method allows the vehicle to smoothly and efficiently change direction without the long duration instability moment associated with conventional suspension designs. Rounded tires <NUM> of vehicle <NUM> allow for leaning and improve efficiency through reduced rolling resistance. Battery size can bereduced accordingly. The lighter weight and low drag coefficient ofthe narrow vehicle <NUM> allow further reduction in battery size.

The active long travel leaning suspensiontechnology's unique geometry design proportions liquid within the supporting hydraulic shock actuators <NUM> to maintain vehicle equilibrium (stable trim state) during cornering events and independent wheel events within the design envelope, i.e., suspension travel. Disproportionate leverage changes in suspension geometry from the neutral control arm <NUM> position coupled with the nonlinear collapse of the hydraulic shock actuators fromthe neutral control arm position provide proportional loading ofthe chassis and wheel to stabilize the sprung mass during cornering and other dynamic event scenarios. Unique to the design is the inability of the shock actuators to completely collapse as independent components due to internal volume discrepancies between gas and liquid chambers. Additional changes to dynamic spring rate can be made by varying the percent of liquid to gas respective to their independent chambers within the shock actuators, resulting in an increase or decrease of appliedload. The liquid side of the shocks can be overfilled to impart unique leaning attributes onto vehicle <NUM>.

The leaning suspension also allows significant reduction in overall vehicle weight. Leaning keeps the applied loads perpendicular to the wheels so that the designprimarily needs to manage loads only along asingle axis. The reduced need to design for side loading of componentssignificantly reduces the overall vehicle weight.

Vehicle <NUM> has the ability to turn and drive all wheels independently in either direction. The ability to turn and drive front and rear wheels in opposite directions allows the vehicle to spin around a setvertical axis. Vehicle <NUM> has auto stabilization that automatically operates the front and rear suspensions to keep the vehicle stable relative to gravitational load. However, vehicle <NUM> is normally stable and can be driven manually, with or without the stability control system.

Vehicle <NUM> can be fitted with airlift tie down eyelets at the front and back. Eyelets can be used to attach a variety of tools both powered and passive. EVTOL <NUM> could use the eyelets as anattachment point. Vehicle <NUM> can have linking capability, to link the vehicle with either other similar vehicles or trailers into a train. When linked, the multiple vehicles or trailers can communicate either wired or wirelessly to sync speed, leaning, stability control, andother suspension or driving operations. In one embodiment, bumpers <NUM> of vehicles <NUM> include electromagnet circuitry to allowthe vehicles to be magnetically stuck together to form trains when energized rather than being linked by a mechanical component attached between two vehicles.

Linking into trains allows vehicles <NUM> to share electrical drive systems. Taking advantage of available shared voltage, vehicles could switch between motor drives to reduce thermal loading across available systems. Coupling vehicles for longer trips would reduce aerodynamic drag and further increase efficiency.

Military vehicles could have many possible configurations. One would include a robotic arm with aminigun, missile launcher, or other weaponry or optical equipmentmounted to the front of the vehicle and slaved to the operators helmet movements. Ammunition for the weapon could be carried at the rear of the vehicle and fed forward. The gun could also be operated manually. The leaning suspension technology can be scaled to accommodate larger enclosed vehicle types, such as transport vans, busses, ordelivery trucks. All vehicle manufacturing is scalable to meet any carrying, velocity,and range requirements.

The outboard leaning suspension design of vehicle <NUM> provides side impact crumplezone protection. Utilizing onboard sensors, vehicle <NUM> can position itself prior to a collision, either avoiding the collision altogether or minimizing impact through suspension collapse. Leaning into turns also reduces rollover accidents from sudden swerving to avoid obstacles.

The ability to actively control the position of vehicle <NUM> relative to a collision event can further reduce vehicle weight by eliminating or reducing forward/aft designed impact energy absorption zones. In a frontal collision, this could be accomplished by pitching the vehicle, e.g., extending the front suspension and collapsing the back suspension to deflect or absorb the impact forces in such a way as to better align the occupant to the incoming loads. The same could be accomplished in a rear collision by raising the rear and lowing the front of the vehicle.

If the electronic control unit (ECU) of vehicle <NUM> determines that a collision is eminent, by looking at position, velocity, and proximity in relation to itself and other vehicles, the ECU would position the vehicle in such a way asto absorb the impact forces and provide optimal protection to the occupants within the limits of its functional capability. Vehicle <NUM> would actively protect the occupants by leaning away from the point of collision. Vehicle <NUM> would then extend the suspension outward toward the impending impact to absorb and disperse as much energy as possible. The primary programed directive of the vehicle's ECU would be the protection of the vehicle occupants andsurrounding pedestrians. With enough computing power, the vehicle could determine itspost-collision trajectory and final resting position. This would enable the vehicle to adjust its pre collision position to alter itsfinal position.

In some embodiments, the leaning capability of vehicle <NUM> is manually controllable. In manual mode, leaning angle is controlled by the operator applying a mechanical load to sensors. Data recorded during manual mode operation, e.g., recording of applied loads on and relative positions of associated mechanical components through data acquisition,could be used in the programming of vehicles using semi-active or autonomous driving modes.

The software running on the ECU of vehicle <NUM> is connected to driverless sensor technology distributed over the vehicle. In some embodiments, a telescoping or folding sensor tower may be located on chassis block <NUM> or bumpers <NUM> and deploy during use of chassis <NUM>. In other embodiments, sensors are located in bumpers <NUM>. Bumpers <NUM> can be mounted using a receiver hitch style attachment mechanism of center blocks <NUM>, such as the hitch receiver openings in the '<NUM> application, to facilitate ease of replacementand maintenance. The ECU software can automatically change ride characteristics and vehicle attitude prior to a suspension event. Automatic adjustment of suspension characteristics provides a smoother ride than conventionally designed luxuryautomobiles The ECU uses the sensors on bumper <NUM> and within theleaning suspension's hydraulic system to balance or align gravitational and centripetal forces acting on the vehicle during auto leaning mode.

