FIELD AND BACKGROUND OF THE INVENTION

In view of heavy traffic congestion in many urban areas, a major effort is being conducted worldwide to develop an "Air Taxi" that will enable by-passing the ground traffic congestions. Several companies are involved in this effort, for example Uber, Ehang, Volocopter, Lilium, and Airbus.

An air transportation system has many advantages over a land transportation system, especially in jammed traffic areas. However, there are some limitations, even in the case of an air vehicle with Vertical Take-Off and Landing (VTOL) capabilities. In particular, the flight range is limited by battery/fuel capacity. Additionally, there are limitations on the availability of permitted take-off and landing sites in particular in many urban areas (for example due to the presence of population, obstacles, various facilities, land traffic, topography etc.) and there might be weather conditions prohibiting air-traffic.

SUMMARY OF THE INVENTION

The present invention is an integrated ground-air transportation system, which may be implemented in a number of different configurations that provide a passenger cabin with functionality alternately as part of a passenger-carrying aerial vehicle and as part of a roadworthy ground vehicle.

According to the teachings of an embodiment of the present invention there is provided, an integrated ground-air transportation system comprising: (a) an aerial vehicle comprising a passenger cabin for receiving at least one passenger, a propulsion system comprising a plurality of propulsion units and an aerial vehicle controller, the propulsion system configured to propel the aerial vehicle for powered flight including vertical take-off and landing (VTOL); and (b) a ground vehicle assembly comprising at least three wheels and a drive unit in driving interconnection with at least one of the wheels, wherein the integrated ground-air transportation system assumes alternately: (i) a docked configuration in which the aerial vehicle is secured to the ground vehicle assembly to form a passenger-carrying ground vehicle for traveling one part of a passenger journey; and (ii) an undocked configuration in which the aerial vehicle is separate from the ground vehicle assembly for carrying a passenger in powered flight for another part of a passenger journey, and wherein each of the propulsion units is mounted relative to the passenger cabin via a displacement mechanism, and wherein at least one actuator is deployed to displace the propulsion units between a flying position for powered flight and a stowed position for ground vehicle operation.

According to a further feature of an embodiment of the present invention, the ground vehicle assembly is formed with body panels having a plurality of recesses, and wherein, when the aerial vehicle is docked with the ground vehicle assembly and the propulsion units are deployed in the stowed positions, the propulsion units are at least partially received within the recesses.

According to a further feature of an embodiment of the present invention, the cabin comprises at least one passenger access door, and wherein deployment of the propulsion units to the stowed positions does not obstruct access to the passenger access door.

According to a further feature of an embodiment of the present invention, each of the propulsion units has an effective thrust tunnel, and wherein, when the propulsion units assume the flying position, the effective thrust tunnels of the propulsion units are mutually non- intersecting, and when the propulsion units assume the stowed position, each of the effective thrust tunnels intersects another of the effective thrust tunnels.

According to a further feature of an embodiment of the present invention, when the propulsion units assume the stowed position, all of the effective thrust tunnels overlap the cabin.

According to a further feature of an embodiment of the present invention, deployment of the propulsion units between the flying position and the stowed position comprises rotation of at least part of an arm supporting the propulsion unit about a substantially vertical axis.

According to a further feature of an embodiment of the present invention, in the stowed position, at least part of each of the propulsion units is located above the cabin.

According to a further feature of an embodiment of the present invention, the aerial vehicle further comprises a power output unit, and wherein in the docked configuration the power output unit is connected so as to provide power to the drive unit of the passenger-carrying ground vehicle.

According to a further feature of an embodiment of the present invention, the aerial vehicle and the ground vehicle assembly comprise respective portions of a docking mechanism for fastening together the at least part of the aerial vehicle and the ground vehicle assembly, and wherein the aerial vehicle and the ground vehicle are configured to execute a docking process autonomously to bring together the respective portions of the docking mechanism.

According to a further feature of an embodiment of the present invention, the aerial vehicle and the ground vehicle are configured to execute the docking process by: landing of the aerial vehicle adjacent to the ground vehicle assembly; and relative movement between the ground vehicle assembly and the aerial vehicle primarily horizontally to complete docking.

According to a further feature of an embodiment of the present invention, the aerial vehicle and the ground vehicle are configured to execute the docking process by landing of the aerial vehicle on the ground vehicle assembly and securing of the docking mechanism.

According to a further feature of an embodiment of the present invention, the docking process further comprises repositioning of the aerial vehicle relative to the ground vehicle assembly between the landing and the securing.

According to a further feature of an embodiment of the present invention, there is also provided a logistics planning module implemented as part of the aerial vehicle controller, as part of a ground vehicle controller or as part of a remote processing system, the logistics planning module receiving an input of a starting location and a destination for a passenger journey, the logistics planning module defining a routing plan from the starting location to the destination, the routing plan including a plurality of route segments including at least one route segment to be traveled by the docked configuration as a passenger-carrying ground vehicle, and at least one route segment to be traveled by powered flight of the aerial vehicle.

According to a further feature of an embodiment of the present invention, the ground vehicle assembly further comprises a power source connected so as to provide power to the drive unit, and a ground vehicle controller configured for navigating the ground vehicle assembly autonomously between locations while in the undocked configuration, the routing plan further including at least one segment to be traveled by the ground vehicle assembly between a docking or undocking location and a parking location.

There is also provided according to an embodiment of the present invention, an integrated ground-air transportation system comprising: (a) a passenger cabin for receiving at least one passenger; (b) an aeromodule configured to be releasably secured to the passenger cabin to form an aerial vehicle, the aeromodule including a propulsion system comprising a plurality of propulsion units configured to propel the aerial vehicle for powered flight including vertical takeoff and landing (VTOL); and (c) a ground vehicle assembly comprising at least three wheels, a drive unit in driving interconnection with at least one of the wheels, the ground vehicle module being configured to be releasably secured to the passenger cabin to form a ground vehicle, wherein the passenger cabin comprises a power output unit, and wherein, when the aeromodule is secured to the passenger cabin, the power output unit is connected so as to provide power to the propulsion system. According to a further feature of an embodiment of the present invention, securing of the passenger cabin to the aeromodule and securing of the passenger cabin to the ground vehicle assembly are both performed through mechanical engagement with linking elements located in a lower half of the passenger cabin.

According to a further feature of an embodiment of the present invention, the ground vehicle assembly and the aeromodule are configured for temporary interengagement while adjacent on an underlying surface so that transfer of the passenger cabin between the ground vehicle assembly and the aeromodule is performed by a substantially horizontal displacement of the passenger cabin.

According to a further feature of an embodiment of the present invention, when the ground vehicle assembly is secured to the passenger cabin, the power output unit is connected so as to provide power to the drive unit of the ground vehicle.

According to a further feature of an embodiment of the present invention, the propulsion system is dependent upon at least one component of the passenger cabin in order to form a configuration for flying.

There is also provided according to an embodiment of the present invention, an aerial vehicle comprising: (a) a passenger cabin for receiving at least one passenger; (b) a propulsion system comprising a plurality of propulsion units each having an effective thrust tunnel, the propulsion system being configured to propel the aerial vehicle for powered flight, the propulsion system further being configured to perform vertical take-off and landing (VTOL); and (c) an aerial vehicle controller, wherein each of the propulsion units is mounted relative to the passenger cabin via a displacement mechanism so as to be deployable between a flying position and a stowed position, and wherein, when the propulsion units assume the flying position, the effective thrust tunnels of the propulsion units are mutually non-intersecting, and when the propulsion units assume the stowed position, each of the effective thrust tunnels intersects another of the effective thrust tunnels.

According to a further feature of an embodiment of the present invention, deployment of the propulsion units between the flying position and the stowed position comprises rotation of at least part of an arm supporting the propulsion unit about a substantially vertical axis.

According to a further feature of an embodiment of the present invention, the cabin comprises at least one passenger access door, and wherein deployment of the propulsion units to the stowed positions does not obstruct access to the passenger access door.

According to a further feature of an embodiment of the present invention, when the propulsion units assume the stowed position, all of the effective thrust tunnels overlap the cabin. According to a further feature of an embodiment of the present invention, when the propulsion units assume the stowed position, at least part of each of the propulsion units is located above the cabin.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention is herein described, by way of example only, with reference to the accompanying drawings, wherein:

FIGS, la and lb are schematic front views of an aerial vehicle (AV), constructed and operative according to an embodiment of the present invention, shown with extended and with folded propulsion unit support arms, respectively;

FIGS, lc and Id are schematic side views corresponding to the states of FIGS, la and lb, respectively;

FIG. le is a schematic bottom view of the AV of FIG. la;

FIGS. 2a and 2b are schematic front views of variant implementations of the AV of FIG. la implemented with upper-cabin mounted propulsion units and lower-cabin mounted propulsion units mounted on upwards extending arms, respectively;

FIGS. 3a-3c are schematic front, top and side views of the AV of FIG. 2b in a state ready for stowing of the propulsion units;

FIGS. 3d-3f are schematic views similar to FIGS. 3a-3c, respectively, showing the AV with the propulsion units stowed;

FIGS. 4a-4c are schematic front, side and top views, respectively, of a first embodiment of a stand-alone ground vehicle assembly (SGV) for use with the AV according to the present invention;

FIGS. 5a and 5b are schematic front and side views of a ground vehicle formed by docking the AV of FIG. la with the SGV of FIG. 4a;

FIGS. 6a and 6b are schematic side views of a heaving robot shown in a lowered state and a raised state, respectively, for use with embodiments of the present invention;

FIGS. 6c and 6d are schematic front views corresponding to FIGS. 6a and 6b, respectively;

FIGS. 7a-7d are a sequence of schematic side views illustrating stages in the use of the heaving robot of FIG. 6a to move the AV of the present invention after landing;

FIGS. 8a and 8b are schematic side views illustrating a conveyable configuration combining the AV of an embodiment of the present invention with a skate (dolly), the configuration being shown in a pre-take-off and after take-off state, respectively; FIGS 9a-9d are schematic side views illustrating various stages in a process of docking an AV with the skate of FIG. 8a according to an aspect of the present invention;

FIG. 10 is an enlarged view illustrating schematically various components of a docking system of an AV with a SGV according to an exemplary embodiment of the present invention;

FIGS. 1 la-1 If are schematic front views illustrating various stages in a docking process of an AV with a SGV according to an exemplary embodiment of the present invention;

FIGS. 12a and 12b are schematic front views illustrating an AV according to second embodiment of the present invention, shown propulsion units in a flying configuration and a stowed configuration, respectively;

FIGS. 12c and 12d are schematic side views corresponding to FIGS. 12a and 12b, respectively;

FIGS. 12e and 12f are schematic plan views corresponding to FIGS. 12a and 12b respectively;

FIGS. 13a-13c are schematic top, side and front views, respectively, of a SGV according to a first implementation for use with the AV of FIG. 12a;

FIGS. 14a- 14c are schematic first and second side views and a top view, respectively, of the AV of FIG. 12a docked with the SGV of FIG. 13a to form an integrated ground vehicle (docked AV and SGV) according to a first implementation of the second embodiment;

FIGS. 15a-15d are schematic side views of the AV and SGV of FIG. 14a at successive stages during an initial docking process;

FIGS. 15e-15h are two schematic top views and two schematic side views of the AV and SGV of FIG. 14a at successive stages during completion of the docking process;

FIGS. 16a- 16c are schematic first and second side views and a top view, respectively, of an AV docking with a SGV to form an integrated ground vehicle (docked AV and SGV) according to a variant implementation of the second embodiment;

FIGS. 17a- 17c, 17f and 17h are schematic side views of the AV and SGV of FIG. 16a at successive stages during a docking process;

FIGS. 17d, 17e and 17g are schematic top views of the AV and SGV of FIG. 16a at successive stages during the docking process;

FIGS. 18a and 18b are schematic side views of a third embodiment of an AV, shown with adjustable legs retracted and extended, respectively;

FIGS. 19a-19h are schematic side views showing a sequence of states during a horizontal docking process of the AV of FIG. 18a with a SGV according to the third embodiment of the present invention; FIGS. 20a-20d are schematic top views of the AV of FIG. 18a illustrating a sequence of positions during folding of a propulsion system, including aligning rotors at predetermined angles relative to arms, and sequenced folding of the arms;

FIGS. 21a-21c are schematic side views, respectively, of a cabin, an aeromodule and a combined aerial vehicle formed from the cabin docked to the aeromodule, according to a fourth embodiment of the present invention;

FIGS. 21d and 21e are schematic front and top views, respectively, of the AV of FIG.

