NZ273272A - Flight apparatus; can be fastened a persons back to permit controlled flight: uses compressed air jet to provide lift - Google Patents

Abstract

A flight device that can be placed upon and fastened to a load, which may be a pilot (P) or a remote guided control device, comprises a bearing device that can be fastened to the load, a drive unit (100) that has a piston engine and that is coupled with a rotary drive shaft (108) directly to an impeller (200') of a supercharger (200) for generating an airflow, and at least two propulsion pipes (300) that end in air-outlet nozzles (304, 305) which are arranged laterally on either side of the load or pilot (P) and which can be adjusted to change the direction of the emerging airflow. The supercharger (200) has an intake cone (202) which in the normal attitude of flight is situated essentially in a horizontal position above the pilot (P) or load. The rotary drive shaft (108) to drive the supercharger (200) is then essentially vertical and the outlet nozzles (304, 305) are then arranged essentially in a plane containing the vertical cg axis (X). The airflow generated by the impeller (200') of the supercharger (200) is expelled through the propulsion pipes (300) at subsonic speed.

Description

27 327 2 New Zealand No. 273272 International No. PCT/CH94/00185 Priority Date(s): Complete Specification Filed: Class: (§1.6twc.3»a../Q^ Publication Date: P.O. Journal No: Title of Invention: Flight device NEW ZEALAND PATENTS ACT 1953 COMPLETE SPECIFICATION Name, address and nationality of applicant(s) as in international application form: BIL-INNOVATIONS-STIFTUNG, a company organised under the laws of Liechtenstein of Herrengasse 12, FL-9490 Vaduz, Liechtenstein Aldridge & Co 273272 Lsjat, Patwit, & Ttdmical Tranststhxn WiHngton, NmrZMland PCT/CH94/0018S Translation from German Flvina Device This invention relates to a flying device that can be placed on and fastened to a load, in accordance with the 5 generic part of claim 1. The load is capable of exercising piloting functions. By means of the flying device, the load can be lifted off the ground autonomously and, in hovering flight, can be moved over the ground or held stationary above it. The load concerned is a human pilot in an 10 essentially upright position, or a remote-controlled piloting device.

There are flying devices of this type known in the art, whose propulsion unit is however in the form of a propellant-driven rocket propulsion unit or a propellant-15 driven gas turbine propulsion unit, with essentially downward-pointing nozzles whose hot exhaust gases are therefore dangerous. The propulsive jet thus produced is hot, exposing the pilot to the risk of being burnt and posing a fire hazard for the environment.

Moreover, the high temperature of these exhaust gases restricts the choice of materials for the construction of the .flying device; for example, no plastics — and possibly not even aluminium — can be used for components exposed to the hot exhaust gases.

US-A-3 023 980 shows a flying device of this type driven by a gas turbine. This flying device has a carrying arrangement whereby it can be fastened to the back of a human pilot. Petrol (gasoline), for example, can be used as the fuel for the gas turbine, which drives a compressor of 30 the impeller type at the seume speed of rotation as itself , by means of a directly-connected, horizontally-mounted Aldridge & Co Ucpi, PUntt, & Technical Translitkms 2 WtOngton, N«w ZsaJand WO 95/08472 PCT/CH94/00185 rotating drive-shaft. This compressor sucks in ambient air and in turn feeds it to the gas turbine again. Two propulsion ducts lead from the gas turbine to outlet nozzles arranged laterally near the pilot, through which the hot gas stream produced is expelled with an exhaust temperature of approx. 1200°F (700°C), thus producing the required lifting force. To control the flying device the emergent hot gas stream can be deflected and oriented in relation to the surrounding atmosphere by means of a control lever and turnable outlet-nozzle openings. The drawbacks of this flying device are the high exhaust temperature of the expelled gas streciin and the extremely short maximum flying time dve to its high fuel consumption.

US-A-4 795 111 shows a remote-controlled flying platform, in which a piston-type internal combustion engine directly drives a shrouded impeller. This flying device is used mainly as a remote-controlled military or civil observation platform. The possibility of also using it to bring a pilot into a hovering situation is indeed mentioned, but not described. It is true that the problem of hot exhaust gases does not occur here. The disclosed platform cannot be fastened to a pilot's back. The shrouding of the impeller merges into a short, straight, propulsion duct that does not branch and cannot be swivelled. In particular, if two ducts were used, the platform would immediately become too cumbersome and too heavy to be fastened to the back of a pilot.

There is thus a need for a flying device of the type mentioned initially whose exhaust gases are at so low a temperature that they are essentially undangerous, and which enable the choice of light-constructional materials used for building the flying device to be optimised. In addition, it is desirable to create a flying device that can stay in the air for a longer period.

Aldridge 8c Co Ltgai, Patent, t Tadvilcat Traraiatlons 3 Waflfaigten, Ntw Zealand WO 95/08472 PCT/CH94/0018S The aim of the invention is to meet this need. To achieve this, a flying device of the type mentioned initially, characterized by the combination of features given in claim 1, is described herein. Beneficial further developments of the device according to the invention are defined in the dependent claims.

