随着飞行汽车市场规模不断扩大，吸引越来越多的企业投身其中，飞行汽车俨然成为了车企与科技公司、初创企业等继自动驾驶汽车之后跨界博弈的新战场。

目前来看，玩家们对飞行汽车的认知主要有两种产品形态：一种类似普通的直升飞机，只能在空中飞行，如Uber、谷歌所设想的；另一种则同时具备飞机和汽车的特性，可以空、陆两用，这在吉利、奥迪等车企的研发项目有比较明显的体现。可以说，这两种技术路线均有自己的拥护者。

尽管参与者众，目前飞行汽车还处于概念阶段，除了少数几个玩家拿出了量产产品，多数仍在谈概念，或者项目策划初期。甚至对于那些已经启动预售、宣称即将交付的玩家，要想将飞行汽车真正投入商用，其实也面临测试、技术、法规、监管、基础设施、价格等多重难题，如同当前的自动驾驶汽车。

如同自动驾驶汽车量产前一个必不可少的过程是测试，飞行汽车亦如此。虽然目前飞行汽车测试没有测试牌照一说，但由于涉及到公共安全，开展实验时也需要向对应的监管部门申请。例如奥迪，在德国开展测试，就需要获得政府的许可，方能在指定区域开展测试。不仅如此，对于那些空、路两用的飞行汽车，开展测试时还应同时遵守空中和公路交通管理的相关规定，不能扰乱公共秩序。

而且像吉利的Transition®、PAL-V Liberty这样的飞行汽车，在不同的产品形态下还要满足不同的产品标准。当前，很多企业在规划飞行汽车时，采用的是无人驾驶设计，无论是在地面以汽车的形态行驶，还是在空中飞行，都完全自动化，并且还是电动的。这种情况下，就需要产品同时满足自动驾驶汽车和电动汽车技术要求，以及无人机技术标准，保证飞行汽车得以在城市复杂情况及恶劣天气中完美运行。

如何让飞行汽车从一个产品形态安全地切换至另一个产品形态，也是企业们需要考虑的，尽管现在垂直起降技术在飞行汽车市场已经成为了主流，要完成这项任务却并不简单。以Terrafugia代号为TF-1的飞行汽车为例，该产品采用了可折叠机翼的设计，展翼后宽度可达8米，收翼后宽度为2米，这就意味着飞行汽车切换模式需在特定的环境中进行，而不能随心所欲。特别像Pal-V Liberty这样无法实现垂直起降的飞行汽车，甚至还需要建造专门的跑道用于起飞和降落。

更不用说像很多人设想的那样，开着飞行汽车，遇上交通拥堵就启动飞行模式，另觅它路避堵，抑或飞着飞着飞累了，随便找个地就降落，比如高速公路，必定也不是想降落就降落的。况且采用这种折叠机翼设计的玩家不在少数，比如AeroMobil，丰田早期申请的飞行汽车专利也是这种设计，那么对于飞行汽车不同运行模式的切换，行业标准或者法规约束也是必不可少的。

此外还有一点，飞行汽车作为一种交通工具，毋庸置疑会投入商业化，这就必须要考虑价格。而现实的情况是，飞行汽车更像是“有钱人的玩具”。阿斯顿•马丁的Volante Vision Concept指导售价300-500万英镑，PAL-V Liberty运动版和先锋版起售价分别为40万美元和60万美元，AeroMobil 4.0 120万欧起售，亿航184预估价格为30万美元……这些都不是普通消费者能够承受的起的。

因此可以说，飞行汽车虽然优势显著，各大企业也都在不断加大投入力度、加快研发，但就如同自动驾驶汽车商用处处受限，飞行汽车想要投入大规模商用，也是任重道远！

英文版

English version

It's not easy to get a car flying in the sky.

With the continuous expansion of the scale of the flying car market, attracting more and more enterprises to join in, the flying car has become the new battleground for cross-border competition between auto companies, technology companies and start-ups.

At present, there are two main forms of cognition about flying cars: one is similar to the ordinary helicopter, which can only fly in the air, as envisaged by Uber and Google; the other has the characteristics of both aircraft and automobile, which can be used in both air and land. This is compared with the research and development projects of Geely and Audi. Obvious embodiment. It can be said that these two technologies have their own supporters.

Despite the participants, flying cars are still in the conceptual stage, and most are still talking about concepts, or early project planning, except for a few players who have come up with mass-produced products. Even for those players who have already started the pre-sale and announced that they will be delivered soon, in order to really put the flying cars into commercial use, they are also faced with many problems, such as testing, technology, regulations, supervision, infrastructure, price and so on, just like the current autopilot.

As an automatic driving vehicle, the essential process before mass production is testing, and so does flying cars. Although there is no test license for the test of flying automobiles at present, it is necessary to apply to the corresponding regulatory authorities for the test because of its public safety implications. Audi, for example, needs government permission to conduct tests in Germany in designated areas. Not only that, for those air and road dual-purpose flying vehicles, the test should also comply with the relevant provisions of air and road traffic management, not to disturb public order.

And flying cars like Geely's Transition <, PAL-V Liberty have to meet different product standards in different product forms. At present, many enterprises in the planning of flying vehicles, the use of unmanned design, whether on the ground in the form of vehicles, or flying in the air, are completely automated, and electric. In this case, products are required to meet the technical requirements of automatic driving and electric vehicles, as well as the technical standards of UAVs, so as to ensure that the flying cars can run perfectly in complicated urban conditions and bad weather.

How to make the flying car safely switch from one product form to another product form is also a business need to consider, although now the vertical take-off and landing technology in the flying car market has become the mainstream, to complete this task is not easy. For example, Terrafugia, codenamed TF-1, uses a foldable wing design with a width of up to 8 meters behind the flange and a width of 2 meters after the wing receives, which means that the switching mode of the flying vehicle needs to be carried out in a specific environment and can not be carried out at will. Especially for flying cars like Pal-V Liberty, which can't take off and land vertically, special runways need to be built for takeoff and landing.

Not to mention, as many people imagine, driving a flying car, starting a mode of flight in case of traffic congestion, looking for another way to avoid blockages, or flying tired, and landing anywhere, such as a highway, is not necessarily landing to land. In addition, there are not a few players who use this folding wing design, such as Aero Mobile, Toyota's early patents for flying cars are this design, so for flying cars to switch between different modes of operation, industry standards or regulatory constraints are essential.

In addition, as a means of transportation, flying cars will undoubtedly be commercialized, which has to consider the price. The reality is that flying cars are more like "the toys of the rich." Aston Martin's Volante Vision Concept is priced at 3 million to 5 million, the PAL-V Liberty Sports Edition and the Pioneer Edition start at 400,000 and 600,000, AeroMobil's 41.2 million, and Euro 184 is estimated at 300,000... These are not what ordinary consumers can afford.

So we can say that although the advantages of the flying car are obvious, the major enterprises are also constantly increasing investment and speeding up R & D, but as the business of autopilot cars is limited everywhere, the flying car wants to put into large-scale commercial operation, and it has a long way to go.

（文来源：飞行汽车feiauto）www.feiauto.com

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