21c;

FIGS. 22a-22c are schematic side views, respectively, of the cabin of FIG. 21a, an SGV and a combined ground vehicle formed from the cabin docked to the SGV, according to the fourth embodiment of the present invention;

FIG. 22d is a schematic front view of the ground vehicle of FIG. 22c;

FIGS. 23a-23c are a sequence of schematic side views illustrating cabin transition from the aeromodule to the SGV of embodiment 4, showing the cabin attached to the aeromodule, in transition, and attached to the SGV, respectively;

FIGS. 24a-24f are a sequence of schematic side views illustrating the entirety of a Horizontal Docking Process for Embodiment 4 including, respectively: the AV landing (Aeromodule with Cabin); the SGV approaching; the SGV attaching to the aeromodule; the Cabin releasing from the aeromodule & moving to the SGV; the Cabin securing to the SGV; and the ground vehicle (SGV with Cabin) detaching from the aeromodule & driving away.

FIGS. 25a and 25b are schematic side views of a heaving robot with a rack shown in a lowered state and a raised state, respectively, for use with embodiment 4 of the present invention;

FIGS. 25c and 25d are schematic front and top views, respectively, of the heaving robot of FIG. 25a;

FIGS. 26a-26f are a sequence of schematic side views illustrating a Horizontal Docking

Process with the Heaving Robot and Rack of FIG. 25a for Embodiment 4 including, respectively: the AV landing (Aeromodule with Cabin); the Heaving Robot approaching and attaching to aeromodule; the Cabin moving and securing to heaving robot; the Heaving Robot driving away; the Heaving Robot approaching an alternate surface and adjusting its vertical level accordingly; and the Heaving Robot attaching to the platform and conveying the Cabin onto the alternate surface;

FIGS. 27a-27c are schematic side views, respectively, of a cabin, an aeromodule and a combined aerial vehicle formed from the cabin docked to the aeromodule, according to a fifth embodiment of the present invention; FIGS. 27d and 27e are schematic front and top views, respectively, of the AV of FIG.

27c;

FIG. 28 is a schematic isometric representation of a first implementation of a Rooftop Terminal according to the teachings of an aspect of the present invention; and

FIGS. 29a and 29b are schematic isometric and vertical cross-sectional views, respectively, of a second implementation of a Rooftop Terminal according to the teachings of an aspect of the present invention.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

The present invention is an integrated ground-air transportation system, which may be implemented in a number of different configurations that provide a passenger cabin with functionality alternately as part of a passenger-carrying aerial vehicle and as part of a roadworthy ground vehicle.

The principles and operation transportation systems and corresponding methods according to the present invention may be better understood with reference to the drawings and the accompanying description.

By way of introduction, the present invention relates to a number of different implementations which provide a passenger-carrying aerial vehicle configured to operate as part of an integrated ground-and-air transport infrastructure, allowing critical portions of a route to be completed by air transport in a manner suitable for accommodating large numbers of travelers.

In a first set of implementations, described particularly with reference to FIGS. la-20d, the aerial vehicle (AV) remains a single unit throughout the usage cycle, but employs a reconfigurable propulsion system to optimize the AV for palletized or on-dolly handling at a terminal and/or for integration with a stand-alone ground vehicle assembly (SGV) to form a roadable ground vehicle. A second set of implementations, described particularly with reference to FIGS. 21a-27e, relate to a system in which a passenger cabin docks alternately with an aeromodule to form an aerial vehicle and with a SGV to form a ground vehicle. Finally, FIGS. 28-29b relate to various features of overall system infrastructure and operation employing the various systems of the present invention.

Unitary Aerial Vehicle Implementations

Referring in general terms to the first set of implementations, an integrated ground-air transportation system according to this aspect of the present invention includes an aerial vehicle (AV) 10 which has a passenger cabin for receiving at least one passenger, a propulsion system with a number of propulsion units, and an aerial vehicle controller. The propulsion system is configured to propel the aerial vehicle for powered flight including vertical take-off and landing (VTOL). The system also includes a ground vehicle assembly (SGV) with at least three (and typically four) wheels, and with a drive unit in driving interconnection with at least one, and typically a pair, of the wheels. In this context, the "drive unit" can be any arrangement which can transfer driving power to a wheel, whether an electric motor directly connected to the wheel axle or whether a mechanical driving connection through gears, belts and/or chains to a motor or other source of motive force located anywhere else in the system.

The integrated ground-air transportation system assumes alternately: a first "docked configuration" in which the AV is secured to the SGV to form a passenger-carrying ground vehicle for traveling one part of a passenger journey; and a second "undocked configuration" in which the AV is separate from the SGV for carrying a passenger in powered flight for another part of a passenger journey.

In order to optimize the AV for palletized handling at a terminal and/or for integration with a SGV, it is a particularly preferred feature of certain embodiments of the present invention that each of the propulsion units is mounted relative to the passenger cabin via a displacement mechanism, and that at least one actuator is deployed to displace the propulsion units between a flying position for powered flight and a stowed position for ground vehicle operation. The displacement may be achieved by a separate actuator associated with each propulsion unit, or by employing various linkages or mechanisms which allow a smaller number of actuators to displace the propulsion units as desired.

The cabin typically has at least one passenger access door. The stowed positions of the propulsion units are preferably configured so that they do not obstruct access to the passenger access door(s), allowing stowing of the propulsion units before the passenger boards and/or alights from the vehicle.

It should be noted that, for clarity of presentation herein, details of the aerial vehicle controller and various other components of the AV are not shown here in detail. In each embodiment of the present invention, the AV is preferably provided with various sensors (GPS receivers, image sensors, range sensors, orientation and motion sensors), processors, communications systems and all other components commonly used to implement autonomous drones with autonomous navigation capabilities using GPS and/or optical tracking, collision avoidance and automated take-off and landing. All such components, subsystems and modes of operation are well-known in the art of manufacture of air vehicles, and will be readily understood by one having ordinary skill in the art. According to one of the preferred system architectures (as per Embodiments 1, 2, 3), the integrated ground/aerial transportation system features at least two vehicular configurations (undocked and docked) and preferably a third configuration, referred to herein as an "Interim Configuration" for handling:

1. Flight confi uration, which may also be referred to as Flyon configuration or undocked

(separated) configuration may include two stand-alone vehicles and possibly auxiliary elements:

a. Standalone AV (referred to interchangeably as an "aerial vehicle", "air vehicle" or "Flyon") may include a passenger compartment, a storage trunk, an instrument panel, a control panel, navigation and control systems, landing gear originally dedicated to ground TOL (including a ground support structure such as skids, wheels, or other devices), docking interfaces, sensors for determining the position and orientation of the AV relative to the vehicle to which it is to dock, remote driving ("drive by wire") system for possibly driving ground vehicle when docked (if autonomous ground motion is not available), a communication system as well as a power-supply sections, batteries, internal combustion engines and/or generators. For achieving best performance, a hybrid power supply system is preferable. The AV, whether occupied by passengers or not, may be capable of flying autonomously from its point of take-off to its point of landing. Take-off/ landing (TOL) may be conducted from/to a ground surface (or building roof etc.) or from/to ground vehicle chassis SGV (or an intermediate platform to be further referred to herein interchangeably as a "skate", "dolly" or "Flyboard"). The AV passenger compartment (cabin) including any storage trunk may also serve as the passenger compartment in the docked configuration, thereby obviating multiple passenger compartments and multiple entrances/exits of the passenger compartment and multiple loadings/unloading of the storage trunk.

FIGS, la-le describe an exemplary AV 10 with a stowable propulsive assembly including eight rotors 14 driven by eight motors 15 which are supported by four motor supportive arms 16 hinged to arm ports 17 which are structurally integrated to body main structure 12 which is supported on the ground by skids 13. In the example presented, the rotors provide lift in an essentially vertical direction, but in the more general case, the rotors may be rendered tiltable by selectively rotating the motors around an axis essentially along the arms in order to achieve better control and maneuverability of the AV. It should be noted that many other designs are possible, including design with a single rotor at each arm, ducted fans or any other means to provide forces to the AV. Typically the AV may carry one or two passengers. In the undocked configuration, AV take-off/landing may be done using an originally ground-dedicated take-off/landing system based on "legs" such as skids, legs or other landing gears attached to the fuselage of the AV. These "legs" could be of uniform or varying lengths and angles, rigid or telescopic including impact mitigation provisions. The legs are to be designed not to physically interfere with the docking operation. In certain embodiments, the legs may be fully or partially stowed/folded prior to completion of the docking and deployed/unfolded at undocking. The AV propulsive assembly, including for example rotors 14, motors driving the rotors 15, and mechanical arms supporting the motors 16 may be attached either to the upper part of the cabin (i.e. roof) or to the lower part of the cabin (i.e. floor).

FIGS. 2a and 2b show two alternative types of copter configurations. FIG 2a describes a configuration with the propulsive assembly supported by arms 161 which are hinged to arm ports 171 on the upper part of the cabin (i.e. roof). An AV of this design will be hereinafter referred to a super-copter configuration.

The design of FIG. la illustrated a propulsive assembly supported by arms 16 which are hinged to arm ports 17 attached to the lower part of the cabin (i.e. floor) and extending essentially horizontally. An AV of this design will be hereinafter referred to a sub-copter with horizontal arms.

FIG. 2b describes a configuration with the propulsive assembly supported by arms 162 which are hinged to arm ports 172 attached to the lower part of the cabin and extending upwards. According to such design, the foldable rotor arms are preferably pivotally attached to a surface below the passenger cabin ("sub") and extend upwards so that the rotors rotate above the cabin. An AV of this design will be hereinafter referred to a sub-copter with upwards extending arms. With such design, one has the advantages of the sub-copter design as detailed below but one can also maintain considerable clearance between the rotors and the ground, which is desirable from safety aspects. As depicted in FIGS. 3a-3f, the rotors and their driving motors are stowable partly or most preferably entirely above the cabin roof. In certain particularly preferred implementations, the stowing motion is performed at least in part by rotating at least part of an arm supporting the propulsion units about a substantially vertical axis, where "substantially vertical" refers to angles within about 20° of vertical, and most preferably within about 10° of vertical.

