FIELD OF THE INVENTION
The present invention relates to vertical take off planes, and more particularly to hobby and toy aircraft designed for vertical take offs and horizontal flight
BACKGROUND OF THE INVENTION
Prior art attempts to develop vertical take off aircraft require complicated control systems with wings or engines that are pivotally controlled. U.S. Pat. No. 4,387,866 to Eickmann is directed to such an aircraft. The aircraft includes four tiltable wings for vertical and horizontal flight along with complicated structural components and thrust to ensure the aircraft can make the transition between vertical and horizontal flight.
Other aircrafts use two or more thrusters to transition between vertical and horizontal flight. U.S. Pat. No. 6,629,670 to Shah and U.S. Pat. No. 6,561,456 to Devine both include vertical thrusters and horizontal thrusters. Utilizing extra thrusters requires a lot more weight and cost to the aircraft. Further, children and inexperienced users have difficulty launching a plane from a runway or via a manual throw. A need exists to provide an affordable plane that can be launched in a simple, safe, and efficient manner
The present invention solves these problems found in the prior art, by providing a simple vertical take off aircraft that transitions to horizontal flight.
SUMMARY OF THE INVENTION
In accordance with a first embodiment of the present invention, a vertical take off aircraft has an airframe split into an aft section freely pivotally connected to a bow section. The airframe is substantially planar when the aft section is pivotally aligned with the bow section. A means for propelling the aircraft is secured to the bow section of the airframe and a pair of wings extends outwardly from the bow section. When the bow section is pivoted to a position that the wings are vertical, a portion of the pivoted wings and a portion of the aft section create a tri-pod to support the aircraft on a surface, such that when the propelling means is activated, the aircraft will vertically lift off of the surface. Furthermore, when the aircraft vertically lifts off of the surface, the aft section freely pivots to form the substantially planar airframe which creates larger lift forces in a horizontal direction than in a vertical direction causing the aircraft to fly in a more horizontal direction. This in turn levels the aircraft to a more horizontal position. The aircraft, thus, automatically switches from a vertical take off to horizontal flight.
Numerous other advantages and features of the invention will become readily apparent from the following detailed description of the invention and the embodiments thereof and from the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
A fuller understanding of the foregoing may be had by reference to the accompanying drawings, wherein:
FIG. 1 is a side view of a first embodiment of the present invention, illustrating a vertical take off aircraft having a counter-rotating propeller system positioned in the nose of the bow of the aircraft;
FIG. 2 is a side view of FIG. 1 illustrating the pivoting of the aft section;
FIG. 3 is an exploded vide of FIG. 1;
FIG. 4 illustrates the flight characteristics of FIG. 1 during take off and subsequent flight;
FIG. 5
a is a second embodiment showing pivotal wings with a pair of propellers separately secured to the wings, illustrated with the wings in a vertical position for a vertical take off;
FIG. 5
b is a partially exploded view of FIG. 5a showing the separation of the aft and bow sections;
FIG. 6
a is a third embodiment showing a single propeller secured to the nose of the bow section and illustrated for a vertical take off;
FIG. 6
b is a partially exploded view of FIG. 6a showing the separation of the aft and bow sections;
FIG. 7
a is a fourth embodiment showing a pivotal propeller system secured to the front portion of the aft section;
FIGS. 7
b through 7e illustrate the dynamics of the aircraft from FIG. 7a from vertical take off through horizontal flight;
FIGS. 8
a and 8b illustrate a fifth embodiment aircraft with a counter-rotating propelling system pivotally connected to the nose of the aircraft;
FIGS. 9
a and 9b illustrate a sixth embodiment aircraft with a pair single propellers separately and pivotally attached to the wings;
FIGS. 10
a and 10b illustrates a seventh embodiment aircraft with a counter-rotating propeller system secured into an aircraft without a pivotal connection, the aircraft is launched vertically from a launch pad;
FIG. 11
a illustrates the seventh embodiment aircraft from FIG. 10a with a pair of propeller systems separately secured to the wings;
FIG. 11
b illustrates the seventh embodiment aircraft from FIG. 10a with a single propeller system secured to the nose of the aircraft;
FIG. 12
a is a side view of a tail section that includes a movable rudder;
FIGS. 12
b and 12c are top view showing the movable rudder in FIG. 12a moved to the left and right;
FIG. 13
a is another embodiment of a vertical take off plane;
FIG. 13
b is a rear view of FIG. 13a;
FIG. 13
c is an exploded view of the propeller assembly of FIG. 13a;
FIG. 13
d is a side of the propeller assembly of FIG. 13a when the propeller mechanism is not in engagement; and
FIG. 13
e is a side of the propeller assembly of FIG. 13a when the propeller mechanism is in engagement.