Hydraulic shock actuators <NUM> in the leaning suspension consists of a cylinder with a floating piston separating gas from liquid and an integrated damping valve on the liquid side to control flow rate. An integrated gas enclosure with adjustable pressure control features is attached on the gas side. The compound spring/damping system imparts additional adjustable spring and damping capability tohydraulic shock actuator <NUM>. This system allows phase-in damping and spring adjustment to the supporting shock actuator above and below set shock actuator isolated values. Spring rate drop of the shock actuator on extension is dependent on gas chamber volume. Additional remote gas vessels or bottles can beplugged into the gas chamber of hydraulic shock actuator <NUM> via a hose connection. A floating piston stop determines the phase-in point of shock actuator. A mechanical spring on the gas sideof the floating piston acts as an additional adjustment of the floating piston stop point. Liquid reservoir volume can be actively adjusted to impart varying spring and damping values with or without gas chamber assist or secondary damping.

The leaning suspension also uses a biasing pump to transfer liquid between the sides of the suspension, or between the front and back suspensions. The biasing pump is described in detail in <CIT>. The biasing pump is a direct volumedisplacement pump. The pump has four chambers separated by two geared racks driven by a single lead screw. The lead screw is driven via two opposing motors - either motor is capable of operating the pump. The chambers of the pump can move fluid independently or they can be linked together as needed. The lead screw helix of the pump is designed to impart various back-drive and load carrying attributes depending onthe application. Pressure sensors within the pump chambers relay measurement data to the CPUto control motor current/torque to drive pump motors and set/maintain vehicle attitude. Sensors are also used to set pump pressure limits and direction. The pump is of modular design. Several pumps can be linked together in various configurations depending on the application.

<FIG> illustrate the biasing pump <NUM>. <FIG> is an external view of the pump. <FIG> is across-section through the pump <NUM>. Sf is a cross-section through agas chamber <NUM> coupled to the pump. The biasing pump has a similar function to, and can replace, hydraulic pump assembly <NUM> in <CIT>,and <CIT>. The biasing pump transfers hydraulic fluid volume between the left and rightside of the vehicle's suspension. The gas chamber has a similar function to bypass system <NUM> in the Incorporated Documents insofar as the bypass system acts as a secondary suspension. However, the gas chamber does not bypass fluid between the two sides. Compressed gas within the gas chamber forces more fluid into the shock actuators when load on the system is reduced to maintain spring rate. When the shocks receive a load again, the excess fluid returns to cylinders within the gas chamber.

A top-right port 1010B in <FIG> is coupled to one of the shock actuators (e.g., shock actuators <NUM> of vehicle <NUM>). A top-left port 1010A is coupled to one of the ports 1030A or 1030B of the gas chamber. The bottom-left port 1010D and bottom-right port 1010C are connected in an opposite orientation: the bottom-left is coupled to the other shock actuator and the bottom-rightis coupled to the other port of thegas chamber. The caps on the two ends of the biasing pump include a hydraulic pathway coupling the attached shock actuator to the correspondingport of the gas chamber.

The biasing pump includes four different chambers 1020A-1020D, with one of the chambers connected to each of the four ports 1010A-1010D just described. The end caps couple the two chambers on the right together, and the two chambers on the left together. Other use cases include end caps that do not connect the chambers together. Geared racks <NUM> are disposed within the biasing pump and are oriented left-to-right, one geared rack between the top ports and one geared rack between the bottom ports. The geared racks are driven left and rightto transfer hydraulic fluid either in the left ports and out the right ports, or vice versa.

The two motors <NUM> shown in <FIG> are hooked up in parallel to the two geared racks. Either one of the two motors can operate the biasing pump in case the othermotor fails. For sense of scale, in one embodiment the motors have a diameter of one inch (approximately equal to <NUM> meters). The geared racks are coupled to move in unison when gears <NUM> are turned by motors <NUM>. Both geared racks move left at the same time, and both move right at the sametime. When the geared racks move left in the view of <FIG>, the shock actuator hooked to the top-right chamber has fluid removed, and fluid is added to the shock actuator hooked tothe bottom-left chamber.

As a leaning suspension leans in either directionfrom neutral, both sides lose mechanical leverage. The biasing pump allows a biasing of the leverage by causing a disproportional collapse in the shocks. The shock on the inside of a turn can be collapsed and lose leverage at twice the rate of the shockon the outside of the turn. The biasing pump transfers load handling capability to the outer shock, which experiences most of the load from a turn. The biasing pump hooks up in between the two shock actuators and operates within the pressure differential between the two sides to transfer fluid volumefrom one side to the other.

Both geared racks are working to transfer fluid inthe same direction in the system (i.e., from the left shock to the right shock or vice versa). The biasing pump end caps hydraulically couple the ports on each side together. Therefore, each shock actuator is coupled to an associated port of the gas chamber through the cap. The air pressure in gas side <NUM> of the gas chamber applies force through the pathway of the end cap to theshock actuators. Excess hydraulic fluid is forced into fluid side <NUM> of the gas chamber, and the gas within the gas side presses on the other side of a plunger <NUM> in the gas chamber to force the fluid back outagain later. The plunger within the gas chamber keeps the hydraulic fluid separated from the gas stored in the gas chamber.

There is no significant fluid communication between the left and right side ofthe system. The geared racks sit between the left and right shock actuators, substantially blocking fluid from the left and right side fromintermixing. Therefore, if one side is damaged and loses fluid, the other side can still operate.