The present invention makes it possible for a load capable of exercising piloting functions and thus controlling the flying device to lift off the ground in a vertical direction and hover freely or fly over a long distance for a fairly long period of time (up to an hour or more) — the load mentioned is preferably a human pilot to whose back the flying device according to the invention is fastened by means of a corset or carrying arrangement. The flying device is driven by, for example, a fuel-powered Otto-cycle piston engine. Above the engine, there is an impeller-type compressor driven by the drive-shaft. The impeller of the compressor sucks air in, and compresses and accelerates it so that it is conducted vertically downwards at high speed through two or more propulsion ducts to the respective outlet ends thereof, where it flows out through suitable nozzles. Internal combustion engines of the diesel or Wankel types can also be used for the propulsion unit; so too can other types of internal combustion engine, for example hydrogen-explosion motors. At the outlet ends of the propulsion ducts, the nozzles cause a narrowing and thus an acceleration of the outflowing air stream.

Due to the possibility of matching the compressor geometry to the propulsion motor, there is no need for step-up or step-down gearing between the crankshaft of the piston engine and the compressor. The direct drive by means of a drive shaft between the propulsion unit and the compressor provides considerable simplification and weight-saving.

Aldridge 8c Co L*gal, Pittnt, I Technical Timstatkjiu 4 WtBngton, H»w ZMIind WO 95/08472 PCT/CH94/00185 In spite of the use of a propulsion unit with rotating parts, there is no need — as in a helicopter — to counterbalance the torque of the motor by means of a special propeller. The required countertorque can be achieved by deflecting the propulsive air stream from the vertical direction of flow.

The invention meets the prevailing need for a small, light, flying device based on a simple operating principle, which will enable a load capable of exercising piloting functions, e.g. a person, to fly. The flying device according to the invention is easy to manoeuvre, simple to transport, easy to assembly and easy for a person on the ground to carry, start, and operate. Therefore flying manoeuvres can be performed with it that could not be performed with other flying devices known in the art, such as aeroplanes, ultralights, kites, motorized gliding parachutes, hang gliders, etc. Moreover, the flying device according to the invention can reach regions or targets that are inaccessible or accessible only with great difficulty by helicopter, for example narrow mountain ravines. In addition, due to the elimination of the risk of causing a fire, the flying device according to the invention makes it possible to fly through wooded regions, between close-set rows of houses, and right up to house fronts.

One of the most decided advantages of the invention — and a significant difference from prior-art flying devices — is the use of an internal combustion piston engine. Compared with other drive possibilities such as gas turbines, chemical drives using e.g. hydrogen peroxide etc, an internal-combustion piston engine is very much more efficient and economical, and is technically simpler, thus making possible a considerably longer flying time. A further advantage of the piston engine lies in its simple, Aldridge 8c Co lagil, Patatit I Technical TranaUUon* 5 HWBngton, New Zotlmd WO 95/08472 PCT/CH94/00185 robust operation and its low costs of purchase and operation. Also its servicing and maintenance are considerably cheaper than is the case with gas turbines. The usual fuels for piston engines can be used, so the already available infrastructure enables a trouble-free supply of fuel.

Thanks to the low temperature of the air stream produced by the compressor and expelled through the propulsion ducts, important machine components such as the propulsion ducts and/or the compressor can advantageously be made of light fibre composite materials. This advantage still occurs even if the exhaust gases from the piston engine are mixed into the expelled air stream.

A favourable application for the flying device according to the invention is its use as a means of first aid transport in rescue operations in poorly accessible regions or congested centres of large cities where, because of the traffic or other obstacles, injured persons cannot be reached in time by ordinary means of transport. A favourable application for the flying device according to the invention is its use in large fires in high-rise buildings, to enable rescue systems for endangered persons to be brought in or to fly endangered people out. This is particularly useful when the usual means such as rescue ladders or helicopters cannot be used or are not suitable.

The flying device according to the invention provides a particularly small, light means of air transport at a favourable cost for which the smallest take-off and landing areas are adequate. It is considerably less sensitive in the landing and take-off conditions it requires than are, for example, gas-turbine~powered flying devices, with which there is a danger, when close to the ground, that exhaust gas recirculation will reduce the thrust or that impurities Aldridge 8c Co Lag* Patent,&T«ciMiMTrmlationt 6 WMBngton, Ntw Zaatand WO 95/08472 PCT/CH94/00185 such as dust, leaves, small stones, etc will get sucked into the propulsion unit and damage it.

The flying device according to the invention is thus suitable for reaching poorly-accessible areas at a favourable cost, e.g. for carrying out monitoring or surveillance tasks. The flying device according to the invention is simple to manoeuvre and enables the pilot to fly through wooded regions and to use very small shelter areas. Also, flying over long distances close to the ground is perfectly possible. Numerous military applications are therefore possible, and in this regard the considerable radius of action of the flying device and its compact design are of decisive importance and result in a very broad range of possible uses. But there is also a wide and very worthwhile field of use for the flying device according to the invention in general air sports activity.

