WO2025221924A1

WO2025221924A1 - Autonomous dual-mode vertical takeoff and landing vehicle

Info

Publication number: WO2025221924A1
Application number: PCT/US2025/025015
Authority: WO
Inventors: Jerry Daniel CLARIDGE
Original assignee: Xcraft Enterprises Inc
Current assignee: Xcraft Enterprises Inc
Priority date: 2024-04-16
Filing date: 2025-04-16
Publication date: 2025-10-23
Anticipated expiration: 2026-10-16

Abstract

A vertical takeoff and landing (VTOL) vehicle is provided. The VTOL vehicle includes a vehicle body having a first mode for ground travel and a. second mode for aerial travel. The VTOL vehicle also includes a plurality of rotor assemblies integrated into the vehicle body, arranged in a Y-shaped configuration. The VTOL vehicle further includes a control system to autonomously operate the vehicle in both the first mode and the second mode and transition therebetween.

Description

AUTONOMOUS DUAL-MODE VERTICAL TAKEOFF AND LANDING VEHICLE CROSS-REFERENCE TO RELATED APPLICATIONS [0001] This application claims priority to U.S. Provisional Application No.63,634,737, titled AUTOMATED SELF-CONTAINED FLYING CAR, filed April 16, 2024, which is hereby incorporated by reference in its entirety. BACKGROUND [0002] Transportation has long been a cornerstone of modern society, enabling people to commute, travel, and transport goods over various distances. Different modes of transportation, such as driving, flying, railways, and watercraft, have evolved to meet diverse needs and preferences. The choice of transportation method often depends on factors like available technology, cost, time constraints, and existing infrastructure. Despite generally being able to cover more distance in less time, flying is generally not a viable option for local transportation in modern society. SUMMARY [0003] According to examples, a vertical takeoff and landing (VTOL) vehicle is provided. The VTOL vehicle includes a vehicle body having a first mode for ground travel and a second mode for aerial travel. The VTOL vehicle also includes a plurality of rotor assemblies integrated into the vehicle body and arranged in a Y-shaped configuration. The VTOL vehicle further includes a control system to autonomously operate the vehicle in both the first mode and the second mode. [0004] In an example, a method of operating a vertical takeoff and landing (VTOL) vehicle is provided. The method includes transitioning the VTOL vehicle from a ground travel mode to an aerial travel mode. The method also includes activating a plurality of rotor assemblies integrated into a vehicle body, including two front rotor assemblies and one rear rotor assembly arranged in a Y-shaped configuration. The method further includes autonomously controlling the VTOL vehicle during the aerial travel mode using a control system. [0005] In another example, a kinetics system for a vertical takeoff and landing (VTOL) vehicle is provided. The kinetics system includes two rotor assemblies integrated into a first section Attorney Docket: XCRAFT-PT2 of the vehicle body. The kinetics system also includes one rotor assembly integrated into a second section of the vehicle body, wherein the second rotor assembly has a larger diameter than each of the first two rotor assemblies. The kinetics system further includes a control system to independently adjust the speed and orientation of each of the rotor assemblies for vehicle stabilization and directional control. [0006] The foregoing general description of the illustrative examples and the following detailed description thereof are merely exemplary aspects of the teachings of this disclosure and are not restrictive. BRIEF DESCRIPTION OF FIGURES [0007] Non-limiting examples of the present disclosure are described in the following description, read with reference to the figures attached hereto and do not limit the scope of the claims. In the figures, identical and similar structures, elements or parts thereof that appear in more than one figure are generally labeled with the same or similar references in the figures in which they appear. Dimensions of components and features illustrated in the figures are chosen primarily for convenience and clarity of presentation and are not necessarily to scale. Referring to the attached figures: [0008] FIG.1 illustrates a block diagram of main components of a VTOL vehicle, according to an example. [0009] FIG.2 illustrates a top view of the VTOL vehicle, according to an example. [0010] FIG.3 illustrates a side view of the VTOL vehicle body, according to an example. [0011] FIG. 4 illustrates a front orthogonal view of the VTOL vehicle, according to an example. [0012] FIG.5 illustrates a back orthogonal view of the VTOL vehicle from a different angle, according to an example. [0013] FIG. 6 illustrates a bottom view of a VTOL vehicle showing rotor assemblies and positioning, according to an example. [0014] FIG. 7 illustrates a top view of the VTOL vehicle with integrated cover systems, according to an example. [0015] FIG.8 illustrates a block diagram of a kinetics system, according to an example. [0016] FIG. 9 illustrates a schematic representation of the kinetics system in a Y configuration, according to an example. Attorney Docket: XCRAFT-PT2 [0017] FIG.10 illustrates a flowchart of a method for operating a VTOL vehicle, according to an example. DETAILED DESCRIPTION [0018] The following description sets forth exemplary aspects of the present disclosure. It should be recognized; however, such a description is not intended as a limitation on the scope of the present disclosure. Rather, the description also encompasses combinations and modifications to those exemplary aspects described herein. [0019] A vertical takeoff and landing (VTOL) vehicle 100 is provided herein. The VTOL vehicle 100 can take off and land from a location similar to how a helicopter takes off and lands, making the VTOL vehicle 100 more versatile than a plane on a runway. The VTOL vehicle can also operate in a second