DETAILED DESCRIPTION OF THE EMBODIMENTS
While the invention is susceptible to embodiments in many different forms, there are shown in the drawings and will be described herein, in detail, the preferred embodiments of the present invention. It should be understood, however, that the present disclosure is to be considered an exemplification of the principles of the invention and is not intended to limit the spirit or scope of the invention to the embodiments illustrated.
Referring now to FIGS. 1 through 3 there is shown in a first embodiment a vertical take off aircraft 100 that also allows horizontal flight. The aircraft 100 includes an airframe 105 defined into a aft section 110 and a bow section 130, which are freely pivotally connected to each other. As defined by the first embodiment, the aft section 110 includes a tail portion 114, which may include horizontal 116 and vertical 117 stabilizers. The aft section 110 also includes a base stabilizer 118 positioned below the belly 120 of the airframe 105. The upper portion of the aft section 110 may also include a cockpit 122. (However, the cockpit 122 may easily be placed on the bow section 130. The front face 124 of the aft section 110 is substantially flat and is positioned against a rear face 134 defined by the bow section 130.
The bow section 130 includes a means for propelling 132 the aircraft. The propeller means 132 may be a mechanical means or an electrical/mechanical means to rotate a main propeller system 136. As well known in the art, mechanical means may includes a rubber band that when twisted or wound around a pin and released will impart spin to the propeller system 136. Various electrical/mechanical means would include a motor and power supply that when activated will rotate the propeller system. The electrical/mechanical means are preferable. The various electrical/mechanical components are stored in the nose 138 of the bow section 130. However, some of the components may be stored in the aft section 110, provided the power or rotation is transferred to the propeller(s) in the bow section 130.
As illustrated, the propeller system 136 includes a first pair of propellers 140 and a second pair of propellers 142. One of the pairs is positioned in front of the other pair. Either the first or second pair of propellers may be counter-rotating, in order to help alleviate torque on the aircraft 100. As shown in other embodiments herein the propeller system 136 may be a single pair of propellers without a counter-rotating propeller.
The bow section 130 includes a pair of wings 144 extending there from. The wings 144 may include upturned tips 146. The general shape of the wings 144 may be changed to accomplish various flying characteristics, all of which are well known in the art. As illustrated, the wings 144 are dihedral having a larger chord 152 (defined from the leading edge 156 to the trailing edge 158 of a wing) at the root 154 than the tip 146. As such and as discussed in greater detail below, the root trailing edge 148 of the wings 144 will be in contact with the ground when the wings are vertically aligned (FIGS. 1 and 4).
A front portion 156 of the wings 144 is attached to the bow section 130. The wings 144 extend behind the bow section 130 and form an opening 160 therebetween. The opening 160 is sized to receive an aft pivot section 162 of the aft section 110.
The bow section 130 is pivotally connected to the aft section 110 by a loose pivot, meaning the two sections may pivot freely without resistance. The free pivot, defined on both sides of the aircraft 100, has a first plate 126 secured to the aft pivot section 162 and a corresponding second plate 128 secured to a bow pivot section 135 defined on the wings 144 in the opening 160. The inside plate 126 includes a protruding knob 127 that fits in a recess 129 defined on the second plate 128. When assembled, the aircraft 100 has a freely moving joint 150. The joint 150 should also be placed substantially around the aircraft's center of gravity CG. Weights 129 may also be included on the wings 144 to assist in positioning the center of gravity.