In order to better define the reduction in dimensions achieved by stowing the propulsion units, reference is made herein to a geometrical definition of the "effective thrust tunnel". The "effective thrust tunnel" is defined herein for a deployed propulsion unit as the cylindrical volume within which thrust is principally generated by the propulsion unit during operation, having a cross-sectional area typically corresponding to the area of action of the thrust-generating elements, and extending axially above and below that area to a distance of three times the diameter of that area in the outflow direction (i.e., below) and one-and-a-half diameters on the side of the inflow (i.e., above). In the non-limiting example of a spinning rotor, the "effective thrust tunnel" is defined as the cylindrical volume extending perpendicularly upstream and downstream from the disk swept through by the rotor when rotating about its axis. This geometrical definition is used to describe the geometric "flow tunnel" of each propulsion unit also in the stowed state, as the combination of the two cylindrical bodies extending upstream and downstream with their base area corresponding to a disk of diameter equal to the rotor diameter centered on the motor axle and extending axially three rotor diameters in the outflow direction and one-and-a-half diameters on the side of the inflow, even where the rotor does not actually have space to turn in the stowed state. Where two rotors share a common axis of rotation (such as is often used to provide redundancy for extra safety), the rotors/motors sharing a common axis are referred to herein as a single propulsion unit, with a shared "effective thrust tunnel" the axial extent of which is defined from above the upper rotor and from below the lower rotor. Using the above definition, the effective thrust tunnels of the different propulsion units are preferably deployed in the flying configuration so as to be mutually non-overlapping and non-intersecting, whereas when they are in their stowed positions, each of the effective thrust tunnels preferably intersects and/or overlaps with at least one of the effective thrust tunnels of another propulsion unit. In certain particularly preferred implementations, in the stowed position of the propulsion units, all of the effective thrust tunnels overlap the cabin. For the sake of definition, two effective thrust tunnels are described as "intersecting" if there is a certain volume in space which geometrically pertains to both of them, and are considered "overlapping" if the effective thrust tunnel of one propulsion unit intersects the area of action of the thrust-generating elements of another propulsion unit. An example of such a stowing process, resulting in a compact over-the- cabin configuration, is shown in FIGS. 3a-3f and FIGS. 20a-20d, addressed further below.

Stowing the propulsive systems during ground travel enables compliance with the dimensional limitations of ground transportation systems. In some cases, elements of the propulsive assembly of the AV may be stowed under one or more hoods and possibly secured to the structure of the cabin or to at least another element of the propulsive assembly Stowing of the propulsive elements will still enable unimpeded exit/entry of the passengers from/to the AV cabin. Of the configurations mentioned above, the sub-copter designs (as per Fig la and 2b) have a distinct advantage: The vertical force provided by the propulsive assembly is supported only by the lower section (e.g., floor or other lower support structure) of the passenger cabin, unlike the case of a configuration of super-copter design (Fig 2a) in which the side-walls of the passenger cabin must also support the full load of the structure, and therefore must be structurally stronger than in the case of a sub-copter design. This fact will typically result in a super-copter design being considerably heavier than sub-copter designs.

Moreover, in the unfortunate case of a "hard landing" (i.e., a situation when an aircraft impacts the ground with significantly greater vertical velocity than in a normal landing), any heavy structure or element located above the passengers may pose a hazard of being torn down and hitting the passengers. From this perspective, too, it is favorable that the arms are connected to the main structure below passengers' level. This hazard of the super-copter design could alternatively be mitigated by applying a more robust mechanical design, however at the price of adding more weight.

FIGS. 3 a-3f illustrate an exemplary configuration and process for stowing the propulsive elements of a sub-copter with upwards extending arms. In this case, stowing of the propulsion units is effected by rotation of the support arms near the base of the arms about a substantially vertical axis, in a specific sequence and with coordination of alignment of the rotors, so as to bring them into a particularly compact configuration, aligned with the forward direction of motion of the cabin (and hence also ground vehicle), as best seen in FIGS. 3d and 3e. A range of types of actuators (not shown) and load-bearing joints may be used to implement the stowing mechanism, including but not limited to rotary electric motors , hydraulic actuators and ball- screw-based linear electrical actuators, as will be clear to one ordinarily skilled in the art.

b. FIGS. 4a-4c illustrate a ground vehicle chassis 40 (also referred to as stand-alone ground vehicle - SGV) in front, side and top views respectively. The SGV may include an automotive system (for example, one or more electrical motors, preferably one in each wheel), a transmission system, a steering system, a braking system, driving safety and assist systems, systems for AV docking/undocking (including sensing, positioning, aligning and securing devices), a power/fuel system, a charging/fueling system, a ground interface system (e.g. wheels), a plurality of hoods (or canopies) covering various systems of the AV docked with the SGV (in particular elements of the propulsive assembly), a control system (including docking control loops) and possibly also navigation and communication systems. The SGV has no passenger cabin. The ground vehicle chassis to which an AV may be docked is optionally provided with handling equipment, which facilitates docking with the AV, such as integrated positioning actuators (mechanical, electro-mechanical, magnetic or electro-magnetic) or heaving robots, depending on the accuracy of touch-down. In cases that the touch-down of the AV on the SGV is accurate enough to bring the AV belly into a complementary cavity ("crater") in the SGV top surface, final positioning adjustments ("last millimeters") may be performed using positioning actuators integrated in the SGV landing cavity. If touchdown accuracy is harder to achieve, a group of heaving robots carried by the SGV may facilitate the docking by performing horizontal alignment and positioning of the AV on the SGV and such group may be considered to constitute by itself a mini-SGV for performing the "last feet"/ "last inches" of the mission. (Such heaving robots may also form a dedicated interim system i.e. a mini-SGV or min-chassis on the ground for the case that the AV lands on the ground, either in order to facilitate parking the AV in a designated parking slot or in order to facilitate bringing the AV into a position facilitating the docking process with the SGV). Throughout the application and in the claims the term heaving robot may be included in the more general term of handling robots. An example of a heaving robot (or mini-chassis) for handling payloads is detailed in US Patent Application 20180086561. The undocked SGV may either be parked or transferred to a different location, e.g. for servicing a different AV (such as in a shared SGV ownership business model),

c. Auxiliary elements: these may include interim ground platforms, heaving robots, mini- chassis, Flyboards, as subsequently described, which in some cases may be part of a pool of shared platforms used interchangeably with different AVs at a terminal or other location where logistical handling of multiple AVs is required.

2. Ground Travel Configuration, which may also be referred to as "Driveon" or "Docked configuration"

In the Driveon configuration the ground and aerial vehicles (Flyon chassis and Flyon respectively), as described above, are integrated, constituting an integrated ground vehicle. Docking may include connecting the two vehicles mechanically and electrically, including drive- by-wire interface, communication interface and battery charging/fueling interface. Docking may also include integration of the control systems of both vehicles. Furthermore docking may also include connecting the utilities of both vehicles, including electric power and fuel systems in order to facilitate effective usage and recharge/refueling. In certain implementations, interconnection of a power train for transferring mechanical drive power from a motor or engine located in the AV to the SGV may also be provided.

Most preferably, the docking process is done cooperatively through one interactive control system which may include elements such as sensors, actuators and processors of both the AV and the SGV. The AV will approach the SGV with minimum residual velocity and close to touch-down (last tens of centimeters). The SGV may facilitate more accurate touchdown by adjusting its docking cavity with the AV docking interface. For example the SGV may change its pitch and roll orientation by the action of its suspension system and might also move back and forth along its longitudinal axis by the action of its propulsive system. Furthermore, when the AV docking interface is very close to the SGV docking cavity, actuators on any of the vehicles may exert forces and torques that may affect the relative position of the two vehicles as part of the joint control effort. Such actuators may be mechanical, electromechanical, magnetic or electromagnetic.

Docking systems between satellites which operate in conditions much more difficult than in the current case (i.e. one of the bodies to be docked being entirely passive) have been successfully implemented. Among the many patents in this field we mention by way of example US Patent 5364046. Furthermore docking between a UAV and a static station is taught by US Patent 9527605. Co-operative docking between a drone and a capturing system, including sensing, computing, communication, precision adjustment and locking is taught in US Patent 9505493. These documents are illustrative of the technology that is readily available for use in the field of precision docking of two vehicles, which will readily be implemented for any given application by a person having ordinary skill in the art employing the structural components already described herein, and according to the principles further set out below.

In docked configuration, a passenger may safely and conveniently enter to and exit from the passenger cabin of the AV and thus embark/disembark from the vehicle. The integrated ground vehicle may be driven by an occupant of the AV passenger cabin or may travel autonomously (whether manned or unmanned) with remote control from a TCC (Traffic Control Center). FIGS. 5a and 5b illustrate the configuration of the integrated vehicle 50 formed by the combination of an exemplary AV 10 docked with the exemplary SGV 40.

The integrated ground vehicle is required to travel on paved and possibly unpaved roads and is required to be able to safely withstand all conditions related thereto (such as bumps, collisions, vibrations, braking, turn-overs) to the same extent as required for a regular ground vehicle. In other words, the docked configuration (consisting of two vehicles - AV and SGV) must be as safe to travel as one vehicle according to all requirements from a land vehicle. Alternatively stated, the AV, when part of the integrated ground vehicle, must be "roadable". In order for the AV to meet such requirement, it may be necessary to stow some of its elements (such as propulsive systems) that when in flight configuration exceed the dimensional envelope as dictated by the ground travel requirements. Dimensional requirements for ground vehicles to be roadable are detailed for example by the European Union at the website:

https://ec.europa.eu/transport/modes/road/weights-and-dimens ions en

It is to be noted that the AV and SGV may be in communication with each other during the docking and undocking process through wireless (e.g. radio-frequency and/or optical) communication links. The same links may be active also in the docked configuration in addition to or in lieu of wired communication.

Docking between the two stand-alone vehicles is a guidance operation that may be done in a double-active cooperative manner. Most preferably, docking is an autonomous, automatic operation. The joint docking system preferably includes (a) the interconnected communicating docking systems of both vehicles which may be provided with a multitude of sensors assessing the relative position of the vehicles as the AV docking port is being brought close to the SGV docking port at minimal relative velocity, and (b) a set of actuators for accurate positioning and alignment as well as a set of autonomous actuators for securing (structural connection and locking) and subsequently utilities connection. All these actuators are preferably provided to the ground vehicle which is much less weight-sensitive than the AV.

3. Interim Configuration

The Interim configuration is designated to enable moving the AV (Flyon) from the landing spot to nearby locations (from a few meters up to a few hundred meters) and vice-versa. Such locations may include embarkation/disembarkation spots, parking slots, docking stations, re-fueling/re-charging stations, and stand-by locations. A few examples of vehicular configurations may enable moving the AV as required:

a. "Selfmobile" configuration. The AV "legs" (such as skids) may be provided with fixed or deployable automotive (or self-transposing) devices, adequate for slow, short-distance travel on flat and smooth surfaces, which may be hereinafter referred to as built-in ground automotive system. The AV in a configuration with fixed or deployed built-in ground automotive system will be herein after referred to as Selfmobile. The deployment of the deployable built-in ground automotive system is preferably done after landing and its stowing is preferably done before take-off.

b. "Skateon" (or mini-chassis, mini-SGV, heaving robot) configuration as described in FIGS. 6a-6d. FIGS. 6a-6b illustrate a side view of a heaving robot in retracted position 60 and extended position 61, respectively. FIGS. 6c-6d illustrate a front view of a heaving robot, in retracted position 60 and extended position 61, respectively The AV may be provided with attachment interfaces that will facilitate convenient engagement with heaving robots or other devices. The AV may be slowly moved on a generally flat surface from one location to another nearby location by heaving robots (which may be also referred to as handling robots). The heaving robots may preferably act on the AV main structural elements. A preferred approach is to support, engage, heave and move the AV by its structure (e.g. the root of the arms supporting the motors) using dedicated heaving robots 60 readily available at the AV landing site and engaging the AV after touch-down. The heaving robot is preferably equipped with at least one heaving actuator which can be in extended state or retracted state in the vertical direction (65 and 64, respectively). As its name indicates, the heaving robot 60 is designed to heave and engage a load but in addition it is also capable to move in a desired direction whether loaded or unloaded. These heaving robots can be accurately navigated (e.g. by optical positioning systems or by "marked terrain recognition" techniques) and can be accurately positioned and oriented below the points of the AV structure to be supported, engaged and heaved, of locations also exactly known by similar navigation techniques.