mode, such as driving on the streets in addition to flying. The dual modes allow a trip to include a combination of ground and air travel. Combining a trip into aerial and ground travel can save time and be a more efficient way to travel. Additionally, the design is intended to provide for a more comfortable ride than a helicopter due to the ability to better control the motion of the VTOL vehicle 100 while in flight using rotors that can rotate and adjust to move the VTOL vehicle up and down without the typical pitch of a helicopter. [0020] The VTOL vehicle 100 may also be safter than a helicopter due to the safety features, backup power sources, and fail-safe mechanisms that may be incorporated into the design. The VTOL vehicle 100 can be approved by the Federal Aviation Administration (FAA) or similar regulatory organizations for aerial travel and the Department of Transportation (DOT) or similar regulatory organizations for ground travel on streets like a car. [0021] An example of the VTOL is provided herein. The VTOL vehicle 100 may include a vehicle body 120, a plurality of rotor assemblies 140, and a control system 160, as illustrated in FIGS. 1-6. The vehicle body 120 may be designed to accommodate multiple travel modes, such as ground travel via roads or waterways and aerial travel. In an example, the vehicle body 120 may be constructed from lightweight materials such as carbon fiber composites or aluminum alloys to optimize performance in multiple travel modes. [0022] The VTOL vehicle 100 may include a plurality of rotor assemblies 140 integrated into the vehicle body 120. The rotor assemblies 140 may be arranged in a Y-shaped configuration. FIG.2 shows an example of a Y-6 configuration where the rotor assemblies 140 include two front rotor assemblies 245 and one rear rotor assembly 250. However, the Y-shaped configuration may include two rear rotor assemblies 250 and one front rotor assembly 245. The Y-shaped arrangement may allow for efficient vertical takeoff and landing capabilities while maintaining a streamlined profile for ground travel and allow the passengers to have a view through a front Attorney Docket: XCRAFT-PT2 windshield 226. The vehicle body 120 may include openings or recesses designed to house the rotor assemblies 140. These openings may be strategically placed to minimize disruption to the vehicle's aerodynamic profile when the rotor assemblies 140 are not in use. [0023] The rear rotor assembly 250 may comprise two counter-rotating rotors stacked vertically 250A and 250B. The rear rotor assembly may include rotors the same size at the front rotor assemblies 245 or the rear rotor assembly 250 may have a larger diameter than the front rotor units 245. This configuration may provide enhanced thrust capabilities for the VTOL vehicle 100. The upper (245A, 245C, and 250A) and the lower (245B, 245D, 250B) rotors in each rotor assembly 140 may be adjusted to different angles independently. This independent adjustment may allow for precise control of the vehicle's orientation and movement during flight. The rear rotor assembly 250 may pivot to generate forward thrust during aerial travel. This pivoting capability may enhance the vehicle's maneuverability and efficiency in the aerial travel mode 264. [0024] The rotor assemblies 140 may be designed to rotate upwards out of the vehicle body and downwards to fold or retract into the vehicle body 120, as illustrated in FIG.3. The ability for the rotor assembly 140 to rotate upwards and downwards allow the rotor assemblies 140 to move the VTOL vehicle 100 in aerial travel modes smoother and provide a forward thrust without as much rotation and tilting of the VTOL vehicle 100, especially during landing or reducing altitude. Additionally, retracting the rotor assembly 140 into the vehicle body the during ground travel reduces drag and improves fuel efficiency. [0025] The control system 160 may include one or a plurality of control systems that comprise the control system 160. The control system 160 may manage the deployment and retraction of the rotor assemblies 140 as the VTOL vehicle 100 is navigating air travel to optimally position the VTOL vehicle 100. The control system 160 may also manage the deployment and retraction of the rotor assemblies 140 during transitions between travel modes. The control system 160 may autonomously operate the VTOL vehicle 100 in multiple travel modes, such as a ground travel mode 262 and an aerial travel mode 264. The control system 160 may manage the transition between these modes, coordinating the operation of the rotor assemblies 140 and other vehicle systems as needed. [0026] According to examples, the control system 160 may be connected to a steering wheel 460, a control panel 462, differential, accelerator features, brake features, power supplies and power systems, climate control, monitoring and detection systems, measurement systems, safety mechanisms, a safety module 560, and other features that enable the VTOL vehicle 100 to monitor and detect the environment around the vehicle and inside the vehicle for efficiency, safety, and comfort. The VTOL vehicle 120 may feature advanced human-machine interface systems. These Attorney Docket: XCRAFT-PT2 may include augmented reality displays, voice-controlled operations, or even neural interfaces for more intuitive control. Such interfaces may enhance the user experience and facilitate more natural interaction between passengers and the vehicle's autonomous systems and the control system 160. [0027] It should be noted that the figures and descriptions provided are examples, and other variations of the vehicle body 120, the rotor assemblies140, and the control system 160 designs and structures are possible. The specific configuration may be adapted to suit various operational requirements, aesthetic preferences, or regulatory standards while maintaining the dual-mode functionality of the VTOL vehicle 100. [0028] FIG.2 includes one example configuration