During flight as illustrated in FIG. 4, the aircraft 100 is positioned on the ground 155. The base stabilizer 118 and root trailing edge 148 of the wings 144, when the wings are tilted to a vertical position, create a tri-pod for the aircraft to rest on. The propeller means 132 is then activated. Upon sufficient rotation, the propelling system will lift the aircraft vertically off of the ground. As the aircraft 100 lifts off of the ground, gravity causes the aft section 110 of the aircraft 100 to pivot such that the aft section 110 and the bow section 130 are in alignment. In addition, as the aft section 110 pivots to align with the bow section 130, the entire aircraft 100 begins to move slightly off of the vertical plane. As the aircraft moves vertically, the horizontal stabilizers and wings will have vector lift components in the horizontal and vertical direction. The air currents flowing over the horizontal stabilizers and wings cause the aircraft to tilt off the vertical plane and into a more diagonal plane (see FIG. 4). As the aircraft moves into a diagonal plane, the horizontal lift components from the wing 144 and the horizontal stabilizer 118 will increase, causing the aircraft to fly more horizontal than vertical. Furthermore, it has been seen that the aircraft in some circumstances tilts to an upside down horizontal position. When this happens the shape of the wings and tail sections cause the aircraft to flip right side up. Eventually the aircraft 100 aligns itself horizontally.
Referring now to FIGS. 5a and 5b, a second embodiment is illustrated, showing a aircraft 200 similarly designed to the first embodiment 100. The second embodiment aircraft 200 has an aft section 205 pivotally attached to a bow section 210. The propeller means in the second embodiment aircraft 200 has a pair of propellers 215 separately secured to the leading edge 220 of the wings 225. The aft section 205 does not include a base stabilizer, it simply includes a pair of horizontal stabilizers 230 and a vertical stabilizer 235. Without the base stabilizer, the aircraft 200 when placed on a surface for vertical takeoff, will rest upon the root trailing edges 240 of the wings 225 and the tail section 245 of the aft section 205. The free pivot is defined by having a pair of diametrically opposed pins 255 extending into an opening 250 in the bow section formed between the wings 225. The pins 255 rest in apertures 260 on the aft section 205.
Referring to FIGS. 6a and 6b, a third embodiment aircraft 300 is illustrated. Having a similar configuration to the second embodiment aircraft 200 (as such similar components are referenced to similar numerals), the third embodiment 300 includes a single propeller 305 attached to the end of the nose 310 defined on the bow 315 of the aircraft 300.
In a fourth embodiment aircraft 400, illustrated in FIGS. 7a through 7e, the aircraft 400 includes an airframe 402 that is has an aft section 404 and a bow section 406. The aft section 404 includes a tail section 407, which has horizontal stabilizers 408 and a vertical stabilizer 410. The aft section 404 also includes a cockpit 412 and a pair of wings 414 extending outwardly from a front portion 416 of the aft section 404. The front portion 416 of the aft section 404 also includes an opening 418 sized to receive a means to propel 405 the aircraft. The propelling means 405 is in this embodiment in the bow section 406 of the aircraft. The opening 418 also includes a pair of diametrically opposed pins 420 that are received into apertures 422 on the bow section 406. When assembled the propelling means 405 is freely pivotally attached to the front portion 416 of the aft section 404. The propelling means 405 includes a propeller 424 that will create horizontal thrust when the propelling means 405 is aligned with the aft section to create a planar airframe 402 and will create vertical thrust when the propelling means 405 is aligned vertically or perpendicular to the aft section 404. The base face 426 of the propelling means 405 is substantially flat such that when the propelling means 405 is aligned for vertical thrust (FIG. 7b) the aircraft 400 may be steadily positioned on a surface s.
As shown in FIGS. 7b through 7e, after the aircraft 400 vertically lifts off of the surface s, the aft section 404, pivots such that the aft section and bow section are aligned. After the sections are aligned, wind currents flowing over the wings 414 and horizontal stabilizers 408 will create greater horizontal flight forces, causes the aircraft to level out and fly more horizontal then vertical.
