The present invention presents a vehicle that is capable of utilizing different methods of movement by rotating its propellers to accommodate air, ground, or water locomotion. The present invention includes being able to change the direction of the thrust mechanism, so that it creates thrust in the direction of flight, but it is hinged to provide full protection to the blades in the ground modality. In the case of the water implementation, these propellers are also used to provide horizontal thrust to the vessel.

The present invention presents a vehicle that is capable of utilizing different methods of movement by rotating its propellers to accommodate air, ground, or water locomotion. The present invention includes being able to change the direction of the thrust mechanism, so that it creates thrust in the direction of flight, but it is hinged to provide full protection to the blades in the ground modality. In the case of the water implementation, these propellers are also used to provide horizontal thrust to the vessel.

A hybrid fly/drive vehicle capable of being converted between a flying mode in which it is capable of flying in air and a road riding mode in which it is capable of driving on a road in normal traffic, includes an arrangement to allow the engine to be pedal-controlled in road riding mode and lever-controlled in flying mode, and further includes pedals for engine control and possibly clutch actuation in road riding mode and for rudder control in flying mode, which pedals also actuate the brakes in flying mode.

A hybrid fly/drive vehicle capable of being converted between a flying mode in which it is capable of flying in air and a road riding mode in which it is capable of driving on a road in normal traffic, includes an arrangement to allow the engine to be pedal-controlled in road riding mode and lever-controlled in flying mode, and further includes pedals for engine control and possibly clutch actuation in road riding mode and for rudder control in flying mode, which pedals also actuate the brakes in flying mode.

A low energy consumption high-speed flight method, a wing ring mechanism, a flying saucer with wing rings, and a high-altitude power generation ring and an oppositely-pulling hovering-flight machine with the wing ring mechanism using the same are provided. The method enables the wing rings to tilt axially. The wing ring mechanism has the wing rings, a wing-ring rotating assembly, and wing-ring deflecting members each including a telescopic member and movable connecting members. The high-altitude power generation ring has the wing ring mechanism and cables. The wing ring mechanism is connected to the upper end of the cable that is connected to a part of a side of the wing ring mechanism; and the lower end of the cable is connected to a ground tie point. The oppositely-pulling hovering-flight machine uses two or two sets of aerostats or aircrafts that are respectively located in two airflows with opposite wind directions.

An unmanned aerial vehicle (UAV) having a plurality of arms and a land/air drive assembly attached to each arm. The land/air drive assembly includes (i) a multi-speed motor assembly; (ii) a propeller having a first diameter and driven by the motor assembly at a first speed; and (iii) a ground drive wheel having a second diameter greater than the first diameter and driven by the motor assembly at a second speed slower than the first speed. A drive assembly orientation actuator is positioned between each arm and each drive assembly, wherein the orientation actuator is configured to, on command, rotate the drive assembly between a flight position and ground drive position approximately perpendicular to the flight position.

An unmanned aerial vehicle (UAV) having a plurality of arms and a land/air drive assembly attached to each arm. The land/air drive assembly includes (i) a multi-speed motor assembly; (ii) a propeller having a first diameter and driven by the motor assembly at a first speed; and (iii) a ground drive wheel having a second diameter greater than the first diameter and driven by the motor assembly at a second speed slower than the first speed. A drive assembly orientation actuator is positioned between each arm and each drive assembly, wherein the orientation actuator is configured to, on command, rotate the drive assembly between a flight position and ground drive position approximately perpendicular to the flight position.

A convertible ducted fan engine having a shroud, a drive shaft connected to a mechanical fan, and a rotational drive motor configured to rotate the mechanical fan. An embodiment includes a linear drive motor configured to translate the drive shaft and mechanical fan in a direction parallel to a longitudinal axis of the shroud. The convertible ducted fan engine includes a fluid-propulsion configuration in which the mechanical fan rotates freely with respect to the shroud to produce thrust through fluid flow, and a drive-wheel configuration in which the shroud rotates about the rotational axis.

A convertible ducted fan engine having a shroud, a drive shaft connected to a mechanical fan, and a rotational drive motor configured to rotate the mechanical fan. An embodiment includes a linear drive motor configured to translate the drive shaft and mechanical fan in a direction parallel to a longitudinal axis of the shroud. The convertible ducted fan engine includes a fluid-propulsion configuration in which the mechanical fan rotates freely with respect to the shroud to produce thrust through fluid flow, and a drive-wheel configuration in which the shroud rotates about the rotational axis.

A rotorcraft-convertible motorcar includes a passenger cabin with at least one seat, a pair of front wheels, a central rear wheel, and two pairs of left and right supporting arms located on opposed sides of the passenger cabin, each supporting arm carrying a respective rotor assembly. The supporting arms are pivotally connected to the passenger cabin so that the rotorcraft-convertible car is convertible between an on-road configuration, where the supporting arms with the rotor assemblies are arranged inside a lateral overall size of the passenger cabin, and a flight configuration, where the supporting arms with the rotor assemblies are arranged at least partially outside the overall lateral size of the passenger cabin. The supporting arms and the rotor assemblies are configured so that in the on-road configuration the rotor assemblies are accommodated underneath the passenger cabin, on opposed sides of the central rear wheel.