of the VTOL vehicle 100, other variations may be possible. The Y-shaped configuration of the rotor assemblies 140 may provide stability and maneuverability in aerial travel mode 264. The front rotor units 245 may be primarily responsible for lift and stability, while the rear rotor assembly 250 may be used for directional control and forward thrust. However, the specific roles of each rotor assembly may vary depending on flight conditions and operational requirements. For instance, the size and positioning of the rotor assemblies 140 may be adjusted to optimize performance for specific conditions and use cases or to accommodate different vehicle body designs. FIGS.3-5 illustrate further examples of the VTOL vehicle 100 and arrangement of the rotor assemblies to accommodate both ground travel and aerial travel modes. [0029] The vehicle body 120 may feature a streamlined profile with aerodynamic curves to optimize performance in both travel modes. For example, the vehicle body 120 may include a rear spoiler element to enhance stability during high-speed ground travel and aerial operations. The vehicle body 120 may include a vehicle cabin 224 positioned between the front rotor units 245 and the rear rotor assembly 250, as illustrated in FIGS.2-7. This configuration may provide space for occupants while maintaining aerodynamic efficiency in both travel modes. Other configurations may also be used. [0030] The rotor assemblies 140 may have any number of rotor blades 242 and a variety of blade widths (W) and diameters (D), allowing for customization based on performance requirements and operational conditions. The specific number and design of the rotor blades 242 may be optimized for factors such as lift generation, noise reduction, and energy efficiency. For example, FIGS 2-5 include a rotor assembly with 3 blades 242 per rotor and FIGS.6-7 include a rotor assembly with 4 blades 242 per rotor to show that the number of blades may vary. Using less than 3 and more than 4 blades is also within the scope of this disclosure. The rotor assemblies 140 may each be adjusted and controlled independently of one another. For example, one of the front rotor assemblies 245 may be adjusted such that an upper rotor (such as 245A, 245C, or 250A) Attorney Docket: XCRAFT-PT2 is at a first angle and a lower rotor (such as 245B, 245D, and 250D) is at a second angle. The speed of each rotor (i.e., rotors 245A-D and 250A-B) in the rotor assemblies 140 may also be controlled independently and/or autonomously. For example, the upper rotor (245A, 245C, or 250A) may be set at a first speed, and the lower rotor (245B, 245D, or 250D) may be set at a second speed, with the speeds being adjusted independently. The adjustments to the blade speeds may be done manually and/or autonomously. In another example, the speed of both pairs of front rotors 245 (245A-D) may be set to the same speed and the speed may be changed together. [0031] For example, the vehicle body 120 of the VTOL vehicle 100 may be constructed using advanced materials and design techniques to optimize performance in multiple travel modes, such as the ground travel mode 262 and the aerial travel mode 264. The vehicle body 120 may be composed of lightweight yet strong materials such as carbon fiber composites, titanium alloys, or advanced polymer blends. These materials may provide the necessary strength and durability while minimizing overall weight, which may be crucial for efficient operation in multiple travel modes. For example, optimizing the VTOL vehicle’s weight-to-strength ratio can improve energy efficiency and performance in ground and air travel modes. [0032] The vehicle body 120 and vehicle cabin 224 may incorporate a modular design approach, allowing for easy maintenance, repair, and potential upgrades. The modular components may include removable panels or sections that can be quickly replaced or modified. Examples of modular components 462 include, “go home” button 464, safety module 560, ballistic parachute system 562. This modular approach may also facilitate the integration of the rotor assemblies 140 into the vehicle structure. The VTOL vehicle may feature modular design elements for customization. This approach may allow for easy reconfiguration of the vehicle's interior, payload capacity, or even propulsion systems. Modular design may enable the VTOL vehicle to be adapted for various applications, such as passenger transport, cargo delivery, or specialized missions. [0033] The VTOL vehicle 100 may feature adaptive aerodynamic elements integrated into the vehicle body 120. These elements may include adjustable spoilers, air dams, or dynamic surface textures that can change configuration based on the travel mode in use. These adaptive features may be automatically controlled by the control system 160 to optimize aerodynamic performance during transitions between ground travel mode 262 and aerial travel mode 264. [0034] The vehicle body 120 may incorporate advanced materials with specific functional properties in key areas. For example, radar-absorbing materials may be used in certain sections to enhance stealth capabilities during aerial travel mode 264. The vehicle body 120 may be engineered to withstand and operate in dynamic weather environments. This may involve the use of weather-resistant materials, specialized sealing systems for the rotor assemblies 140, and Attorney Docket: XCRAFT-PT2 reinforced structural elements to maintain integrity in challenging atmospheric conditions. The control system 160 may be integrated throughout the vehicle body 120 to monitor and adapt to changing weather conditions, ensuring safe operation in multiple travel modes, such as both ground travel mode 262 and aerial travel mode 264. [0035] Alternative body designs for the VTOL vehicle 100 may include variations in the placement and configuration of vehicle body 120, the rotor assemblies 140, the control system 160, and other features. For example, while the figures