Alternatively, even if the position of the heaving robot or the AV on the ground is not known to a high level of accuracy, the heaving robots may autonomously position themselves below the AV and position their heaving actuators exactly below the heaving points of the AV, for example using image processing techniques. The heaving robot may have four independent wheels 62 each driven by its own electric motor or at least two wheels on the right side driven by one motor and at least two wheels on the left side driven by another motor and can thus move linearly along a desired direction which can be selected by controlling the wheels. The several heaving robots may be integrated into a single heaving robot that could move into a position between the skids and below the belly of the AV, heave the AV and take it to the desired position. Such a robot may be supported by extendable side arms with small wheels at their extremities,

c. Palletized: in some cases, particularly for a dedicated terminal or station where suitable conveyor infrastructure can be provided, it may be preferably to employ a simple dolly (with wheels) or pallet (without wheels) on which the Flyon sits to facilitate conveyance of the Flyon through a sequence of locations or stages of a duty cycle using standard or dedicated conveyor arrangements or other logistics arrangements.

FIGS. 7a-7d illustrate the process of moving an AV using a heaving robot. FIG 7a illustrates the heaving robot in retracted position 60 approaching the AV 10. FIG 7b illustrates the heaving robot still in retracted position 60, placing itself between AV skids 13 and supporting AV belly 12. FIG 7c illustrates the heaving robot in extended position 61 thereby lifting AV 10. FIG 7d illustrates the heaving robot in extended position 61 conducting land travel with the AV 10 on top. In order to facilitate moving the AV on the ground, the heaving robots heave the AV structure in order to raise the skids from the ground. Moving the AV engaged with the heaving robots on the ground should be performed at a slow pace in order to minimize inertial loads. In the above context, using heaving robots engaged with the structure has the advantage that the skids do not participate at any extent in the moving process. The skids (the "legs" of the AV) have to be elastic in order to absorb landing shocks and be of light weight. Therefore it is preferable that they have no load-transferring role. However if in a specific AV design the "legs" are sturdy enough to withstand the necessary loads, they could be engaged by the heaving robots. An AV engaged by the heaving robots may be also hereinafter referred to as Skateon. After having moved the AV to the designated spots, the heaving robots may detach from the AV. d. Flyboardmobile configuration (FIGS. 8a-8b and 9a-9d). The AV 10 may dock with a parking platform 11 (Flyboard) which may or may not have the same docking interfaces as the ground-vehicle chassis 18 (depending on the achievable docking accuracies) and thus form a Flyboardmobile 80, which is an integrated ground vehicle capable to travel at slow speed on flat and smooth surfaces. FIG 9a illustrates the AV 10 just before landing on a Flyboard 11. FIG. 9b illustrates the Flyboardmobile 80 formed after landing. FIG. 9c illustrates the process of stowing arms to stowed position. FIG 9d illustrates the subsequent movement of the Flyboardmobile 80.

In the Interim configuration the AV propulsive elements are preferably stowed (for example by folding) due to handling considerations as applicable in parking, fueling and service situations, though the Interim configuration is not exposed to road travel and is not required to be roadable.

In Interim configuration a passenger may safely and conveniently enter to and exit from the passenger cabin of the AV and thus embark/disembark from the vehicle. The Interim configuration may be designed to travel autonomously. In the Interim configuration, the SGV may be parked, stand-by or shared.

In particular situations (relevant to "Air Taxi" application), the system implemented featuring only two configurations (Flight Configuration and Interim Configuration) may provide an effective solution to transportation problems, in cases in which the Point of Origin and the Point of Destination are conveniently accessible (for example commuting between a railway station to a downtown roof-top landing site). In such case some of the requirements on the AV may be relaxed, as it will not have to endure the loads typical of road travel and open parking. The design with automatically stowable propulsion systems enables convenient handling of the AV from its landing point (which might be outdoors, on rooftops) to sites of disembarkation (which might be conveniently indoors), re-fueling and parking and thereby enables high transportation throughput with a high level of comfort.

For that purpose, the invention teaches an air vehicle, preferably a multi-rotor helicopter

(or "multicopter"), with automatically stowable/deployable propulsive systems (motors, propellers and supportive arms). The stowing preferably occurs "automatically" in the sense that it does not require the passenger(s) or any other human operator to be present outside the vehicle in order to effect the stowing process, thereby allowing the landing area to be free from human operators and passengers. Most preferably, the passengers remain within the AV during the stowing and handling of the AV until the AV reaches a designated disembarking station, where they leave directly from the AV into a terminal, as discussed further below. The air vehicle with stowed propulsive systems has a small footprint which is a key advantage for parking, embarking, handling, charging/fueling and in general enabling a high traffic throughput. It can be conveniently moved from an outdoor landing site to an indoor disembarking site or a parking spot.

Structural Design Considerations:

In delivery drones, such as taught by example in US Patent 9527605, securing of the aerial vehicle onto a docking station which is static both during and after docking might be done through one or more of its skids. The purpose of the securing of the delivery drones is to enable loading/releasing of the payload and to charge the batteries even under wind gust conditions. For typically small drones, it is estimated that the wind loads will be in the range of tens of N (Newton). Therefore the securing requirements are undemanding and it is practicable to connect to the skids for that purpose. Intimate structural connection might be unnecessary in such case which is totally different from the scope of the present invention.

Securing aerial vehicles of the form-factor adequate for carrying a passenger (i.e. a total weight of several hundreds of kilograms) raises different design considerations from the case of delivery drones. The integrated docked vehicle may travel in docked condition and may be exposed to loads resulting from braking, acceleration, and collision. Therefore, the docking system needs to withstand and transfer forces from the AV onto the SGV in the order of magnitude of thousands of N, which are higher by two orders of magnitude than those in the case of delivery drones. (For example if the AV mass is 400 kg and deceleration due to braking is 5 m/sec ² , the docking system needs to withstand a force of 2000 N). For transferring such load, the connection between the AV and the SGV has to withstand a high level of forces (as well as torques). For that level of loads, intimate structural connection is necessary between the SGV and AV main structures. Light-weight, flexible skids are inadequate for that purpose. The reason is that typically, skids are designed with a certain degree of structural flexibility whose purpose is to alleviate the effect of the landing shock on the aerial vehicle's chassis, systems and passengers. Therefore, for large aerial vehicles the flexibility requirements typically contradict the high load bearing requirements and hence the securing methods adequate for delivery drones (as taught for example in US Patent 9527605) are inadequate for securing the AV to the SGV as required in the context of the present invention. Still, if in a specific AV design the "legs" are sturdy enough to withstand the necessary loads characteristic of land vehicles (with all the weight penalty involved), they could be also viewed as part of the load bearing structure.

The overall system design is very much dependent on the achievable accuracy of touchdown. In the context of vertical docking, two distinct embodiments are described, one with a relaxed touch-down accuracy (order of magnitude of 1 inch - 1 foot) and horizontal angular alignment (i.e. the angle between the SGV and the AV longitudinal axes) of above 10 degrees and the other of high touch-down accuracy (order of magnitude of 1 inch or less) with a horizontal angular alignment of less than 10 degrees. It is to understand that the above numbers are not absolute but rather approximate ranges. The functionality of the two cases is described in two distinct exemplary embodiments - however there are elements in each embodiment which may be used intermingled with elements of the other embodiment.

Embodiment 1 - relaxed touch-down accuracy on a ground vehicle.

FIGS. 4a-4c show an exemplary SGV 20. On the top surface 22 of the SGV 40 there is provided a permitted landing area 24. At the moment of touch-down the skids must be within this area. For example 28a, 28b are examples of legitimate touch-down locations. In the middle of the permitted landed area the targeted position of the skids 26 is indicated. This position corresponds to the location to which the AV must be brought in order to start the securing phase. The position of the openings 29 in the elevator surface 27 of the securing system are depicted in FIG. 4c.

Docking of the AV with the SGV is preferably performed according to the following stages, which are depicted in FIGS. 10 and l la-l lf in conjunction with a specific exemplary system which includes the use of heaving robots:

a. Approach and touch-down: The AV footprint is defined as the footprint of the landing gear originally dedicated for "ordinary" landing of the AV (e.g. "legs" or skids). The "targeted position" 26 of the AV relative to the SGV (as depicted in FIG. lOd) is defined as the precise position where the AV footprint must be positioned on the landing area on top of the SGV for the securing process to take place. The dimensions of the landing area must exceed the AV footprint by a certain extent to enable a certain positioning and alignment clearance between the actual touch-down positions of the landing gear (e.g. skids 13) relative to the targeted position 26. This clearance is required for relaxing the touch-down accuracy requirements in order to accommodate disturbances resulting from a multitude of guidance error factors and first and foremost the effect of wind-gusts. After touch-down, the AV motors will be turned off.

b. Horizontal alignment and positioning. In this phase, the AV is moved from the actual touch-down footprint location to the targeted footprint location 26 by several positioning and aligning actuators which are subassemblies of the SGV. The actuators may preferably act on the AV main structural elements. The actuators may be electro-mechanical, pneumatic or hydraulic and might also include inflatable bags pushing the AV after its touch-down. The actuators might be submerged under the SGV landing surface with protrusions that might emerge from the SGV surface and engage the AV possibly also using telescopic arms and engaging devices. A preferred approach is to support, engage, heave and move the AV by its structure (e.g. the root of the arms supporting the motors) using dedicated heaving robots 52 which can be stowed below the surface of the SGV docking platform and deployed after touch-down. The heaving robot is equipped with a heaving actuator 54 which can be extended and retracted in the vertical direction. As its name indicates, the heaving robot 52 is designed to heave and engage a load but in addition it is also capable to move in a desired direction whether loaded or unloaded. These heaving robots can be accurately navigated on the platform surface (e.g. by optical positioning systems or by "marked terrain recognition" techniques) and can be accurately positioned and oriented below the points of the AV structure to be supported, engaged and heaved, of locations also exactly known by similar navigation techniques. In the current example, the heaving robot heaving actuators 54 when extended engage the arm ports 17.

Alternatively, even if the position of the heaving robot or the AV on the platform is not known to a high level of accuracy, the heaving robots may autonomously position themselves below the AV and position their heaving actuators exactly below the heaving points of the AV, for example using image processing techniques. The heaving robot may have four independent wheels each driven by its own electric motor or at least two wheels on the right side driven by one motor and at least two wheels on the left side driven by another motor and can thus move along a desired direction which can be selected by controlling the wheels. The several heaving robots may be integrated into a single heaving robot that could move into a position between the skids and below the belly of the AV, heave the AV and take it to the desired position. Such robot may be supported by extendable side arms with small wheels at their extremities. The engagement of the AV structure and the heaving robots is for the purpose of aligning and positioning the AV on the SGV platform and is not to be confused with the ultimate securing of the AV to the SGV, which is the final stage of the docking process. Accurately guiding the heaving robot onto the AV may be facilitated by guidance techniques as taught in the paper Perception and Control Strategies for Autonomous Docking for Electric Freight Vehicles, Leopoldo Gonzalez Clarembaux et al., Transportation Research Procedia 14 ( 2016 ) 1516 - 1522 6th Transport Research Arena April 18-21, 2016 which is incorporated by reference in its entirety.

In order to facilitate moving the AV on the SGV surface, the heaving robots may heave the AV structure in order to detach the skids from the SGV surface. Furthermore the positioning and aligning motion should be performed at a slow pace in order to minimize inertial loads. A closed-loop control system is provided to bring the AV skids footprint onto the nominal footprint. Such control system is provided with direct or indirect measurement of the actual footprint as well as possibly further input, such as the measurements related to the various loads acting on the AV and its components during this phase. In the above context, using heaving robots engaged with the structure has the advantage that the skids do not participate at any extent in the aligning and positioning process. The skids (the "legs" of the AV) have to be elastic in order to absorb landing shocks and be of light weight. Therefore it is preferable that they have no load- transferring role. However if in a specific AV design the "legs" are sturdy enough to withstand the necessary loads, they could be engaged by the heaving robots. It should be noted that the phase of horizontal alignment and positioning is only necessary in order to bring the AV onto a condition in which it can be secured to the SGV.

c. Securing the AV to the SGV by a connection designed to sustain high structural loads. It may be in many cases important to directly secure the AV body by its load-bearing structure (and not through its "legs") to the SGV in order to form an integrated load- bearing structure (structural connection) adequate for bearing all the loads resultant of normal as well as accidental operation conditions of the integrated ground vehicle.