The geared rack moves hydraulic fluid volumeleft-to-right and right-to-left depending on the circumstances of the vehicle. The gas chamber is connected to the shock actuators through the biasing pump end caps. The gas chamber stores excess fluid from either shock actuator in cylinders illustrated below but does not bypass the fluid between thetwo sides. The excess hydraulic fluid stored in the gas chamber cylinders allows both shock actuators to fall at once, e.g., if the vehicle goes airborne fluid from the gas chamber flows to both shock actuators due to the load being removedfrom both. Both actuators pull in excess hydraulic fluid from the gas chamber and expand. The biasing pump by itself is not capable of expanding both shock actuators, because the biasing pump isonly capable of transferring volume from one side to the other.

In other use cases of the biasing pump, all fourports are coupled and transfer fluid within two different systems without the gas chamber. The biasing pump caps can be formed without the ports connected so that fluid is not transferred between any of the four biasing pump chambers. For instance, in a four-wheel vehicle, a biasing pump can be coupled so that one geared rack transfers fluid between the front-left shock actuator to the rear-left shock actuator, while the other geared rack transfers fluid between the front-right shock actuator to the rear-right shock actuator. In that case, the two geared racks transfer fluid in two different systems in parallel, rather than a single system. Because there is no fluid communication between any of the four chambers, if one quadrant of the system is damaged the other three shock actuators continue operating properly.

In one embodiment, a four-wheeled vehicle includes two leaning suspensions. For instance, chassis <NUM> includes two separate suspensions, one at the front of the vehicle and a second at the rear ofthe vehicle. Each of the leaning suspensions includes a biasing pump and gas chamber combofor biasing hydraulic fluid left-to-right in the system. A third biasing pump without a gas chamber is used to transferfluid front-to-back. The third biasing pump allows leaning of the vehicle front-to-back. The system with three biasing pumps limits fluid communication between the four quadrants of the system. There is no significant fluid transfer from left to right or right to left through any of the three biasingpumps, and no significant fluid flows across the middle biasing pump from front to back or backto front. The biasing pump uses geared racks to move hydraulic volume without allowing fluid intermixing.

The gas chamber operates as a secondary suspension system because the gas applies pressure to the system. The gas pressure also puts more fluid into the system when both sides fall. In one embodiment, the air pressure in the gas chamber is <NUM> pounds per square inch (PSI) (approximately equal to <NUM>,<NUM>,<NUM> Pa or approximately equal to <NUM> bars) or more. When a load is experienced, the gas pressure helps resist the load.

The gearing can be implemented as a replaceable module. The gearing can be mounted within the middle cover <NUM>, and then removed and replaced to modify attributes ofthe pump.

<FIG> illustrates a cross-section of the gas chamber. The two cylinders inside the gas chamber include floating pistons. The floating pistons will bottom out prior to falling into the gas chamber. Springs provide dampening when the pistons bottom out.

In one embodiment, the system is configured such that the floating pistons within the gas chamber cylinders willnever bottom out. The vehicle chassis will bottom out on the ground before the floating pistons will reach their absolute maximum extent within the airchamber cylinders. The springs in the air chamber cylinders are for the rare case when, due to the terrain, the body is allowed to fall below the level of both wheels on a load input event, e.g., landing a jump. The springs soften the blow of the floating pistons hitting the bottom of the cylinders. The springs are very high tension and only compress at the very upper limits of actuator pressure. The springs are a safety feature to reduce the likelihood of parts breaking in extreme situations. In another embodiment, the movement of the vehicle's suspension arms will physically bottom out before the floating pistons in the gas chamber cylinders bottom out.

<FIG> illustrate eVTOL <NUM> picking up a vehicle <NUM> with vehicle <NUM> beginning at rest. The lightweight construction of vehicle <NUM> allows transport by autonomous and semiautonomous eVTOL <NUM>. In one embodiment, ground vehicle <NUM> uses a battery with a limited range based on technology of the time. For example, ground vehicle <NUM> may only have a maximum range of <NUM> miles (approximately equal to <NUM>,<NUM> meters). In this scenario, vehicle <NUM> would use available battery range to operate within the metropolitan core of a city. If the operator desired to travel outside the metroplex, possibly to another city or a rural area, he or she would request air transport and select the type or speed of vehicle based on distance and desiredarrival time. Skyboom <NUM> size may be matched to ground vehicle mass, travel distance, and speed at the time a request is made. Longer trips may be service with an eVTOL <NUM> having a longer or larger diameter skyboom <NUM> to provide morefuel capacity. eVTOL <NUM> would attach to ground vehicle <NUM>, either while in motion or standing still, and transport it to a suitable drop point close to the destination. Vehicle <NUM> can be dropped directly at any suitable location, for instance in a driveway or the top ofa highrise building.

Before the transitional flight sequence fromvertical flight to horizontal flight can be initiated, the drone and automobile must be coupled together. Efficient pick-up and drop-off of a load requires fast and positive coupling and decoupling before power can be applied to lift the load toa safe transitional altitude. The design of eVTOL <NUM> withskyboom <NUM> places the propulsion system high above the load safely out of harm's way, reducing the effects of rotor-wash, a significant advantage over other VTOL designs.

In <FIG>, vehicle <NUM> was standing still, and eVTOL <NUM> has flown down vertically, attached payload connector <NUM> to dock <NUM>, and raised body <NUM> up fromchassis <NUM>. EVTOL <NUM> is flying vertically similar to <FIG>. In some embodiments, payload connector <NUM> includes a telescoping shaft or ladder to attach ground vehicle <NUM>.

In <FIG>, eVTOL <NUM> increases vertical thrust to raise body <NUM> and begins transitioning to horizontal flight. The upper wings <NUM> begin opening sooner than lower wings <NUM>,and are more open in <FIG>. <FIG> illustrate an alternative option where chassis <NUM> is picked up and transported alongwith body <NUM>. Both wings <NUM> and <NUM> continue opening and eVTOL <NUM> continues increasing horizontal speed as the transition from vertical to horizontal flight continues. In <FIG>, wings <NUM> and <NUM> are more open, and skyboom <NUM> is closer to horizontal. In <FIG>, wings <NUM> and <NUM> have fully opened toperpendicular. Lift generated by wings <NUM> picks up the tail end of skyboom <NUM> to its final horizontal flight position in <FIG>. Ground vehicle <NUM>, or just body <NUM> is in tow behind rotor assembly <NUM>.