show a configuration with two front rotor units 245 and a rear rotor assembly 250, other arrangements may be possible. The vehicle body 120 may be designed to accommodate additional rotor assemblies 140 or different positioning of the existing assemblies to enhance stability or maneuverability. [0036] FIG.3 shows a side view of the vehicle body 120. In this view, the rear rotor assembly 250 is rotated upward and extending out of the back of the VTOL vehicle body 120. The rear rotor assembly 250 in combination with the two front rotor assemblies may assist with the VTOL vehicle 100 rotating along 3 axes. The x-axis or longitudinal axis (roll), the y-axis or lateral axis (pitch), and the z-axis or vertical axis (yaw) each make up the motions for the VTOL vehicle 100 when in the aerial mode. The design of the rear rotor assembly 250 allows the pitch of the VTOL to be controlled to limit or minimize the lateral movement, especially during takeoff and landing. This gives the passengers a smoother and more desirable experience. The two front rotor assemblies 245 may also rotate to stabilize and direct the VTOL vehicle 100. [0037] FIG.3 also shows the wheels 222 and tires 223. The wheels 222 may be designed to support efficient ground travel in the ground travel mode 262. In examples, the wheels 222 of the VTOL vehicle 100 may have tires 223 with enhanced traction and maneuverability during ground operations. In an example, the wheels 222 of the VTOL vehicle 100 may have enhanced sensors and features to assist with landing. The VTOL vehicle 100 may feature adaptive suspension systems. The suspension systems may automatically adjust the vehicle's ride height and damping characteristics based on the travel mode of operation and terrain conditions. Adaptive suspension may enhance comfort during ground travel and optimize the vehicle's stance for takeoff and landing operations. Additionally, the wheels 222 of the VTOL vehicle 100 may be designed with motors located within the hub of each wheel 222. This configuration may require specialized wheel wells and suspension systems integrated into the vehicle body 120 to accommodate these in-hub motors while maintaining ground clearance and performance in ground travel mode 262. [0038] The integration of the rotor assemblies 140 within the vehicle structure is depicted in FIG.4 and FIG.5. These figures illustrate top orthogonal views of the vehicle body 120, revealing the positioning of the rotor assemblies 140. As shown in the figures, the plurality of rotor Attorney Docket: XCRAFT-PT2 assemblies 140 may be integrated into the vehicle body 120 and arranged in a Y-shaped configuration. This arrangement may allow for efficient vertical takeoff and landing capabilities while maintaining a conventional vehicle appearance. [0039] The control system 160, as illustrated in FIG.4 and FIG.5, may be integrated within the vehicle's structure or vehicle body 120 to manage the operation of the rotor assemblies 140 and other vehicle systems to operate using manual modes and settings as well as autonomously using automated modes. Various vehicle systems and features are described below. Each are illustrations of possible features. [0040] The VTOL vehicle 100 may include a variety of safety features including, but not limited to, a "go home" button 464, a ballistic parachute system 562, and an emergency landing system that is part of the safety module 560. These safety features are connected to the control system 160 and to additional system controls, such that the control system 160 includes not only control of the rotor assemblies 140 but may be part of a larger control system 160 with backup control systems in case of failure of one or multiple elements. This is all connected to the VTOL vehicle's 100 power system and backup power system for redundant control and power. [0041] The VTOL Vehicle 100 may be designed to accommodate an autonomous "go home" feature through voice commands or a "go home" button. The "go home" features may include dedicated controls or interfaces within the vehicle cabin 224 that, when activated, instruct the control system 160 to transport passengers to a predetermined location. This feature may allow passengers to initiate an automatic return to a designated home base or safe landing zone with a single action. The 'go home' functionality may utilize pre-programmed coordinates and advanced navigation systems to guide the vehicle safely to its destination. The VTOL vehicle may include an emergency landing button. This feature may enable the vehicle to autonomously find a suitable landing location in case of system failures or other emergencies. The emergency landing system may use a combination of onboard sensors, terrain mapping data, and decision-making algorithms to identify and navigate to the safest available landing site. [0042] The ballistic parachute system integrated into the vehicle body 120 as a safety feature providing a controlled descent for the entire vehicle. This system may be designed to deploy rapidly in emergency situations during aerial travel mode 264, providing a controlled descent for the entire vehicle. The ballistic parachute system 562 may be part of a safety module 560 and specifically an emergency landing system integrated into the vehicle's body 120 design and structure in a way that minimizes aerodynamic impact during normal operation while ensuring reliable deployment when needed. Attorney Docket: XCRAFT-PT2 [0043] This may include sensors and computing hardware integrated throughout the vehicle body 120 to enable the VTOL vehicle 100 to autonomously identify suitable landing locations in emergency situations. All of the features may be incorporated into the control system 160 and other VTOL vehicle 100 electronic systems that allow for redundant safety systems and protocols during ground travel and aerial travel. [0044] For example, the VTOL vehicle may operate autonomously in dynamic weather environments. This