After completion of horizontal positioning and alignment, the heaving robot actuators are disengaged and the robots will move to their stowage locations below the platform surface preferable close to the extremities thereof. In cases that the motors with the rotors are supported by folding arms extending from the AV body, the arms may be folded. Furthermore the AV may be partially sunken within a recess in the SGV surface by lowering an elevator platform 27 by operating an elevating actuator 29 and the AV is then preferably supported by and connected (e.g. by latching or anchoring to structural elements such as arm ports 17) by extending securing actuators 56 of the SGV in order to achieve full structural integration which is particularly important in order to support loads that may be encountered when the integrated vehicle (docked configuration) is in motion and also in order to lower the center of gravity of the docked configuration. The securing actuators 56 may extend and emerge from openings in elevator platform 27 and extend vertically unto the AV in order to engage it e.g. by latching or anchoring). Finally the utilities of the AV and SGV are connected.

The whole sequence from the AV approaching the SGV, touch-down at a position deviating from the targeted foot-print position, deployment of the heaving robot, heaving the AV, moving the AV by the heaving robots to the location targeted for securing, disengaging the heaving robot actuators, lowering the elevator platform and securing the AV by the SGV actuators is illustrated in FIGS. 1 la-1 If The docked configuration is shown in FIGS. 5a and 5b.

For take-off, the utilities of the AV and SGV will be first disconnected. Next the AV and

SGV structural connection has to be unlocked. In case that the AV is partially submerged under the SGV surface, it will be re-elevated to surface level. In case that the motors with the rotors are supported by folding arms extending from the AV body, the arms will be unfolded by actuators built-in therein and the AV will prepare for take-off.

Embodiment 2 - accurate touch-down on a ground vehicle.

FIGS. 12a-12f describe the AV configuration according to one of the design options of this embodiment (Design A). The configuration is similar for Design B (described below with reference to FIGS. 16a-17h), except the details to be explained further on. The AV 10 is preferably provided with retractable telescopic legs 700 for ground landing. Prior to docking with an SGV, the legs are thus retracted. On the bottom of the belly there is a truncated docking cone 740 with a base perimeter 760. FIG 12a illustrates a front view of the AV 10 with arms 16a in flying configuration. FIG 12b illustrates a front view of the AV 10 with arms 16b in stowed configuration. FIG 12c illustrates a side view of the AV 10 with arms 16a in flying configuration. FIG 12d illustrates a side view of the AV 10 with arms 16b in stowed configuration. FIG 12e illustrates a schematic top view of the AV 10 with arms 16a in flying configuration. FIG 12f illustrates a schematic top view of the AV 10 with arms 16b in stowed configuration.

FIGS. 13a-13c illustrate an exemplary SGV 200. The SGV has wheels 260 and hoods 220 with openings 230 that may be automatically uncovered/covered by shutters 232 by the action of appropriate motors. The openings 230 are uncovered prior to landing of an AV. On the top side of the SGV 200 there is a landing crater/cavity 240 with a perimeter 250. There is also indicated the location onto which the docking cone base perimeter 760 has to be brought in order to enable securing of the AV to the SGV. The integrated vehicle is depicted in FIGS. 14a-14c.

Docking is preferably performed according to the following stages, which are depicted in FIGS. 15a-15h and 16a-16c in conjunction with a specific exemplary system:

a. Approach and touch-down including final positioning and alignment: The AV footprint is defined as the footprint of the perimeter 760 of the docking cone 740 of the AV. The "targeted position" of the AV docking cone base perimeter 760 relative to the SGV is defined as the precise position where the AV footprint must be positioned for the securing process to take place. The targeted position 760 is a circle concentric to landing crater perimeter 250 with a small clearance between them (several millimeters). Touch-down position is literally defined as the position of the AV at the time of first contact between the AV and the SGV. It has to be remembered that at this time horizontal positioning and angular alignment deviations still exist between the two vehicles and an integrated close loop control system is used to bring those deviations to values that will enable securing. The close loop control system may include several sensors that measure the relative position of the two vehicles, controller processing system and actuating devices which may include the AV rotors as well as actuators built in the SGV which can cooperatively provide "fine-tuning" in three axes. It is important to keep the AV motors running in at this time to facilitate control and also to minimize friction between the two vehicles during "fine-tuning". The diameter of the landing cavity must exceed by a small extent (several millimeters) the diameter of the AV docking cone base to enable a certain final positioning and alignment. The surface of the docking cone may be made of smooth high- strength, high damping materials, such as rubber (possibly in the form of 3D printed spongy rubber as per the technologies of the Stratasys, Goodyear or Michelin corporations), porous aluminum or super-elastic materials (e.g. based on nitinol). Upon touch-down, the AV docking cone adjusts into the landing cavity with possible assistance of aligning and positioning actuators built into the SGV as well as lift forces of the AV rotors. The docking cone serves for the purposes as mentioned above and is not intended to bear the structural loads to be encountered due to the environmental conditions profile of the integrated land vehicle (for that purpose the principal structural elements of the AVG and the SGV are to be secured).

After final positioning and alignment, the AV motors will be turned off. b. Securing the AV to the SGV by a connection designed to sustain high structural loads. The bottom part of the AV structure is secured to the SGV structure by latching/anchoring actuators of the SGV 820 as depicted in FIGS 15g and 15h.

c. Stowing elements of the propulsive assembly under hoods (for example by folding motor supporting arms, preferably around an axis slightly inclined in reference to the vertical axis in order to lower the element of the propulsive assembly relative to their deployed condition. The folding of the arms may be facilitated by torque provided by actuators integrated onto the SGV. In the folded condition the arms might be secured to the platform in order to achieve maximum structural stability and strength. Additionally or alternatively other methods may be applied such as a telescopic design of the supporting arms. In stowed condition the motors may be engaged with the SGV and could provide torque useful for the SGV. Two design options are described in the context of this embodiment: Design A with foldable arms and Design B with telescopic arms. A very compact design for folding the propulsive rotors may be achieved by bringing one rotor blade above the opposing one, for example using a ramped-ring design, and thus essentially aligning the two blades and most significantly reducing the length of the foldable part.

d. Covering openings in the hoods. For Design A this is achieved by shutters 232 (see FIG 14b) and for Design B by the action of flaps 790 that can be automatically opened or closed, which cover or uncover channels 780 in which the telescopic arms may be contracted (See FIG 17g).

The whole sequence from the AV approaching the SGV, touch-down, including final positioning and alignment and securing the AV and subsequent stowing the elements of the propulsive assembly under the SGV hoods is displayed in FIGS. 15a-15h for Design A and in FIGS. 17a- 17h for Design B.

In case that the AV rotors can be tilted, it might be possible to use the non-vertical component of the force they provide for extra control force during docking and also to possibly rotate the AV along a vertical axis for horizontal alignment and possibly for securing it to the SGV by rotation.

The docked configuration is displayed in FIGS. 14a-14c for Design A and in FIGS. 16a- 16c for Design B.

For take-off, the openings in the SGV hoods will be uncovered and the motor supporting arms will be unfolded or extended (according to the specific design). After that the utilities of the AV and SGV will be disconnected. Next the AV and SGV structural connection has to be unlocked and the AV will get ready for take-off.

It should be noted that for the sake of the present invention the term "hood" should be interpreted in a broader sense to include rigid covers, flexible canopy, foldable plastic or fabric sheets or any other means that will provide aerodynamic, environmental and mechanical protection to the stowed propulsive assembly. Those skilled in the art of mechanical design for automobiles are familiar with techniques to fully or partially remove covers, such as applied for example applied in convertible (cabriolet) cars.

It should be noted that both in Embodiment 1 and Embodiment 2, touch-down, positioning and securing are performed in a well-defined temporal sequence and are therefore coupled events.

Embodiment 3 (Touchdown at location separate from SGV)

In this embodiment, the landing phase (touchdown) is separated from the phase of positioning and securing to the SGV. The landing is performed on the ground with relaxed accuracy, outside the footprint of the chassis and the positioning and securing onto the SGV are performed after an arbitrary time interval from landing. As will be explained such decoupling has substantial advantages.

A first advantage is that the touchdown accuracy is inherently more relaxed, within the confines of the touch-down area. For example, if there are strong winds the AV is not required to land at an accurate point with an accurate body angular orientation. Second, the SGV does not have to be available at the time of touchdown and can arrive to the docking site at a later time.

According to the third embodiment, the AV (Flyon) may land at a location different than the location of SGV (Flyon chassis) and may be slowly moved on ground on an essentially flat surface by at least one handling robot (heaving robot) or mini-chassis in Skatemobile configuration or move by itself in Selfmobile configuration to a parking slot or to a fueling/charging point or onto a SGV Flyon chassis for positioning and securing in case so desired.

Alternatively the chassis might be moved, preferably autonomously, onto the landing location of the AV. In addition to the skids, the AV may be provided with several telescopic legs, preferably two front legs and two aft legs. FIGS. 18a and 18b describe the AV in ground position and in elevated position. In ground position (FIG. 18a), the telescopic legs are retracted (180), preferably to within the cabin body, and therefore do not contact the ground. In the elevated position of FIG. 18b, the telescopic legs are extended in order to heave the AV to a height corresponding to its position on the SGV. FIGS. 19a-19h describes a preferred horizontal docking sequence. After the AV lands on the ground (FIG. 19a), as the SGV 40 is accurately guided onto the AV. Accurately guiding the SGV onto the AV may be facilitated by guidance techniques as taught in the paper Perception and Control Strategies for Autonomous Docking for Electric Freight Vehicles, Leopoldo Gonzalez Clarembaux et al., Transportation Research Procedia 14 (2016) 1516 - 1522 6th Transport Research Arena April 18-21, 2016 which is incorporated by reference in its entirety. As the SGV approaches the AV, the AV telescopic legs 180 are extended in order to heave the AV belly to the corresponding height of the mating surface atop the SGV (FIG. 19b). The SGV moves horizontally until its mating top surface starts to overlap with the AV belly, with a minor height difference between them (FIG. 19c). Thereafter, the AV fully retracts the aft legs so that the SGV's mating surface contacts and supports the AV belly (FIG. 19d). At that time, the AV front legs are also slightly retracted in order to keep the AV belly in a horizontal position at the SGV top surface level.

Once the aft legs are retracted, the SGV resumes its movement beneath the AV and advances towards the front legs (FIG. 19e). As the SGV moves further, an increasing supportive overlap is achieved between its belly and the SGV, and furthermore, once the horizontal projection of the center of gravity of the AV is within the overlap area, the front telescopic legs are fully retracted (FIG. 19f) and at that point the AV is fully supported by the SGV. However, once all legs are retracted the AV is no longer in contact with the ground so there is a need for a mechanism for final positioning of the AV atop the SGV (FIG. 19g). For example, this mechanism may be a rack and pinion device. The pinions attached to the AV belly, driven by small electric motors, are engaged with racks on the SGV top. This type of device is taught in more detail in Embodiment 4 of the current application, in the context of a different design. After completing the accurate positioning, the AV is structurally secured to the SGV using latching/anchoring actuators and subsequently utilities (electrical power, fuel, coolant), control and communication interconnections are established between the AV and the SGV. After that the AV arms are folded (FIG. 19h).