Referring now to FIGS. 8a and 8b, similarly to the fourth embodiment aircraft 400, an aircraft 500, in accordance to a fifth embodiment, is illustrated as having a counter-rotating propeller system 505 in the bow section 506 of the airframe 502. The bow section 506 is pivotally attached to an aft section 508. The aft section 508 includes a pair of wings 510 that do not pivot in respect to the airframe 502. The aft section 508 also includes a tail section 512 that has a pair of horizontal stabilizers 514 and a vertical stabilizer 516. The aft section 508 includes an opening 517 with a pair of diametrically opposed pins 518. The opening 517 is sized to receive the bow section 506 and when assembled the pins 518 slide into apertures 520 defined on either side of the bow section 506.
Referring now to FIGS. 9a and 9b, a sixth embodiment aircraft 600 is illustrated and includes an airframe 602. The airframe 602 includes a pair of wings 604 extending therefrom and a tail section 606. Pivotally attached to each wing 604 is a means for propelling the aircraft 606. The propelling means 606 is freely pivotally attached to each wing 604, by having an opening 608 in each wing. Each opening 608 includes a pair of diametrically opposed pins 610 that fit into apertures 612 on either side of the propelling means 606. During operation, the propelling means 606 are pivoted such that the base 614 of each propelling means 606 is on a surface. The propelling means 606 when activated will vertically lift the aircraft 600 off of the surface and the airframe 602 will pivot such that it becomes aligned with the propelling means 606 in substantially the same plane. After which, the wind currents over the wings and stabilizers will cause the aircraft 600 to tilt into a more horizontal flying position, increasing the horizontal flight.
Referring now to FIGS. 10a and 10b, an aircraft in accordance with a seventh embodiment of the invention is referenced as 700. The aircraft 700 includes a means for propelling 702 the aircraft both vertically off of the ground and horizontally. As illustrated, the propelling means 702 may include a counter-rotating propeller system 703. Unlike the previous embodiments, the aircraft 700 does not include a pivotal connection. The aircraft 700 includes a tail section 704 with stabilizers 705 and an end knob 706 and wings 712. On the belly 708 of the aircraft 700, the aircraft 700 includes a protruding column 710. The column 710 may be a single column, or as illustrated, a broken column. During takeoff the aircraft 700 is positioned on a launch pad 750. The launch pad 750 includes a concave bowl 752 sized to receive the knob 706 of the aircraft 700. The launch pad 750 further includes a rod 756 projecting upwardly from the base 754 of the launch pad 750. The rod 756 is sized to slide through the column 710 protruding from the belly 708 of the aircraft 700.
During takeoff, the aircraft 700 is vertically positioned on the launch pad 750 with the rod 756 and the bowl 752 defined by the launch pad 750 holding the aircraft 700 in a vertical position. Once the aircraft 700 vertically lifts away from the launch pad 750 the weight on the belly 708 of the aircraft 700 will cause the aircraft to turn or bank into a slightly horizontal position. As this occurs, the wind current over the wings and stabilizers will cause the aircraft to fly in a more horizontal direction than vertical direction.
In other embodiments, illustrated by FIGS. 11a and 11b, the propelling means 702 may be a pair of propeller systems 720 separately secured to the wings 712, or a single propeller system 720 secured to the nose 722 of the aircraft 700.
The present invention may further include a vertical tail stabilizer that may be remotely controlled to provide yaw control. Referring now to FIGS. 12a through 12c, a servo 810 positioned in the tail 805 of the aircraft 800 will pull or push a rod 812 connecting the servo 810 to a movable rudder 814. The rudder 814 is positioned in the vertical stabilizer 816 and connected to a terminator link 818 that is connected to the other end of the rod 812. When the servo receives signals from a remote control unit, the servo will either push or pull the rod 812 in response to the signals. When the servo pulls the rod 812, the rudder moves to the left, causing the plane to yaw to the left. When the servo pushes the rod 812, the rudder moves to the right and the plane yaws to the rights.