Payload connector <NUM> hanging down between eVTOL 50and body <NUM> operates as avertical stabilizer. Payload connector <NUM> includes an airfoil shaped portion, and an actively controlled telescoping shaft through the airfoil shapedportion. The airfoil shaped portion can rotate <NUM> degrees around the shaft to operate as a rudder. Vehicle <NUM> can also rotated around the internal rudder shaft to remain in a determined position relative to the wings or ground. This feature allows vehicle <NUM> to rotate <NUM> degrees to better place the passengers within the vehicle to absorb impact loads in the event of a crash. The feature also aligns vehicle <NUM> to the roadway when landing in motion.

<FIG> illustrates payload connector <NUM> and built-in rudder <NUM>. Rudder <NUM> is <NUM> feet (approximately equal to <NUM> meters) high and <NUM> feet (approximately equal to <NUM> meters) long in one embodiment but could be made bigger, e.g., <NUM> feet (approximately equal to <NUM> meters) by 6feet (approximately equal to <NUM> meters). Rudder <NUM> can rotate within connector <NUM> to steer the forward motion of eVTOL <NUM>. Rudder <NUM> can rotate up to <NUM> degrees. Rudder <NUM> can be added to any of the above or below embodiments. In some embodiments, payload connector <NUM> as illustrated above and below, or a portion thereof, hasthe ability to rotate left-right to operate as a rudder.

The transition when loaded in <FIG> issimilar to the transition when unloaded in <FIG>. Wings <NUM> and <NUM> are opened in a manner to reduce or minimize loading of the geared joints and hinges. The articulated dual-wing design provides leverage to rapidly transition from vertical to horizontal flight without the instability moments common to other VTOL aircraft. Transition efficiency helps decrease flight time, and thus overallsystem efficiency. The loaded eVTOL <NUM> is more vertical throughout the transition than when unloaded.

When chassis <NUM> is transported along with body <NUM>, or a non-separable vehicle <NUM> is used, attitude adjustment and relative position of ground vehicle <NUM> and eVTOL <NUM> can be manipulated using gyroscopic precession of the ground vehicle's wheels. Using all-wheel steering and all-wheel drive of ground vehicle <NUM>, changing velocity, direction, and lean angle ofthe wheels will affect attitude of eVTOL <NUM>.

A communication link between eVTOL <NUM> and ground vehicle <NUM> can allow the operator of the ground vehicle totake manual control of the eVTOL. A high current connection between the two vehicles would allow eVTOL <NUM> to charge the ground vehicles batteries in flight. Batteries of ground vehicle <NUM> could also provide additional current to eVTOL <NUM> in an emergency to increase available thrust. Electrical power and communication control connections are made upon physical connection between payload connector <NUM> and dock <NUM>. A wireless communication method can be employed between eVTOL <NUM> and ground vehicle <NUM> before a hard connection is established to coordinate relative positions of the vehicles.

EVTOL <NUM> is designed to reduce noise issues. The length of skyboom <NUM> isolates vehicle <NUM> from the noise of rotor assembly <NUM>, or whatever propulsion system is used, providing occupants with aquiet cabin. The height of the propulsion system also reduces noise and rotor wash at ground level, whether an open rotor, ducted rotor, or jet engine is used. The ducted design reduces noise further. Using larger diameter rotors will lower rotor tip speed, and thus reduce noise levels as well. The high rate of climb that eVTOL 50is capable of helps reduce ground level noise around takeoff and landing zones.

<FIG> illustrate eVTOL <NUM> transitioning from horizontal flight back to vertical flight to drop off a payload at the payload's destination. <FIG> shows eVTOL <NUM> beginning to slow down horizontal flight by angling rotor assembly 64more upward. The angle of attack of lower wings <NUM> increases lift, and then stalls, resulting inrapid deceleration. The tail end of skyboom <NUM> with body <NUM> falls as wings <NUM> lose lift. Skyboom <NUM> swings down under rotor assembly <NUM>. The weight of body <NUM> adds momentum that swings skyboom <NUM> forward suchthat lower wings <NUM> are forward from rotor assembly <NUM> in <FIG>. In <FIG>, skyboom <NUM> is rotating back to vertical, andfinally reaches vertical flight in <FIG>. Once vertical flight is achieved, vehicle <NUM> can be dropped at the destination, or body <NUM> can be dropped onto achassis <NUM>. When vehicle <NUM> is transported as a whole, the processional positioning techniques with the vehicle's wheels can be used to properly orient the vehicle prior to contact with the ground or other surface. Such processional positioning improves predictability whenvehicle <NUM> is released by eVTOL <NUM>.

<FIG> show eVTOL <NUM> picking up vehicle 130while vehicle <NUM> is in motion driving ona highway. Making a pickup with both eVTOL <NUM> and vehicle <NUM> in motion is the most effective and efficient transport method because both vehicles have greater dynamic stability with additional degrees of freedom in movement. <FIG> shows the positioning of eVTOL <NUM> while the eVTOL attaches tovehicle <NUM>. EVTOL <NUM> flies horizontally along a highway abovevehicle <NUM>. Lower wings <NUM> are partially deployed. Control surfaces could be designedinto the wings to help fine positioning when docking with or without wings <NUM> and <NUM> deployed. In heavy traffic, deploying wings <NUM> and <NUM> may notbe possible. In some embodiments, nearby vehicles communicate with each other autonomously to create a safety zone around a vehicle being picked up. Traffic can still travel as normal, but will slow down or speed up to temporarily create an area of empty road around the vehicle being pickedup. The safety zone may show up visually on the display of manually driven vehicles so that drivers can avoid the pickup area.