The arms folding sequence is illustrated in more detail in FIGS. 20a-20d. At the initial position, the front rotors 2002 and aft rotors 2008 are placed at an arbitrary angle relative to the front arms 2004 and aft arms 2006, respectively (FIG. 20a). First, all rotors are rotated to a predetermined angular position respective to arms (FIG. 20b). The rotor angular position is accurately determined using angular resolvers and can be controlled using the electric motors attached to them. In the embodiment described in the figure, the front rotors 2002 are fully aligned with their arms, whereas the aft rotors 2008 are positioned at a small angular displacement from their arms. Thereafter, the aft arms 2006 are rotated over the cabin (FIG. 20c) and preferably make physical contact between elements thereof (such as between the motor casings). Last, the front arms 2004 are rotated over the cabin (FIG. 20d) and preferably also make physical contact with elements of the aft arms (again, such as between the motor casings).

There may be a case for an integrated vehicle design adequate for travelling in essentially urban and suburban areas only, in which the maximum speed is typically limited to 50 km/hour (or about 30 mph). Such limitation, which is consistent with the mission profiles in urban/suburban areas, relaxes the structural and safety requirements for the integrated vehicle.

One should note the seamless travel experience in case that a passenger travels from residence to office, namely occupying the entire time one cabin and even if landing at an open landing site such as a rooftop, being moved in Interim configuration onto an indoor disembarkation zone. It is understood that the indoor area may be air-conditioned and protected from adverse wind, temperature and rain conditions.

There are numerous other designs of the AV in addition to the one described above. In a preferred design, further to the deployable multirotor propulsion system, the AV is also provided with deployable wings and with a further propulsive system providing thrust essentially in the horizontal direction. As already described above, the AV basic multicopter propulsion system is generally stowed when the AV is on ground and is deployed in preparation for take-off. After the AV has reached the desired flight altitude and as it continues on its essentially horizontal trajectory, the AV wings that have been stowed within its body are deployed. The wings are oriented at an angle relative to the body longitudinal axis that will cause them to generate lift. The essentially vertical lift will very much alleviate or even eliminate the vertical force requirement from the multirotor propulsion system. However, there is inevitable drag force caused by the wings and longitudinal thrust is required in order to maintain horizontal flight. For that purpose, a further propulsive system, to be referred to as longitudinal propulsive system, which may include a large propeller driven by an electric motor rotating around a horizontal axis or by a small turbojet engine at the aft of the AV with side air inlets, is deployed from the AV and provides the necessary thrust. This way the AV flies in the horizontal direction by a much more energy-efficient propulsion method. The multicopter propulsion system still remains active in order to provide pitch and roll control to the AV. Prior to landing, the AV wings are stowed as well as the longitudinal propulsive system. The multirotor propulsion system is stowed after landing.

The ability to fold the arms and rotors laterally above the roof about an essentially- vertical rotation axis is a major advantage from many perspectives. 1. Safety at take-off and landing - folding and unfolding of the arms, and more importantly rotation of the rotors, are all performed clear of the ground (typically above 2.2 m). This is important since those movements do not endanger passengers which are typically abundant in busy transportation terminals - waiting for embarking, disembarking, etc.

2. Maintaining integrity of propulsive systems during road travel - In the case of standard cars, minor road accidents or parking scratches are essentially of aesthetic concern, so that in the vast majority of these cases the user may continue using the vehicle and have it fixed at a later time. However, in the case of an aerial vehicle travelling on the road, if its main aerial elements are not protected or shielded, any minor accident involving a direct contact with them is of large concern since the implications may be hazardous and revealed only at flight. Therefore, any such incident potentially prohibit the use of the vehicle until a technical inspection verifies its air-worthiness. Placing the arms and rotors at a high location mitigates the chance of their being directly hit in most standard collision scenarios.

3. Convenient parking - When the arms and rotors are folded, they are essentially out of reach of by-passers and therefore do not pose a hazard to them, nor are in danger of being jeopardized. This enables parking the vehicle in standard parking places such as along the curb or in public parking lots. This important feature enables proliferation of the vehicle as a transportation solution owned by the masses, not limited to those who own a protected private parking.

4. Readability - Unlike other copters, the folded configuration: (a) essentially conforms to the ground footprint_of the cabin, and (b) is of reasonable height (typically less than 3 meters) and (c) rotor blades axes are essentially parallel to cabin main axis. These unique features allow the copter with folded rotors to: (a) conform to roadable dimensions, in terms of height, length and width, (b) be parked in a space-efficient manner and (c) the blades incur minimal aerodynamic drag when driving on road.

5. Ease of use - When folded above the cabin roof, folded arms and rotors do not obstruct the entry and exit of passengers. This enables the passengers, in folded position, to (a) embark and disembark, and (b) remain seated inside the vehicle without the fear of being trapped inside the vehicle in case of a technical malfunction that prevents the arms from being stowed.

According to the teaching of the invention as detailed above, one might implement an air-transportation system including an Air Vehicle (Flyon) and auxiliary means (such Flyboard, heaving robots or self-propulsive wheels) for handling Flyon for limited distances, such as for parking, fueling, embarkation/disembarkation, standby, without providing the option to dock with a ground vehicle designated for road transportation. For such implementation, the Air Vehicle (Flyon) is not required to be designed to be part of a vehicle to travel on regular ground roads. Still, it is to be designed to be handled at the Flyon sites (for example for embarkation/disembarkation, recharging/refueling) possibly with passengers seated therein. Therefore stowing of the AV propulsive elements will still enable unimpeded exit/entry of the passengers from/to the AV cabin.

Separable Cabin Implementations

Turning now to a second set of implementations of the present invention, in certain cases it has been found particularly advantageous to employ a system architecture in which a passenger cabin docks alternately with an aeromodule to form an aerial vehicle and with a SGV to form a ground vehicle. In such cases, an integrated ground-air transportation system typically includes: a passenger cabin for receiving at least one passenger; an aeromodule configured to be releasably secured to the passenger cabin to form an aerial vehicle, the aeromodule including a propulsion system comprising a plurality of propulsion units configured to propel the aerial vehicle for powered flight including vertical take-off and landing (VTOL); and a ground vehicle assembly (referred to interchangeably as a SGV or "chassis") with at least three (and typically four) wheels, a drive unit in driving interconnection with at least one (and typically two or more) of the wheels, the ground vehicle module being configured to be releasably secured to the passenger cabin to form a ground vehicle.

It is a particularly preferred feature of various embodiments of this aspect of the invention that the passenger cabin includes a power output unit which, when the aeromodule is secured to the passenger cabin, is connected so as to provide power to the propulsion system. The power from the cabin to the aeromodule is typically provided in the form of electrical power, such as from a battery power source or from a generator based on an internal combustion engine or a hybrid system involving both of the above, although certain implementations may also transfer mechanical driving power, such as from the output shaft of one or more electric motor or combustion engine, from the cabin to the aeromodule for driving the propulsion system. According to certain preferred implementations, when the ground vehicle assembly is secured to the passenger cabin, the power output unit of the cabin is connected so as to provide power to the drive unit of the ground vehicle.

It should be noted that the aeromodule and its propulsion system is typically dependent upon at least one component of the passenger cabin in order to form a configuration for flying, such that the aeromodule is not capable of independent flight. Rather, it can be regarded as a flight module which, together with the cabin, forms an aerial vehicle.

For reasons similar to those discussed above with reference to FIGS, la and 2b, it is typically advantageous for securing of the passenger cabin to the aeromodule and securing of the passenger cabin to the ground vehicle assembly to both be performed through mechanical engagement with linking elements located in a lower half of the passenger cabin, and most preferably located at or below a floor level of the passenger compartment. The engagement is preferably such that the cabin can only be fully engaged with one or other of the aeromodule and the ground vehicle assembly at a time, typically employing at least part of the same securing features of the cabin for securing to each. In certain particularly preferred implementations, the ground vehicle assembly and the aeromodule are configured for temporary interengagement while adjacent on an underlying surface so that transfer of the passenger cabin between the ground vehicle assembly and the aeromodule is performed by a substantially horizontal displacement of the passenger cabin. These and other preferred features of this set of implementations will be exemplified particularly in the following description of Embodiments 4 and 5.

Embodiment 4

Thus, FIGS. 21a-26f illustrate a system with an architecture based on three distinct subsystems (a "tripartite system"): a passenger cabin, a ground vehicle chassis and an air-travel propulsive system (including rotors, electric motors, and supporting arms, internal combustion engine, generator) to be hereinafter referred to as aeromodule. The passenger cabin may be interchangeably attached-to/detached-from the ground vehicle chassis and the aeromodule. The attachment includes structural, utilities (such as electrical power, coolant, and fuel), and control and communication connections. Interchangeable docking/undocking of the Cabin with the Chassis or with the Aeromodule may be conducted autonomously. Most preferably, the cabin might dock (as a cockpit) with an aeromodule or with another platform which has on its top a docking interface similar to that of the Chassis.

For the sake of terminology, we define the three main subunits of the system, which may or may not be physically connected during the various phases of the mission:

- Cabin - Accommodates passengers, includes control system for ground and air travel, powertrain elements (such as batteries, generator, internal combustion or other type of engine to facilitate air travel and assist ground travel). The cabin controls the Aeromodule and may be in electrical power interconnection with the Aeromodule and supplying energy to it. It has interfaces for docking to Chassis or other platforms and attaching to Aeromodule.

Chassis - Ground vehicle chassis provided with all elements necessary for ground travel, including systems such as motors, gear, brakes, steering system, driveshaft, wheels, etc.). It has interfaces for docking with cabin including structural, utilities (electrical power, fuel, and coolant), and control and communication interconnections. It has a mating surface that supports the cabin when cabin is docked unto it.

Aeromodule - Unit that includes elements necessary to generate lift and forces for aerodynamic control, such as rotors, motors, supporting structure, preferably with external power supply (For example a quadcopter without the batteries). It has interface for attaching to cabin. Aeromodule is not required nor designed to fly by itself without being attached to Cabin. Aeromodule is not required to be roadable. It has a mating surface that supports the cabin when cabin is docked unto it.

FIGS. 21a-21e depict a configuration of a cabin 2100 (FIG 21a) docked onto an aeromodule 2108 (FIG 21b) in side, front and top views (FIGS 21c, 21d and 21e respectively). The aeromodule 2108 is essentially composed of a horizontal platform (2116) supported by two skids (2118), connected to four upwards-extending arms (2120), onto which the air propulsion system elements are mounted (motors and rotors, 2122). The top surface of the horizontal platform is the mating surface (2110) unto which the cabin belly 2104 is attached Pinions 2106 attached to the Cabin body 2102 emerging from cabin belly 2104 engage with racks 2114 submerged under the aeromodule horizontal platform top mating surface 2110. The pinions may be driven by small dedicated electric motors within the cabin. The rack and pinion arrangement enables moving the Cabin in parallel to the Aeromodule. A stop 2112 is provided to limit such movement. Furthermore, though not depicted in FIGS 21a-21e, there are preferably interconnections between the Cabin and the aeromodule at their mating interfaces, for securing (latching/anchoring), utilities, communication, control, etc.

FIGS. 22a-22d depict a configuration of a cabin 2200 (FIG 22a) docked onto an SGV 2216 (FIG 22b) in side and front (FIGS 22c and 22d respectively). The top surface of the SGV is the mating surface (2222) unto which the cabin belly 2204 is attached. Pinions 2206 attached to the Cabin body 2202 emerging from cabin belly 2204 engage with racks 2220 submerged under the SGV top mating surface 2222. The pinions may be driven by small dedicated electric motors within the cabin. The rack and pinion arrangement enables moving the Cabin in parallel to the SGV. A stop 2218 is provided to limit such movement. Furthermore, though not depicted in FIGS 22a-22d, there are preferably interconnections between the Cabin and the SGV at their mating interfaces, for securing (latching/anchoring), utilities, communication, control, etc.

The ability to select various types of aeromodules for being docked with the Cabin provides the user a great choice of flight options in terms of duration and range.