capability may involve advanced sensors and weather monitoring systems integrated into the vehicle's control architecture. In an example, the vehicle may utilize real-time weather data and predictive algorithms to adjust its flight path and operational parameters based on changing atmospheric conditions. [0045] The VTOL vehicle may incorporate AI-driven navigation systems. These systems may use machine learning algorithms to optimize flight paths, predict and avoid potential hazards, and adapt to changing environmental conditions. AI-driven navigation may enhance the vehicle's autonomous capabilities and improve overall safety and efficiency. The VTOL vehicle may also include advanced noise reduction technologies. These may involve active noise cancellation systems, specially designed rotor blades, or sound-absorbing materials integrated into the vehicle's structure. Such features may help minimize the acoustic impact of the vehicle during operation in multiple travel modes. [0046] The VTOL vehicle may be equipped with advanced collision avoidance systems. These systems may use a combination of radar, light detection and ranging, and computer vision technologies to detect and avoid obstacles in real-time. The collision avoidance capabilities may be active during both ground and aerial modes, enhancing safety in diverse operational environments. The VTOL vehicle may incorporate adaptive aerodynamics. This may involve shape-changing surfaces or deployable elements that can alter the vehicle's aerodynamic profile based on its current mode of operation. Adaptive aerodynamics may help optimize efficiency and performance across the vehicle's full range of operational speeds and altitudes. [0047] The VTOL vehicle may incorporate advanced thermal management systems. These systems may be designed to efficiently regulate the temperature of critical components, such as batteries, motors, and electronic systems, across a wide range of operational conditions. Effective thermal management may help ensure consistent performance and longevity of the vehicle's components. [0048] The VTOL vehicle may include advanced electromagnetic shielding. This shielding may protect sensitive electronic components from interference and ensure reliable operation of communication and navigation systems. Electromagnetic shielding may be particularly important Attorney Docket: XCRAFT-PT2 for maintaining the integrity of the vehicle's autonomous control systems in various electromagnetic environments. [0049] The VTOL vehicle may be equipped with advanced health monitoring systems. These systems may use an array of sensors to continuously monitor the status of critical components and predict potential failures before they occur. Health monitoring capabilities may enhance the vehicle's reliability and facilitate proactive maintenance scheduling. [0050] The control system 160 and the VTOL vehicle 100 may be powered using a variety of power systems and options. The power system may include a primary power system 228A and a backup or redundant power system 228B to provide safety features and efficiency. The power options may change automatically, manually, or depending on specific designs or modes and controlled within a control system 160 or another power control system. For example, the VTOL vehicle 100 may be fully electrically powered using isolated electrical buses, fully powered by fuel(i.e., gasoline, diesel, hydrogen, propane, natural gas, etc.), or a hybrid of electrical, battery, and/or alternative power sources, such as fuel cells and solar panels integrated into the vehicle's surface. In another example, a hybrid system may be used as the primary power source 228A. The hybrid system may combine electric motors with internal combustion engines, fuel cells, or solar panels. Another example is the VTOL vehicle 100 as a hybrid vehicle combining an electrical motor with a fuel-consuming generator. In yet another example, the VTOL vehicle 100 may be a hybrid vehicle that utilizes a fuel-powered generator with a battery backup. The backup battery may have sufficient capacity to power the VTOL vehicle 100 to autonomously fly and land the VTOL vehicle 100 safely. [0051] In a further example, the VTOL vehicle 100 may incorporate a hybrid power system within the vehicle body 120. This system may combine an electrical motor with a fuel-consuming generator to provide extended range, improved efficiency, enhanced reliability, and/or operational flexibility compared to traditional single-source power configurations. The integration of this hybrid system may require specialized compartments and cooling systems within the vehicle body 120. This hybrid system may be integrated into the vehicle body 120 design, with components strategically placed to balance weight distribution and maximize space utilization within the VTOL vehicle 100. The power systems (228A, 228B) may be designed to provide extended power ranges, improved efficiency, or enhanced reliability compared to traditional single-source power configurations. [0052] The VTOL vehicle 100 may be designed with modular battery systems as illustrated in FIG.7 as 728A and 728B. This approach may allow for quick battery swapping or the addition of extra battery modules for extended range missions. Modular battery systems may also facilitate Attorney Docket: XCRAFT-PT2 easier maintenance and upgrades as battery technology advances. The VTOL vehicle 100 may include advanced energy recovery systems, such as 728C in FIG. 7. These may involve regenerative braking technologies adapted for multiple travel modes, as well as systems to capture and utilize waste heat from propulsion components. Energy recovery systems may help extend the vehicle's range and improve overall energy efficiency. [0053] The VTOL vehicle 100 may include an integrated cover system 680 for the rotor assemblies 140, as illustrated in FIG.6 and FIG.7. FIG.6 shows a bottom orthogonal view of the vehicle body 120, depicting the positioning