During pickup, the hydraulic suspension of vehicle130 is used to mirror and dampen connectionmoment loads. The suspension of vehicle <NUM> can autonomously mirror the roll, pitch, and yaw movements of eVTOL <NUM>, making in-motion coupling easier than static coupling. Vehicle <NUM> aligns itself as necessary for proper connection between payload connector 80and dock <NUM>. Vehicle <NUM> can use the independent wheel hub drive and steering system to place the vehicle into proper liftoffand landing alignment and orientation. Payload connector <NUM> has a telescoping aspect that can make fine positional adjustments to connect with dock <NUM>. Once in flight, the precessional torque generated by the spin angular momentum of the wheels of vehicle <NUM> can further assist in alignment and orientation.

Vehicle coupling, whether in horizontal flight or vertical hover, will have impact shock loads controlled or minimized by the hydraulic suspension. Mirroring the attitude, velocity, and other real-time movement of both vehicle <NUM> and eVTOL <NUM> in relation to one another reduces impact shockloads. Mounting a small multi-hinged folding robotic arm on thebottom end of skyboom <NUM>, probably on the back side to reduce drag, would reduce the problem. On the end of the robotic arm would be an articulated pin. When eVTOL <NUM> and vehicle <NUM> are close enough together, within approximately <NUM> feet (approximately equal to <NUM> meters), the arm would reach out and attach to the top of the ground vehicle. Attachment would provide relative positioning information to the ECU, which would, in turn, control the movements of both vehicles through the mating process to positive coupling witha degree of mechanical assistance. The robotic arm would allow compensation for weather-induced alignment discrepancies and provide the control resistance necessary to ensure a fluid coupling sequence to mitigateimpact moments. The robotic arm facilitates mirroring of automobile suspension and drone flight movements, to ensure precise and smooth coupling.

Sensors and wireless communication between vehicles will also play an important role forsuccessful pickup. Sensors will include LiDAR, radar, and cameras on both skyboom <NUM> and ground vehicle <NUM> assessing the environment to ensure safe connection. Sensors onboard both vehicles may send data to the CPU to calculate variables ensuring automated coupling is within set guidelines or limits. Viable connection is ensured priorto the attempt based on the ground vehicle <NUM> load, ground vehicle operational status, eVTOL <NUM> andground vehicle surroundings and flight path. A wireless connection set up prior to physical connection allows data transfer so that eVTOL <NUM> is aware of the real-time suspension status of vehicle <NUM>, and has information about the vehicle weight and center of gravity.

Once successful connection is made, eVTOL 50elevates vertically with vehicle <NUM> or body <NUM> in tow by increasing thrust from rotor assembly <NUM>. In <FIG>, lower wings <NUM> are positioned to stabilize vehicles through forward wing rotation in <FIG>. <FIG> illustrates the alternative where body134 is lifted off the road without chassis <NUM>. Chassis <NUM> is fully autonomous and continues driving on the road to a holding location to recharge, or to a location of the next use for the chassis. Vehicle <NUM> is picked up as a whole with chassis <NUM> in <FIG>. Be, lower wings <NUM> are fully spread to provide lift and achieve the final horizontal flight positionin <FIG>.

<FIG> illustrate eVTOL <NUM> dropping off vehicle <NUM> onto a road with the vehiclein motion. In <FIG>, thrust from rotor assembly <NUM> is oriented more vertically, and lower wings <NUM> begin folding up toreduce lift. The lower end of skyboom <NUM> begins swinging forward under rotor assembly <NUM> as lift is reduced. Due to the rapid slowdown, the load swings forward in front of rotor assembly <NUM> in <FIG> and <FIG>, and then quickly back in <FIG>. Rotor assembly <NUM> provides momentary lift as skyboom <NUM> is rotated back, and then body <NUM> continues forward at the same velocity without loss inaltitude.

In <FIG>, eVTOL <NUM> is in a similar position to <FIG> when vehicle <NUM> was picked up. EVTOL <NUM> is traveling horizontal above a road that vehicle <NUM> will be dropped offon. The active suspension system would set the attitude of vehicle <NUM> using precessional wheel forceupon release. The wheels of vehicle <NUM> spin up to match ground speed upon landing. Automatic adjustments to active suspension spring rate and damping would ensure smooth automated landing of groundvehicle <NUM> on the road. On-demand pickup and recharge by eVTOL50 allow for reduction to the maximum range of vehicle <NUM>, allowing smaller batteries and cheaper overall vehicles.

A vehicle can be picked up from a standstill but dropped off in motion, or picked up in motion and dropped off to a standstill. Vehicle <NUM> can also be picked up from a mobile platform, such as a rail car, a platform on a magnetic track, or a flatbed trailer. Vehicle <NUM> can also be dropped off travelling in reverse to better protectthe passengers. Reverse landing can be accomplished by eVTOL <NUM> rotating its wings backward, or payload connector <NUM> can provide the capability to turn around vehicle <NUM>. Reverse landing may occurregularly, or may be an emergency procedure.

EVTOL <NUM> is designed for fully autonomous flight, but has either manual or augmented flight mode capabilityavailable. EVTOL <NUM> is normally stable, so manual flight without stability controls is possible. In early stages of the transportation system using eVTOL <NUM>, remote pilot oversight of the system may be used. A single pilot could remotely monitor several drones as the system moves closer to full automation.