In another embodiment, illustrated in FIGS. 13a through 13e, an aircraft 1000 is able to rest vertically on a surface without the use of a launch pad. The aircraft 1000 has a pair of rearwardly swept wings 1002 extending from a body 1004. The wings 1002 include trailing edge tips 1006 that will rest on a surface with the aircraft 1000 is vertically positioned. The aircraft 1000 further includes a tail 1010 that includes a pair of rearward swept fins 1012 that extend outwardly from the body 1004. The fins 1012 preferably are positioned such that the fins 1012 extend at a perpendicular angle to the wings 1002, however, the angle may be changed for various effects. The fins 1012 include trailing edge fin tips 1014 which are substantially the same distance as the trailing edge wing tips 1004 such that all four tips rest on the surface to define a quadrapod launching platform when the aircraft is in a vertical position.
The wings 1002 may also include moveable or controllable flaps 1015. The flaps 1015 may be controllable by servos (not shown) that receive commands from a remote control unit (not shown).
The body 1004 would house the power supply, servos, and a motor mechanism used to rotate a propeller assembly 1020 positioned on the nose 1016 of the body 1004. The body 1004 would also include a receive and circuit board such that the aircraft is controllable from a remote control unit.
Referring now to FIG. 13c, the propeller assembly 1020 includes a propeller mechanism 1022 defined by having at least one propeller 1024, preferably three propellers, extending from a center mounting region 1026 and terminating on an annular ring 1028. The center mounting region 1026 includes an aperture 1028 with a plurality of groves 1030 that face radially towards the center of the aperture 1028.
The propeller assembly 1020 further includes a compression spring 1032 and a nose mount 1034. The nose mount 1034 is rotatably secured to the nose 1016 of the body 1004 and is in communication with the motor mechanism such that when the motor mechanism is operating the nose mount 1034 will rotate. The nose mount 1034 includes a projecting member 1036 that extends through the compression spring 1032 and through the aperture 1028 defined by the center mounting region 1026 of the propeller mechanism 1022. Secured onto the projecting member 1036 is a cap mount 1040. The cap mount 1040 includes a receiving end 1041 to secure the projecting member 1036 thereto. The cap mount 1040 further includes a plurality of keys 1042 that align with and slide within the groves 1030 on the aperture 1028 defined by the center mounting region 1026. A cone 1044 is further placed on the end of the cap mount.
Referring now to FIGS. 13d and 13e, when the nose mount 1034 and the cap mount 1040 are assembled, the compression spring 1032 forces the propeller mechanism 1020 towards the cap mount 1040. When the keys 1042 are properly aligned with the groves 1030 the propeller mechanism 1020 will be in engagement with the cap mount 1040. Since the nose mount 1034 and the cap mount 1040 are secured thereto, when the nose mount 1034 rotates (driven by the motor mechanism) the propeller mechanism 1020 will rotate when in engagement with the cap mount 1040. When the propeller mechanism 1020 is not in engagement with the cap mount 1040 the propeller mechanism 1020 can freely spin. This becomes important because during landings, if the aircraft lands on its side, the propeller mechanism 1020 when it comes into contact with a surface will be forced out of engagement with the cap mount 1040, stopping the rotation of the propeller mechanism 1020 and thus preventing damage to the propeller mechanism 1020. Moreover, the propeller mechanism 1020 can also be easily moved into engagement with the cap mount 1040 by restarting the motor mechanism. When out of engagement, the compression spring 1032 continues to maintain a force on the propeller mechanism 1020 forcing it towards the cap mount 1040. As the cap mount 1040 begins to rotate (with the rotation nose mount 1034), the keys 1042 spin and will become aligned with the groves 1030. As soon as this occurs, the compression spring 1032 will push the propeller mechanism 1020 into engagement with the cap mount 1040.
From the foregoing and as mentioned above, it will be observed that numerous variations and modifications may be effected without departing from the spirit and scope of the novel concept of the invention. It is to be understood that no limitation with respect to the specific embodiments illustrated herein is intended or should be inferred.
Patent Application
20100120321