and arrangement of components, including the wheel assemblies and internal framework configuration. FIG.7 illustrates a top orthogonal view of the vehicle body 120 with the integrated cover system 680. The vehicle body 120 may feature retractable covers 682 for the rotor assemblies 140. These covers may be designed to retract into the sides or middle of the vehicle body 120 when not in use. The covers may take the form of louvers, grates or grilles, providing protection for the rotor assemblies 140 while allowing for airflow when partially deployed. The covers 682 may be angled and/or fully retracted and fully cover the rotor assemblies. [0054] As illustrated in FIGS.6-7, multiple covers 680 positioned at various locations on the vehicle body 120. A cover partially open 684 is shown, demonstrating the cover's ability to adjust its position. The figure also depicts a cover closed 686, illustrating how the covers 680 can fully enclose their respective openings. [0055] The VTOL vehicle 100 may include retractable covers 680 for the rotor assemblies 140. The covers 680 may be formed to at least partially obstruct the rotor assemblies 140 during ground travel and near-ground aerial operations, as illustrated in 684 and 686. This configuration may help protect the rotor assemblies 140 and maintain the vehicle's aerodynamic profile when the rotors are not in use. For example, the covers 680 may retract fully (as illustrated in FIGS.2 and 4-5) during high-altitude aerial travel to increase air flow through the rotors. This retraction may allow for optimal performance of the rotor assemblies 140 during flight operations. The control system 160 may manage the positioning of the covers 680 based on the vehicle's operational mode and altitude. [0056] The covers 680 may be designed as louvers or garage door-like slats. These covers 680 may be capable of retracting. For example, the retractable covers 682 may roll into the middle or sides of the vehicle body 120 when fully retracted. This design may allow for efficient storage of the covers 680 without significantly impacting the vehicle's interior space or aerodynamics. The covers 680 may be constructed from various materials, such as lightweight composites or advanced polymers, to minimize their impact on the vehicle's overall weight. The actuation mechanisms for Attorney Docket: XCRAFT-PT2 the covers 680 may include electric motors, hydraulic systems, or other suitable technologies to ensure reliable operation in various environmental conditions. It should be noted that the figures and descriptions provided are examples, and other variations of the cover system 680 and rotor assembly configurations are possible. The specific design and implementation may be adapted to suit various operational requirements, aesthetic preferences, or regulatory standards while maintaining the dual-mode functionality of the VTOL vehicle 100. [0057] The VTOL vehicle 100 may include a kinetics system 800, as illustrated in FIG.8. The kinetics system 800 may comprise two front rotor units 245, a rear rotor assembly 250, and the control system 160. The kinetics system 800 may include two rotor assemblies 140 integrated into a first section of the vehicle body 120 and one rotor assembly 140 integrated into a second section of the vehicle body 120. For example, the rotor assembly 140 in the second section may have a larger diameter than each of the two rotor assemblies 140 in the first section. This configuration may allow for enhanced thrust capabilities from the rear rotor assembly 250. [0058] The rotor assembly 140 in the second section may pivot to generate forward thrust during aerial travel. This pivoting capability may provide the VTOL vehicle 100 with improved maneuverability and efficiency in the aerial travel mode 264. The kinetics system 800 may be incorporated into the vehicle body 120 and include retractable covers 682 for each of the rotor assemblies 140 as discussed with reference to FIGS. 6-7. These retractable covers 682 may be designed to partially obstruct the rotor assemblies 140 during ground travel and near-ground aerial operations. The retractable covers 682 may fully retract during high-altitude aerial travel to increase air flow through the rotors. [0059] FIG.9 shows a kinetics system in a Y-6 configuration 900, which may be one possible arrangement of the components within the kinetics system 800. In the Y configuration, the two front rotor units 245 may be positioned at the upper portions of the Y, while the rear rotor assembly 250 may be located at the base of the Y. The control system 160 may be centrally positioned between the rotor assemblies 140, interfacing with both the front rotor units 245 and the rear rotor assembly 250. The control system 160 may independently adjust the speed and orientation of each of the rotor assemblies 140 for vehicle stabilization and directional control. The independent control may allow for precise maneuvering of the VTOL vehicle 100 during aerial travel mode 264. It should be noted that while FIG. 9 illustrates one example of the kinetics system in a Y configuration 900, other variations are possible. The specific arrangement and design of the kinetics system 800 may be adapted to suit various operational requirements, vehicle designs, or regulatory standards while maintaining the dual-mode functionality of the VTOL vehicle 100. Attorney Docket: XCRAFT-PT2 [0060] Alternative configurations of the kinetics system 800 may include variations in the number and placement of rotor assemblies 140. For example, the system may be designed with additional rotor units or with a different arrangement of front and rear units to optimize performance for specific operational requirements. The control system 160 may employ various algorithms to manage the operation of the rotor assemblies 140. These algorithms may include adaptive control techniques that adjust in real-time based on environmental conditions, vehicle load, and flight