EVTOL <NUM> is designed for safety. The high glide ratio provided by four long wings <NUM> and <NUM> increases the chance of successful landing after loss of power, in addition to increasing efficiency in general. Both vehicle <NUM> and eVTOL <NUM> can have active or passive parachute systems to save lives and the equipment in case of more serious failures, e.g., in the event of a chemical, battery, hydrocarbon, orfuel fire. eVTOL <NUM> can be configured to separate lower wings <NUM> from skyboom <NUM> to allow the lower wings to stay with the ground vehicle and glide to safety. The precessional torque from the vehicle <NUM> wheels can control the aircraft attitude while the ground vehicle glides to safety using lowerwings <NUM>. Precessional torque can also be used to position the ground vehicle for impact if dropped with or without wings <NUM>, or even with the entirety of eVTOL <NUM> attached. The universal attachment system of eVTOL <NUM> allows quick emergency evacuation by the closest eVTOL.

<FIG> illustrates a storage silo <NUM> with eVTOL50 parked within the storage silo. Storage silo <NUM> includes a long, thin cylinder <NUM> that skyboom <NUM> can descend into with wings <NUM> and <NUM> folded down. A dock <NUM> at the bottom of cylinder <NUM> provides a connection to eVTOL <NUM> forrecharging the batteries, downloading or uploading data, or performing diagnostics. Dock <NUM> connects to payload connector <NUM>,similar to dock <NUM> of vehicle <NUM>. The walls of cylinder <NUM> can include cameras, sensors, or other components to perform physical diagnostics on eVTOL <NUM>. Diagnostics can also be performed via the data connection of dock <NUM>. Walls of cylinder <NUM> may also include water spouts, brushes, and other elements to clean eVTOL <NUM> while parked.

Head <NUM> of storage silo <NUM> is sized to fit rotor assembly <NUM>, or any other propulsion system in use for a particular eVTOL. In one embodiment, rotor assembly <NUM> of eVTOL <NUM> rests on a bottom surface of head <NUM> when parked, and skyboom <NUM> hangs below therotor assembly. A wider portion of cylinder <NUM> can accommodate paddles <NUM>. In other embodiments, dock <NUM> supports the weight of eVTOL <NUM> at the bottom of cylinder <NUM>, and paddles <NUM> can be contained within head <NUM>. A lid <NUM> protects the inside of silo <NUM>, including eVTOL <NUM> when parked, from rain and other weather conditions, local wildlife, or criminal theft or damage. A hinge <NUM> allows lid <NUM> to open for takeoff or landing of eVTOL <NUM>.

<FIG> illustrates an array of storage silos <NUM> buried in the ground. Arrays of storage silos <NUM> can be placed in any convenient location within or nearby a city center. Silos <NUM> provide a convenient mass-producible storage solution for eVTOL <NUM> to return to when recharging or other maintenance is necessary. Typically, a large city might have thousands of eVTOL <NUM> to service the citizens ofthe city. At any given time, some percentage of the total eVTOL <NUM> of the city willbe loitering in the air awaiting passenger pickup, and some percentage will be within a silo 150for maintenance. Those eVTOL <NUM> that are loitering in wait for a passenger will return to a silo <NUM> once available battery power is reduced belowan appropriate threshold.

Silo storage provides <NUM>-hour on-demand service. Loitering eVTOL <NUM> are available for very quick pickup of a vehicle <NUM> that requests a flight. The ability for eVTOL 50to loiter in airspace above the area being serviced provides for rapid movement of vehicles duringhigh-traffic periods. Skyboom <NUM> holds enough batteries or fuel to stay afloat for an entire four-to-six-hour work envelope. Additional eVTOL <NUM> can be deployed from the storage silos asdemand increases. Having a large capacity of storage silos <NUM> also allows eVTOL <NUM> to be deployed from the silos rather than loitering in the airduring low noise hours or in low noiseareas. Silo storage of eVTOL <NUM> provides <NUM>-hour on-demand service.

In addition to being buried in the ground, storage silos <NUM> can be built into high-rise buildings at the city center as shown in <FIG>. The silo <NUM> can be extended from high-rise <NUM> using robotic arms to allow an eVTOL <NUM> to park. The silo <NUM> containing a parked eVTOL <NUM> can be robotically moved to a storage location internal to high-rise <NUM>, and anew empty silo extended from the building to store another eVTOL50. When an eVTOL <NUM> is charged or needs to take off for another reason, the silo with that eVTOL can be extended fromhigh-rise <NUM> using the same or a different robotic arm for takeoff.

Body <NUM> or vehicle <NUM> can be stored withinhigh-rise <NUM> in a similar mechanism. In one scenario, a woman works in high-rise <NUM>. The worker hops in her vehicle and pulls out of the garage at home. An eVTOL <NUM> is loitering nearby and picks up the worker's vehicle body via dock <NUM> when she indicates readiness. Once body <NUM> has been picked up, chassis <NUM> can automatically return to the worker's garage if not contracted to be made available elsewhere. eVTOL <NUM> flies vehicle body <NUM> with the worker as an occupant tohigh-rise <NUM>. Only vehicle body <NUM> is necessary, without chassis <NUM>, because the worker is being dropped of at her place of work and the vehicle body will be stored at the same location. There is no need for the worker to drive during the day. The eVTOL automatically flies to a designated passenger drop off point for the worker to get out and walk to her desk. The automobile body <NUM> ispersonally owned by the worker, so eVTOL <NUM> takes the body and drops itoff with a robotic arm extending from high-rise <NUM> designatedfor vehicles. If eVTOL <NUM> needs recharged or serviced, the eVTOL can fly to another robotic arm designated for parking of eVTOL.

During the day, if for any reason the worker needs to drive somewhere local to high-rise <NUM>, a drone can retrieveher automobile body <NUM> and attach a leased chassis <NUM> for local driving. If the worker commonly drives during the day, she could have had eVTOL <NUM> bring her chassis <NUM> at the beginning of the day. At the end of the day, the worker orders aneVTOL <NUM> to pick up her automobile body <NUM>, pick her up from the designated pickup location, and drop her offat home. The worker's chassis <NUM> can automatically back out of thegarage for parking of body <NUM> onthe chassis. A variety of schemes can be implemented to expedite travel and improve convenient access.