Following is a description of the envisioned types of Flyon sites and the functionality thereof (Applicable particularly for Embodiment 4):

a. Individual Flyon sites - TOL (take-off/landing) only.

b. Individual Driveon site (Cabin undocking from Chassis and docking with Aeromodule and resultant Flyon TOL, cabin undocking from Aeromodule, docking with SGV and resultant Driveon driving away. When non-active on Flyon mission, aeromodule might be parked at individual Driveon site. Chassis may be parked at individual Driveon site or may arrive/depart autonomously to/from site

c. Flyon passenger station or "Flyon station" (Pedestrian Passenger access, Flyon Arrivals/Departures only by flight, Flyon may automatically stow propulsive system and is moved from/to landing/take-off site to/from parking slots or to/from refueling/charging points, preferably automatically using handling robots (Skatemobile configuration) or on Flyboard or by integrated self-transposing means (Selfmobile configuration) Furthermore there are cases in which the cabin is detached from the aeromodule and moved by the same type of handling means in Interim configuration. In such case there is no need to park the aeromodule itself and it can be used in conjunction with another cabin. Note: These configurations are to be subsequently referred to by the encompassing term Interim configuration. Passenger embarkation and disembarkation is performed at dedicated embarkation/disembarkation sites close to the take-off and landing sites respectively, as an "off-line" operation and thus not affecting the take-off and landing throughputs of the take-off and landing sites respectively. The embarkation and disembarkation or the Interim configuration is conducted in an indoor area, thus avoiding exposure of the passenger to adverse weather conditions.

d. Flyon refueling/charging stations. Flyon automatically stows propulsive system and is moved from/to landing/take-off site to/from refueling/charging points, preferably automatically using handling robots such as Flyboard or self-transposing means. ) Note: These configurations are to be subsequently referred to by the encompassing term Interim configuration. e. Driveon transforming spots (or "Driveon Station")-dedicated locations in which Driveon transforms into Flyon and vice-versa (Pedestrian passenger access not necessary, Arrivals/Departures by Driveon or by Flyon). Outbound (air-bound) passenger may arrive to the Driveon transforming spot take-off site by Driveon, then the Passenger Cabin is detached from the Chassis and attached to the Aeromodule thus forming a Flyon configuration, after which the Flyon automatically deploys its propulsive elements and takes off, the Flyon chassis being subsequently automatically parked. Inbound (land-bound) passenger may arrive to the Driveon transforming spot by Flyon, land at a landing site with the Aeromodule propulsive elements being automatically stowed and the cabin being detached from the Aeromodule and attached to the Chassis, thus forming a Driveon configuration ready to drive away. In the rare cases when a chassis is unavailable or meteorological conditions do not allow accurate docking, intermediate handling may be performed and the Flyon will be taken to a parking spot.

f. Transformation stations related to other platforms such as train, boat or ship. A Driveon or a Flyon may arrive to such station, the cabin may be moved to/from the platform.

It should be noted that any of the Flyboardmobile, Skatemobile or Selfmobile configurations can greatly streamline the smooth operation of any of the Flyon passenger station, Flyon refueling/charging station and Driveon transforming spot and can also serve as a buffer at the Driveon transformation spot if a Driveon chassis is not momentarily available at the moment of landing or if conditions are inadequate for docking with the chassis.

The functionality of these configurations is one of an Interim Flyon configuration but it is to be understood that Flyboardmobile, Skatemobile and Selfmobile are just exemplary items within the broader concept of the Interim configuration to be hereinafter referred to as the Interim configuration (which is a configuration with limited ground travelling capabilities) The most important characteristic of the interim configuration is the ability to move Flyon rapidly in and out the take-off and landing sites All this will enable a short "turnover time" at the take-off and landing sites at all stations and transformation spots and thus enable a high traffic throughput. All the devices which facilitate transformation from Flyon configuration to Driveon configuration (such as Flyboard, heaving robots, built-in ground automotive systems) are to be hereinafter referred to as auxiliary devices.

Furthermore it should be noted that an Interim configuration may not be necessary at all in case that the Cabin is on top of the Aeromodule and the Aeromodule skids are equipped with small wheels. The system has two modes of operation: Air mode (FIGS. 21a-21e) and Ground mode (FIGS. 22a-22d) In Ground mode the Chassis and the Cabin are docked and form a joint ground vehicle (Driveon). The Aeromodule is separated after landing and standby.

In Air mode the Cabin and Aeromodule are attached to each other and form a joint air vehicle (Flyon). The Chassis is separated prior to take-off and standby.

The passenger may travel with Driveon to the transformation station (Driveon station). At the transformation station the Cabin may automatically undock from the Chassis and dock with Aeromodule, this way forming a Flyon ready to take off. After landing, the Flyon will dock with a Chassis and the Cabin will be automatically detached from the Aeromodule driven (for example by pinion and rack engagement) along the aligned top surfaces of the Aeromodule and the Ground Vehicle Chassis (SGV) and attached to a Ground Vehicle Chassis. This way a Driveon is formed (FIGS. 23a-23c). The horizontal docking process is depicted in more detail in FIGS. 24a-24f. In Fig 24a the Flyon (Aeromodule docked with Cabin) lands on the ground at a location remote from the SGV and definitely outside the footprint of the SGV. After the Flyon lands on the ground, the SGV is accurately guided onto the Flyon.

Accurately guiding the SGV onto the aeromodule may be facilitated by guidance techniques as taught in the paper Perception and control strategies for autonomous docking for electric freight vehicles, Leopoldo Gonzalez Clarembaux et al., Transportation Research Procedia 14 ( 2016 ) 1516 - 1522 6th Transport Research Arena April 18-21, 2016 which is incorporated by reference in its entirety.

In FIG 24b the SGV is approaching the aeromodule. FIG 24c depicts the SGV attaching to aeromodule in an aligned position. FIG 24d depicts the releasing of the Cabin from the Aeromodule and its moving to SGV FIG 24e depicts the Cabin securing to SGV. Securing may be done by latching/anchoring actuators. FIG 24f depicts the SGV detaching from the aeromodule & driving away.

Upon landing at a Flyon site (which is not a Driveon site, i.e. which is not designated for conversion to Driveon configuration), a Flyon may mate with a mini-chassis which is adequate for short distance travel on smooth surfaces and the Cabin will be detached from the Aeromodule and attached to the mini-chassis for parking or re-fueling (this is also a kind of Interim configuration) Alternatively, the Flyon (without being detached from the Aeromodule) will be converted into an Interim configuration, such as Selfmobile, Skateon or Flyboardmobile. If the skids are provided with fixed automotive devices no conversion is applicable. Prior to take-off an Interim configuration will be converted into a Flyon configuration. If the skids are provided with fixed automotive devices no conversion is applicable. It is assumed that the Aeromodules are stored or piled or standby at the Driveon stations, being available when necessary. Several types of Aeromodules might be available depending to the required mission. For example VTOL Aeromodules with aerodynamic lifting capabilities, such as taught in "Lifting Body Design and CFD Analysis of a Novel Long Range Pentacopter, the TILT LR Drone, Daniel Cagatay & Haoqian Yuan, Master Thesis in Aerospace Engineering Department of Mechanics, The Royal Institute of Technology, Stockholm, 2016.06", might be attached to the Cabin. The passenger could choose the Aeromodule according to the distance to which he/she intends to travel.

For the purpose of the ground travel "leg", the air-travel propulsive system (Aeromodule) is detached from the cabin at the landing site and the cabin is attached to the chassis. Preferably such operation is conducted automatically by autonomously aligning the chassis with the Aeromodule (possibly including temporary attachment between them) and moving the cabin from the Aeromodule to the chassis. For the purpose of the air travel "leg" the chassis is aligned with the Aeromodule (possibly including temporary attachment between them)_ and the cabin is detached from the chassis and attached to Aeromodule. The attachment includes structural, utilities, control and communications connections. Preferably such operation is conducted automatically by autonomously aligning the chassis with the aeromodule and moving the cabin from the aeromodule to the chassis Air-travel propulsion systems (Aeromodule) and Ground vehicle Chassis may be stand-by at the Driveon station. In some cases, the cabin itself may also be attached to another interim platform such as a mini-chassis (for handling) or a dedicated platform (such as a railway wagon, boat or ship) for a travel leg.

The cabin may be subdivided and physically separable into occupant section and powertrain elements section. The powertrain element section may be rapidly swapped with another one in lieu of recharging/refueling. The occupant section may be further subdivided and separable into two sections, each of them accommodating one passenger. This will enable passengers to conduct various legs of travel on different platforms for optimal route planning and efficiency.

One of the main advantages of having a detachable Aeromodule is that such module does not have to travel on ground roads and is therefore not limited in its dimensions by the ground road transportation dimensional constrains. The Aeromodule may still have foldable/stowable elements in order to facilitate moving on the ground in interim configuration of the Cabin with the Aeromodule attached (Flyon). However, stowing Aeromodule elements for footprint reduction is not an absolute requirement, as in Interim configuration the Cabin might be detached from the Aeromodule and attached to a Heaving Robot for handling, and in such case there is no need to move the Aeromodule out of the Flyon site. There is also a big advantage of a detachable Aeromodule in terms of ownership and usage. Any user interested in ground travel may purchase and own a Driveon (consisting of Chassis docked with Cabin). This may be the user's regular car and some users might or might not exercise the option of attaching an Aeromodule to the Cabin. In fact, a user owning a Driveon possesses a flyable car, as Driveon does not fly but can enable transformation into flying configuration. This is a big incentive for many people to opt for Driveon as their standard car.

Furthermore, there is some energy saving as the weight of the Aeromodule has not to be carried in ground module.

The following table presents the various system configurations and the role of the various system components:

It should be noted that in the above description the terms docking and attaching have been used with essentially the same meaning.

It should be also noted that the Cabin structural design (and resultant weight) are strongly influenced by the weight of the elements atop of it (such as Aeromodule). This is of particular relevance for the case of emergency landing, when the Cabin is required to withstand the inertial load of the elements atop.

Therefore it is of particular importance to minimize the weight of the Aeromodule by placing the heavy powertrain elements (such as batteries, generators and engine) in the Cabin and feeding the power to the Aeromodule from the Cabin. Such concern does not apply for the preferred case that the Aeromodule is below the cabin, which is the most preferable solution from the safety point of view. For the preferred design as indicated above, in which for the purpose of Flyon to Driveon transformation the Aeromodule is aligned with the chassis and preferably physically attached to it and the Cabin is moved essentially horizontally from the top of the Aeromodule to the top of the chassis, the landing ant the transformation don't have to be done synchronously and therefore there is no need for immediate availability of the Chassis at the time of landing. For the preferred design as describe above, in which for the purpose of Driveon to Flyon transformation the Aeromodule is aligned with the chassis and preferably physically attached to it and the Cabin is moved essentially horizontally from the top of the Chassis to the top of the Aeromodule, the transformation and the take-off don't have to be done synchronously.

There are numerous other designs of the aeromodule in addition to the one described above. In a preferred design, further to the multirotor propulsion system, the AV is also provided with deployable wings. After the Flyon has reached the desired flight altitude and as it continues on its essentially horizontal trajectory, the Aeromodule wings that have been stowed so far are deployed. The wings are oriented at an angle relative to the body longitudinal axis that will cause them to generate lift. The essentially vertical lift will alleviate the vertical force requirement from the multirotor propulsion system. Due to the reduced lift requirement, the body may be tilted in pitch (nose-down) so that a component of the propulsive force generated by the rotors will be directed forward thereby enhancing the horizontal velocity and thus gaining more flight range. This way the Flyon flies in the horizontal direction by a much more energy-efficient propulsion method. Prior to landing, the Flyon wings are stowed.