parameters. Machine learning models trained on flight data may be used to predict optimal configurations for the rotor assemblies 140. [0061] Potential enhancements to the kinetics system 800 may include the integration of advanced materials for rotor construction, improved power distribution systems for more efficient energy use, and the incorporation of active noise cancellation technologies to reduce rotor noise during operation. [0062] The VTOL vehicle 100 may be operated using a method 1000, as illustrated in FIG. 10. The method 1000 may include a step 1020 of transitioning the VTOL vehicle 100 from the ground travel mode 262 to the aerial travel mode 264, a step 1040 of activating the rotor assemblies 140 integrated into the vehicle body 120, and a step 1060 of autonomously controlling the VTOL vehicle 100 during the aerial travel mode 264 using the control system 160. [0063] The step 1020 of transitioning from the ground travel mode 262 to the aerial travel mode 264 may involve a series of sub-steps. These sub-steps may include retracting the covers 680 that protect the rotor assemblies 140 during ground travel. The covers 680 may retract fully during high-altitude aerial travel to increase air flow through the rotor assemblies 140. The covers 680 may remain partially closed during near-ground aerial operations for safety purposes. [0064] The step 1040 of activating the rotor assemblies 140 may include powering up two front rotor units 245 and the rear rotor assembly 250 arranged in a Y-shaped configuration. The control system 160 may initiate a pre-flight check sequence to ensure all rotor assemblies 140 are functioning correctly before takeoff. [0065] During the step 1060 of autonomously controlling the VTOL vehicle 100 during flight, the control system 160 may perform various operations. The control system 160 may autonomously adjust the pitch, roll, and yaw of the VTOL vehicle 100 by independently controlling speeds of individual rotors within the rotor assemblies 140. The control system 160 may control the two front rotor units 245 primarily for stabilization during aerial travel. [0066] The method 1000 may include controlling the rear rotor assembly 250 for generating forward thrust and directing the VTOL vehicle 100. For example, this may involve pivoting the rear rotor assembly 250 within a 180-degree range to adjust thrust direction. This pivoting Attorney Docket: XCRAFT-PT2 capability may allow for precise control of the VTOL vehicle's 100 movement and orientation during flight. [0067] The method 1000 may include maintaining a desired angle for the vehicle cabin 224 during aerial travel. This may be achieved using the control system 160 that includes a comfort level cruise feature that autonomously controls the rotor assemblies 140 to provide a stable and comfortable ride for passengers using predetermined settings. The method 1000 may also include safety procedures. For example, the control system 160 may continuously monitor the VTOL vehicle 100's systems during flight. If a failure in the primary power system is detected, the method 1000 may include activating a backup battery system. This backup system may have the capacity to power the VTOL vehicle 100 for autonomous flight and landing for a set period of time, ensuring safe operation in emergency situations. [0068] The specific implementation of the method 1000 may vary depending on factors such as the VTOL vehicle's 100 design, environmental conditions, and operational requirements. The control system 160 may adapt the method 1000 in real-time to ensure safe and efficient operation of the VTOL vehicle 100 in multiple travel modes, such as both ground and aerial modes. For example, the VTOL vehicle may include a backup battery system. This backup battery system may have sufficient capacity to power the vehicle for an autonomous takeoff, flight, and/or landing in case of primary power system failure. The backup battery system may be designed to provide emergency power for critical systems, ensuring safe operation and landing capabilities even in unforeseen circumstances. [0069] Alternative methods of operating the VTOL vehicle 100 may include variations in the sequence of steps or additional steps. For example, the method 1000 may include a pre-flight preparation step where passengers input their destination and the control system 160 calculates the optimal flight path. The passenger may also be able to navigate and operate the VOTL Vehicle 100 manually or with a combination of manual and automated systems. The method 1000 may also include a step for transitioning back from the aerial travel mode 264 to the ground travel mode 262, which may involve reversing many of the initial transition steps. [0070] The present disclosure has been described using non-limiting detailed descriptions of examples thereof and is not intended to limit the scope of the present disclosure. It should be understood that features and/or operations described with respect to one example may be used with other examples and that not all examples of the present disclosure have all of the features and/or operations illustrated in a particular figure or described with respect to one of the examples. Variations of examples described will occur to persons of the art. Furthermore, the terms Attorney Docket: XCRAFT-PT2 "comprise," "include," "have" and their conjugates, shall mean, when used in the present disclosure and/or claims, "including but not necessarily limited to." [0071] It is noted that some of the above-described examples may include structure, acts or details of structures and acts that may not be essential to the present disclosure and are intended to be exemplary. Structure and acts described herein are replaceable by equivalents, which perform the same function, even if the structure or acts are different, as known in the art. Therefore, the scope of the present disclosure is limited only by the elements and limitations as used in the claims.