Cities adjacent to waterfronts can store thousands of silos <NUM> locked together infloating grids. <FIG> illustrates several silos <NUM> locked together in a body of water. Silos <NUM> include four locking mechanisms <NUM> located orthogonally around head <NUM> of each silo. Locking mechanisms <NUM> attach to each other mechanically to keep the silosfrom floating away from each other. Lid <NUM> can have a built-in lifting mechanism allowing an eVTOL <NUM> to lift the entire silo <NUM>, allowing the eVTOLs to self-assemble the grid system.

The floating silos <NUM> can have power generation capability that powers the silos and recharges eVTOL <NUM> using wave power from the surrounding water. Power can also be generated from solar panels in lids <NUM>. In one embodiment, each silo <NUM> in an array is totally self-sufficient and includes batteries to store wave and solar power for chargingan eVTOL <NUM>. In other embodiments, each silo includes a small battery, with one or more silos <NUM> totally dedicated to housing batteries for power storage without the capability to park an eVTOL <NUM>. Silos <NUM> can transmit power between each other through electrical interconnects at locking mechanisms <NUM>. Status information and other data can also be transmitted through electrical interconnects at locking mechanisms <NUM>. One or more dedicated silos <NUM> could also be filled with liquid fuel to refuel jet eVTOLs <NUM> and hybrid eVTOLs.

The transportation system comprising eVTOL <NUM> with skyboom <NUM> will not require largeinfrastructure projects. The system may be aided by sensor placement along major thoroughfares to provide precisevehicle location. Personal ownership will spur automotive and aerospace manufacturers to increase production to meet demand. The highly efficienteVTOL <NUM> system will allow automobile companies to continue to use aluminum instead of carbon fiber in the manufacturing process. The use of aluminum is essential to retain the high-volume manufacturing techniques needed to reduce cost and accelerate demand - quickening the transition to passenger vehicles compatible with eVTOL <NUM>. The layout of the carbon fiber eVTOL <NUM> structure is simple but will require strict adherenceto aerospace standards of manufacturing toensure safety. The narrow vehicle <NUM> design will effectively double roadcapacity as a solution tointracity congestion. Although it may seem counterintuitive, producing millions of eVTOL capable automobiles annually will quickly reduce traffic congestionand improve air quality.

Splitting the flying vehicle into two portions, eVTOL <NUM> and ground vehicle <NUM>, allows both to be optimized separately. The modular design provides a practical systems solution to eVTOL flight, equally supporting the needs of both industry and the consumer. The design provides on-demand seamless VTOL transport, encompassing most sectors of the transportation industry.

EVTOL <NUM> with skyboom <NUM> turns VTOL flight into a customer-centric affordable on-demand service. The design supports private ownership, enticing consumers to purchase new VTOL capable automobiles due to value-added capability, i.e., better ride quality, performance, and safety. One of the best-selling features will be the virtually silent flight experience via the remote propulsion system. Purchase of a new eVTOL capable automobile <NUM> will allow the owner to fly across town or across the state without issueor hassle. EVTOL <NUM> will eliminate the need to build airports - resources would instead focus on developing the flight control systems and air traffic control systems that will be necessary irrespective of chosen vehicle. EVTOL <NUM> with skyboom <NUM> combined with vehicle <NUM> solves the problems associated with urban transport VTOL,eVTOL, and ground transportation vehicles.

The modular design is capable of encompassing most sectors of the transportation industry. Multiple eVTOL <NUM> can be coupled together for metro bus service or larger delivery vehicles. One embodiment could be narrow-width taxicabs, as shown in <FIG> and <FIG>, in which the occupants could stand rather than sit. This would enable the vehicle to adjust its pre-collision position to alter itsfinal position. In the case of the standing taxis, front, back, and side pliable panels surrounding the vehicle's occupants could be used to absorb and distribute energy over a greater percentage of the occupants body surface Standing would allow for greater occupancy per vehicle.

<FIG> and <FIG> illustrate a large vehicle body180. Large vehicle body is compatible with both chassis <NUM> and eVTOL <NUM>. In <FIG>, body <NUM> is mounted on top of two chassis136. Using two chassis <NUM> in tandem increases lifting capacity and improves control of larger vehicles. The two chassis <NUM> communicate with each other wired or wirelessly to coordinate leaning and other suspension qualities.

Similarly, in <FIG>, two eVTOL <NUM> are pictured attached to body <NUM>. Using a pair of eVTOL <NUM> increases lifting capacity and range. Any number of eVTOL <NUM> can be used to lift an arbitrarily large load. eVTOL <NUM> can attach to a load side-by-side as shown in <FIG>, or attached to each other end-to-end to combinethrust power. In <FIG>, the power of four eVTOL <NUM> could be combined by using two end-to-end pair of eVTOLdisposed side-by-side. The ability to combine multiple eVTOL <NUM> to increase lift capacity reduces the need to manufacture larger eVTOL.

<FIG> illustrate a rocket powered aircraft that adapts the skyboom <NUM> concept to faster travel speeds and longer travel distances, including intoouter space. VTOL <NUM> in <FIG> has a rocket dome <NUM> as the propulsion system, essentially replacing rotor assembly <NUM> above. Dome <NUM> has rocket engines <NUM> formed in a ring around the lower edge of the dome. Rocket engines <NUM> are conventional bell nozzlerockets. Dome <NUM> has a temporary or removable loading ring <NUM> at the top of the dome for carrying VTOL <NUM> using a crane or other lifting mechanism.

Spaceboom <NUM> is attached to dome <NUM> by a rotating joint similar to rotating joint <NUM> above. The articulated dome <NUM> is able to use thrust vectoring to change trajectory of VTOL <NUM>. Spaceboom <NUM> provides room for liquid rocket fuel storage, as well as batteries for operation of the electronics.