It should be noted that in the context of the various embodiments, the terms "autonomous", "automatic" and "robotic" may be used interchangeably. In particular, docking between two vehicular units which is conducted without human intervention is also considered a robotic operation even in the absence of a "stand-alone" robot.

It is in particular useful using a heaving robot to bridge the geographical gap between landing area and other transportation nodes: parking lot, railroad, hyperloop, etc. This type of robot also bridges the vertical gap between various platforms. FIG. 25a-25d depicts a heaving robot 2500 with racks 2502 on its top surface. The heaving robot is actually a mini-chassis provided with automotive capabilities and is also provided with heaving actuators 2504 acting in a coordinated manner, keeping the top surface horizontal and adjusting its height as required.

The horizontal docking process of a Cabin with a heaving robot is depicted in FIGS 26a- 26f. In Fig. 26a the Flyon (Aeromodule docked with Cabin) lands on the ground at a location remote from the heaving robot. After the Flyon lands on the ground, the Heaving robot is accurately guided onto the Flyon. Accurately guiding the Heaving robot (mini-chassis) onto the aeromodule may be facilitated by guidance techniques as taught in the paper Perception and Control Strategies for Autonomous Docking for Electric Freight Vehicles, Leopoldo Gonzalez Clarembaux et al., Transportation Research Procedia 14 ( 2016 ) 1516 - 1522 6th Transport Research Arena April 18-21, 2016 which is incorporated by reference in its entirety.

In FIG 26b the Heaving robot is approaching the aeromodule and attaching to aeromodule in an aligned position. FIG 26c depicts the releasing of the Cabin from the Aeromodule, moving to Heaving robot (by rack and pinion engagement) and the Cabin securing to Heaving robot. Securing may be done by latching/anchoring actuators. FIG 26d depicts the Heaving robot detaching from the aeromodule & driving away. Furthermore, as depicted in FIG 26e, the Heaving robot approaches an alternate surface/platform and adjusts the height of its own top surface to the height of the alternate surface/platform. Finally, as depicted in FIG 26f the Heaving robot attaches to the alternate platform and the Cabin moves from the Heaving robot onto the alternate platform and thereon for example by rack and pinion engagement.

The evident advantages of the arrangement as per FIGS. 25a-25d and FIGS. 26a-26f is that the design obviates arm folding systems, obviates self-movement of AV, and enables large separations between landing area and transportation nodes.

The manner of docking of this embodiment of the present invention provides notable advantages over various conventional approaches. According to Embodiment 4 of the present invention, the Flyon is landed on the ground, allowing the positioning and securing of the Cabin in relation to the ground chassis to be independent in timing and location from the Flyon landing. This relaxes the accuracy requirements on the touch-down, facilitating landing in adverse wind conditions and also relaxing sensing and control requirements. Preferably, the subsequent attaching (positioning and securing) of the Cabin to the ground chassis is through a primarily horizontal relative motion between the cabin and the chassis. Most preferably, docking and undocking of the cabin to and from the aeromodule is also through a primarily horizontal relative motion between the cabin and the chassis. The aeromodule in certain particularly preferred cases provides the ground-engaging elements which support the aerial vehicle (Flyon) on an underlying surface for touch-down and take-off. In Embodiment 4, touch-down of the AV and attaching of the AV to the SGV (which typically includes positioning and securing) are independent operations which need not occur concurrently or in immediate succession. Following are a number of advantages resulting from the decoupled touch-down-attaching design as per Embodiment 4: 1. Robustness. An alternative of approach of landing directly on a chassis would require high accuracies which are hard to obtain even in mild weather. This is a major challenge given the inherent accuracy limitations typical of multicopters. Decoupling the landing event from the event of attachment to the ground chassis, as per the present invention, allows the cabin to be landed with much relaxed accuracy requirements.

2. Logistic Efficiency. Preferred implementations of the present invention have the power supply for the aeromodule incorporated into the cabin unit. This can greatly simplify the logistics and handling. When landing in at a logistic site for recharging (or refueling), typically the recharging spot is separated from the landing spot to clear the way for more AV's to take-off and land. According to an aspect of the present invention, since the primary power-supply units for the flight are in the cabin, only the relatively small cabin needs to be transferred to the recharging/refueling spot (e.g. via a heaving robot), while the typically much larger aeromodule may be attached to a different (already recharged/refueled) cabin and take off.

3. Fault tolerance. In the unfortunate case of a "hard landing" (a situation in which touchdown takes place at a significantly greater vertical velocity than in a normal landing), it is preferably to avoid use of a heavy drone above the cabin which might act as an inertial "hammer", posing a hazard to passengers within the cabin. According to preferred implementations of the present invention, the aeromodule is preferably secured below the cabin, avoiding this concern. Even if the invention were implemented with an aeromodule above the cabin, the integration of the power supply with the cabin ensures that the aeromodule is relatively light, thereby minimizing the risks to the passengers.

4. Passenger comfort. By minimizing the weight of the aeromodule and avoiding cabin roof-docking of the unit, it is possible to avoid the mechanical impulse which would be delivered to the top of the cabin by roof-docking of a heavy unit, thereby minimizing noise and vibration that would cause passenger discomfort during docking.

Embodiment 5:

FIGS. 27a-27e depict a design of the aeromodule in which the arms are interconnected by rigid rods 2702 which take part of the load otherwise fully supported by the arms. Such approach may lead to overall weight saving, with all the beneficial consequences thereof.

It should be noted that in the case of a tripartite system as taught in Embodiment 4 and Embodiment 5 of the present invention, stowing (specifically folding) the propulsive elements of the aeromodule (specifically arms with motors and propellers) is not a functional necessity, since the Cabin may be detached from the aeromodule and handled separately, for example by a heaving robot. Therefore, in general, the arms may be folded when the passengers are still seated in the cabin, may be folded thereafter or may not be folded at all.

Obviously, the footprint of the Aeromodule, as can be seen in FIG 27e, is larger than it were had the arms and the rotors been folded, however with the detachable cabin design, as explained above, that does not constitute a limitation.

There could be a large variety of non-foldable Aeromodules at the disposal of a Cabin user for specific missions, including with ducted fans, with possibility for rotor transitioning from horizontal to other position ("tilt rotors"), fixed wings, etc. It is evident that the larger the footprint of the unfolding aeromodule, the more demanding it is logistically and less applicable for high-throughput transportation systems. However, such designs provide the user of the Driveon additional flight options, provided that they incorporate the same docking interfaces as existent on the ground vehicle chassis.

Embodiment 6:

The concept of rooftop terminals, which could serve as Flyon Stations or Flyon stations, is detailed in this Embodiment. This embodiment preferably employs a heaving robot capable to handle an AV which could be a Flyon according to any of the above embodiments. The heaving robot is preferably configured to autonomously position itself under the AV and to lift the AV and to further move the AV from its landing spot for purposes such as disembarkation, parking, fueling/charging, embarkation, and take-off.

FIG 28 depicts a layout of a rooftop terminal 2800 according to Design A. An AV 2802 lands at a designated landing site 2806 and is engaged by a heaving robot 2816. The AV is moved by the heaving robot to an essentially indoor disembarkation site 2814, which might have several sliding doors to maintain an air-conditioned space for disembarkation/embarkation and exit/entry. After being engaged by the heaving robot, the AV propulsion assemblies are stowed and the AV is moved to passenger disembarkation point, the passengers leaving the rooftop area through door 2810, entering rooftop hall 2818. The AV is further moved to entry door 2812. If there is a departing passenger in line at entry door 2812, the passenger will embark the AV, the AV will be automatically drive away, deploy its propulsive elements and take off from dedicated take-off site 2804. Subsequently, heaving robot 2816 moves back towards landing site 2806 to service further landing AV's. In case that there is no passenger inline at door 2812, or where the AV requires between-flight charging or maintenance, the AV is moved with its propulsive elements stowed onto a buffer zone 2818 which can accommodate a large number of AV's in stowed condition. At a further point in time, when there are passengers lined-up at exit door 2812, the heaving robot moves the AV from the buffer zone 2818 to embarkation door 2812 and therefrom to the take-off site 2904. Alternatively, a pallet or dolly may be used together with a suitable arrangement of conveyors or other logistical arrangements for propelling the palletized AV between the various stops in the usage cycle.

It will be noted that bringing the AVs sequentially to predefined locations of one or more disembarking and boarding gates provides notable logistical and safety advantages compared to schemes requiring the passengers to approach the take-off area and/or disembark from a landing area. It will be noted that a similar scheme can be implemented with the fourth embodiment, where the cabin is dissociated from the aeromodule at or near the landing pad, and the cabin is conveyed to the disembarking and/or loading area while the aeromodule is conveyed directly to a reassociating area at or near the take-off area, or is conveyed to an alternative servicing and/or buffer zone.

FIGS. 29a and 29b depict a layout of a rooftop terminal 2900 according to Design B. The AV lands at a landing spot 2904, is engaged by a heaving robot, the propulsive elements are stowed and the AV is lowered through an elevator 2902 to a lower-floor parking facility 2910. Disembarkation/parking/embarkation are conducted at the lower-floor level. Prior to take-off, the AV is brought to the rooftop by elevator 2908. Subsequently, heaving robot 2912 moves back towards landing site 2904 to service further landing AV's.

Both Design A and Design B enable a convenient, safe, compact and highly area-efficient roof-top site with a high through-put and buffer/parking area for servicing, recharging etc. of the AV and/or to ensure sufficient availability of AVs at time of peak demand. Moreover, since a site of this type typically requires merely minor infrastructure modifications to existing rooftops, it is relatively straightforward to retro-fit it at existing buildings, which is obviously crucial for its fast proliferation. It should be noted that any of the Interim (Flyboardmobile, Skatemobile, Palletized or Selfmobile) configurations can greatly streamline the smooth operation of any of the Flyon terminals (rooftop or other). The functionality of these configurations is one of an Interim Flyon configuration but it is to be understood that Flyboardmobile, Skatemobile and Selfmobile are just exemplary items within the broader concept of what can be conceived as an Interim Configuration.

It could be beneficial to integrate an autonomous air-transportation system with other transportation systems such as waterways or railway transportation systems. Such integration would be done both on the physical level and on the transportation task planning and execution level. The physical integration involves autonomous docking of an air-transportation vehicle a railway platform or a waterway platform such as a boat or ship. a. A railway transportation system including trains with a platform thereto attached provided with docking interfaces mating the AV docking interface. The trains operate as part of the regular railway system and the railway system control center is in full control of their schedule including halt time and location. The halt locations may be inside regular stations or preferably in other locations along the railway path.

b. A waterway transportation system including ships or boats. The ships or boats are provided with surfaces with docking interfaces mating the AV docking interface. The ships operate as part of the regular waterway transportation system and the waterway transportation system control center is in full control of their schedule including halt time and location. The halt locations may be inside regular harbors or preferably in other locations on the water surface.

The various implementations of the present invention preferably operate under the control of a logistics planning module, which may be implemented as part of the aerial vehicle controller, as part of a ground vehicle controller or as part of a remote processing system, which receives an input of a starting location and a destination for a passenger journey. The logistics planning module then defines a routing plan from the starting location to the destination, the routing plan including a plurality of route segments including at least one route segment to be traveled by the docked configuration as a passenger-carrying ground vehicle, and at least one route segment to be traveled by powered flight of the aerial vehicle. The logistics planning module is preferably networked for communication and coordination with other such systems and/or with an overall airspace management system to coordinate the movement of all low- altitude aerial vehicles, ensuring conformance with travel safety and coordination regulations as required.

It should be noted that the various embodiments and implementations of the invention described herein are not mutually exclusive, and that features described in the context of one implementation may be combined with any and all features of another implementation, all as will be clear to a person ordinarily skilled in the art.

It will be appreciated that the above descriptions are intended only to serve as examples, and that many other embodiments are possible within the scope of the present invention as defined in the appended claims.