Claims

Attorney Docket: XCRAFT-PT2 CLAIMS 1. A vertical takeoff and landing (VTOL) vehicle, comprising: a vehicle body having a first mode and a second mode; a plurality of rotor assemblies integrated into the vehicle body, arranged in a Y-shaped configuration; and a control system to autonomously operate the vehicle in both the first mode and the second mode. 2. The plurality of rotor assemblies of claim 1, further comprising two front rotor assemblies and one rear rotor assembly. 3. The plurality of rotor assemblies of claim 2, wherein the rear rotor assembly comprises two counter-rotating rotors stacked vertically and has a larger diameter than the front rotor assemblies. 4. The VTOL vehicle of claim 3, wherein the rear rotor assembly is to pivot to generate forward thrust during aerial travel. 5. The plurality of rotor assemblies of claim 1, wherein each of the rotor assemblies include two counter-rotating rotors stacked vertically. 6. The plurality of rotor assemblies claim 1, further comprising two rear rotor assemblies and one front rotor assembly. 7. The VTOL vehicle of claim 1, further comprising retractable covers for the rotor assemblies, wherein the covers are formed to at least partially obstruct the rotor assemblies. 8. The VTOL vehicle of claim 7, wherein the covers are to retract fully to increase air flow through the rotors. 9. The VTOL vehicle of claim 1, further comprising a redundant power system with capacity to power the vehicle for autonomous travel in the first mode and the second mode in case of primary power system failure. 10. A method of operating a vertical takeoff and landing (VTOL) vehicle, comprising: transitioning the VTOL vehicle from a ground travel mode to an aerial travel mode; activating a plurality of rotor assemblies integrated into a vehicle body, including two front rotor assemblies and one rear rotor assembly arranged in a Y-shaped configuration; and autonomously controlling the VTOL vehicle during the aerial travel mode using a control system. Attorney Docket: XCRAFT-PT2 _{11. The method of claim 10, further comprising:} controlling two front rotor assemblies for stabilization during aerial travel; and controlling the rear rotor assembly for generating forward thrust and directing the VTOL. _{12. The method of claim 11, wherein controlling the rear rotor assembly comprises pivoting the} rear rotor assembly to adjust thrust direction. _{13. The method of claim 10, further comprising using retractable covers over the rotor assemblies,} the retractable covers retract fully during high-altitude aerial travel to increase air flow through the rotor assemblies; and the retractable covers at least partially obstruct the rotor assemblies during ground travel and near-ground aerial operations. _{14. The method of claim 10, further comprising autonomously adjusting pitch, roll, and yaw of the} VTOL vehicle by independently controlling speeds of individual rotors within the rotor assemblies. _{15. The method of claim 14, further comprising maintaining a desired passenger compartment} angle during aerial travel using the control system to autonomously control the rotor assemblies using predefined settings. _{16. The method of claim 8, further comprising:} detecting a failure in a primary power system; and activating a backup power system with capacity to power the VTOL vehicle for autonomous flight and landing. _{17. A kinetics system for a vertical takeoff and landing (VTOL) vehicle, comprising:} two rotor assemblies integrated into a first section of the vehicle body; one rotor assembly integrated into a second section of the vehicle body, wherein the second rotor assembly has a larger diameter than each of the first the two rotor assemblies; and a control system to independently adjust the speed and orientation of each of the rotor assemblies for vehicle stabilization and directional control. _{18. The kinetics system of claim 17, wherein each of the rotor assemblies includes two counter-} rotating rotors stacked vertically. _{19. The kinetics system of claim 17, wherein the one rotor assembly pivots to generate forward} thrust during aerial travel. Attorney Docket: XCRAFT-PT2 _{20. The kinetics system of claim 17, further comprising retractable covers for each of the two rotor} assemblies and the one rotor assembly, wherein each of the retractable covers are to: at least partially obstruct the rotor assemblies during ground travel and near-ground aerial operations; and retract fully during high-altitude aerial travel to increase air flow through the rotors.