Spaceboom <NUM> includes a wing tip retention slide <NUM> that can hold onto the tip of wings <NUM> in a delta wing configuration. That is, wings <NUM> are oriented parallel to spaceboom <NUM>, and both wings lie in a similar plane extending out from the spaceboom. Slide <NUM> holds the tips of wings <NUM> against spaceboom <NUM>, and rotating joints <NUM> allow the wingsto flex and act as control surfaces. The dotted line wings <NUM> in <FIG> illustrate the direction of flex when joint <NUM> is rotated. The wings can rotate to the delta configuration at a pre-set altitude or could be locked in placeat liftoff. In another embodiment, not according to the claims, VTOL <NUM> is launched with static wings or without wings at all.

Vehicle <NUM> can be loaded as the payload for VTOL <NUM>, or any other payload can be carried. Vehicle <NUM> can have a heat shield attached under the vehicle in place of chassis <NUM> to protect the vehicle during takeoff, flight,and reentry. A clevis joint <NUM> is used to carry the payload. A rotating joint attaches vehicle <NUM> to clevis joint <NUM>, which allows the vehicle to rotate parallel to spaceboom <NUM> for travel as shown in <FIG>. Alternatively, a payload could be loaded into a bell-shaped capsule <NUM> for attachment to VTOL <NUM> as shown in <FIG>. The load could also be disposed above wings <NUM>.

<FIG> illustrates an alternative embodiment for rocket dome <NUM>. Inside the circle of rocket engines <NUM> is a truncated aerospike bell <NUM>. Aerospike bell <NUM> guides the thrust from rocket engines <NUM> into the path of jet exhaustfrom ramjet <NUM>. The dotted arrows in <FIG> illustrate the path of air through ramjet <NUM>. The jet exhaust from ramjet <NUM> and rocket exhaust from rocket engines <NUM> combine to form afocused circular thrust plume. An optional inner jet screen <NUM> is a circular shaped to direct exhaust around spaceboom <NUM> and the payload.

The large diameter dome <NUM> provides clean airflow into the ramjet engine <NUM>. The adjustable inlet cone of ramjet engine <NUM> may be moved forward to close off the inlet for purposes of reentry. Exhaust gases from rocket engines <NUM> moving past the end of the aerospike bell <NUM> create a vacuum pulling air through the jet engine exhaust nozzle, located between the truncated aerospike bell and the longer "Innerjet- screen" allowing the jet engine to generate thrust at lower velocity. Given the size of the ramjet <NUM> inlet, the engine could operate as a Scramjet at higher velocity and altitude. Exhaust from the ramjet <NUM> outlet creates an inner boundary between the rocket exhaust and the fuselage, reducing temperatures on the fuselage. The inner boundary layer of air from the high velocity ramjet exhaust reduces thrust diffusion of the rocket exhaust that occurs with decreased pressure asthe vehicle moves up through the atmosphere.

A second inner screen could be added to direct cooler air from an opening in the top ofdome <NUM>. The screen would be located on the inside of the rocket screen and act to further cool spaceboom <NUM> and the load. Dome <NUM> could also befitted with rockets and a ram jet or rockets and air breathing jets without being an aerospike configuration.

<FIG> illustrates a launch configuration for VTOL <NUM>. A crane lifts VTOL <NUM> using loading ring <NUM> and setsthe underside of the dome on a launchtrellis <NUM>. Dome <NUM> includes an integrated support structure <NUM> within the dome structure to support the weight of VTOL <NUM> on trellis <NUM>. Hanging from dome <NUM> keeps VTOL <NUM> in tension prior to takeoff. Propulsion being located in dome <NUM> keeps VTOL 200in tension during takeoff and flight. Keeping VTOL <NUM> in tension allows beneficial weight saving design changes in bothstructure and materials. The tractor location of the propulsion system also provides greater stability and control throughout the flight envelope. Trellis <NUM> can be mounted permanently on the ground, on rails, on a magnetic track, on a wheeled platform,or on any other suitable base.

Once launched, flight trajectory of VTOL <NUM> is controlled via thrust vectoring of the propulsion dome <NUM> through independent throttling of the aerospike nozzles located around the perimeter of the dome. Attitude of the spaceboom <NUM> and load relative to dome <NUM> is maintained via warping of the elongated delta wings <NUM> located on either side of thefuselage. Detachment of the wings leading edge from the fuselage allows the wing to fold out upon reentry, providing controlled flight back to the landing zone. Alternatively, VTOL <NUM> can parachute back to earth. In one embodiment, the load separates fromVTOL <NUM> and each parachutes or glides back to Earth individually.

With heat shield <NUM> attached to the bottom of the gimbal mounted load VTOL <NUM> can reenter Earth's atmospheredome <NUM> first or load first. Wings <NUM> can stay in the lockeddelta configuration during reentry to control flight.

Claim 1:
A vertical takeoff and landing (VTOL) aircraft (<NUM>, <NUM>), comprising:
a boom (<NUM>);
a propulsion assembly coupled to a first end of the boom (<NUM>); and
a pair of first wings (<NUM>) coupled to a second end of the boom (<NUM>) via a respective first rotating joint (<NUM>) for rotating the respective first wing (<NUM>) about a respective axis through the respective length of the respective first wing (<NUM>);
wherein the first wings (<NUM>) on opposite sides of the boom (<NUM>) rotating in opposite directions effectively turn the pair of first wings (<NUM>) into rotors to facilitate auto rotation;
wherein the entire VTOL aircraft (<NUM>, <NUM>) rotates, in auto rotation, in response to surrounding air moving in the direction from the second end to the propulsion assembly; and
wherein the boom (<NUM>) rotates, in auto rotation, about an axis through the length of the boom (<NUM>).