Due to the preferred, novel, and particularly simple propulsion system resulting from the combination of an internal combustion engine, a shrouded impeller, and two propulsion ducts, it becomes possible to achieve optimal conductance of the air stream and thus to convert the propulsive energy of the motor with a high degree of efficiency. Due to the direct coupling of the rotatory shafts of the internal combustion engine and the compressor, and the optimal matching of the revolutions-per-minute range of the internal combustion engine to the aerodynamic configuration of the compressor, the air stream throughout the propulsion ducts is pushed out at subsonic speed, as a result of which the efficiency of the lifting unit, i.e. the propulsion unit plus the compressor, is further increased compared with a flying device driven by a gas turbine, whose gas stream is expelled at a much higher range of speeds. The flying device according to the Aldridge & Co Ltgal, Patxit, k Ttchnictl Translations 7 WiMngton, NcwZsaland WO 95/08472 PCT/CH94/00185 invention therefore has a low fuel consumption, and consequently enables flights of longer duration to made.

Examples of embodiments of the flying device according to the invention will be described in greater detail below, making reference to the drawing, in which the same parts in the different Figures are always designated by the same reference numbers.

Figs, la, lb, lc, and Id show respectively, in diagrammatic form* a side view, a partly cut-away front view, a front view, and a top view of an example of one embodiment of the flying device according to the invention, which is strapped onto a human pilot's back. Figs, le and If show a water-cooler on the compressor air- intake for cooling the piston engine.

Fig. lg shows a cooling rotor driven by the drive shaft and a water-cooling part for cooliri% the piston engine. Fig. lh shows water-cooling elements on the ends of the propulsion ducts, for cooling the piston engine, and a remote-controlled piloting device instead of the human pilot.

Fig. li shows a bypass system for supercharging the piston engine.

Fig. lj shows a connecting flange in the form of a starting rope pulley.

Fig. 2 shows the construction of the Cardan joint in the region of the compressor.

Fig. 3 shows a diagrammatic top view of part of the flying device according to the invention as shown in Figs, la, lb, lc, and Id, to illustrate one possible method of torque compensation.

Figs. 4a, 4b, 4c, and 4d each show, respectively, a diagrammatic side view of part of the flying device according to the invention as shown in Figs, la, lb, Aldridge 8c Co Lagri,Pst*nt,t Technical Translations 8 WaSngtan, NawZaabnd WO 95/08472 PCT/CH94/00185 lc, and Id, to illustrate possible ways of adjusting the direction of the emerging air stream.

Fig. 5 shows in diagrammatic form the functioning method of a rescue system for the flying device according to the invention as shown in Figs, la, lb, lc, and Id.

As can be seen in Fig. la in particular, the flying device sits against the back of a human pilot P. A corset is designed as a fuel container 10 and forms the contact surface that sits against the back of the pilot P. By means of a strap-system 16 designed as a seat, a force-type connection between the pilot and the flying device is achieved with a strap fastening 17. This also serves to enable the flying device to be carried by the pilot P before and after the flight. When the flying device is in the normal flying attitude, an axis X through the common centre of gravity of the flying device and the pilot or load runs between a propulsion unit 100 and the pilot P, essentially through the middle of outlet nozzles 304, 305, which are preferably arranged above the common centre of gravity of the flying device and the pilot P. The pilot P regulates the power output of a piston engine by means of a throttle handgrip 310 on one of two control arms 309. This piston engine constitutes the propulsion unit 100, and can be started with a hand starter 105. The propulsion unit 100 is fed with fuel from the fuel tank 10 through a conventional carburation system. The fuel tank 10 can be subdivided into a number of parts, or a number of fuel tanks can be provided.

An impeller-type compressor 200 with carbon-fibre compressor blades 203 is arranged on the flying device. Its steel impeller shaft 208 is coupled to a crankshaft 107 of the propulsion unit 100 by a carbon-fibre drive shaft 108, which is essentially vertical when the flying device is in its normal flying attitude.

Aldridge 8c Co Lagal, Pstanl, t Technical Translations 9 W«Sngton,NswZaaland WO 95/08472 PCT/CH94/00185 The impeller shaft 208 ends in a compressor hub 204, made of aluminium, which bears the compressor blades 203. The impeller shaft 208 is preferably provided with self-lubricating bearings. The compressor 200 sucks in ambient 5 air through a carbon-fibre flared intake mouth 202, which in the normal flying attitude is in an essentially horizontal position above the pilot's head; the air is then forced at high speed through an airstream-straightening carbon-fibre stator 205 and passes vertically downward to 10 be distributed equally to two carbon-fibre propulsion ducts 300 from which it is expelled. Outlet nozzles 304, 305 arranged laterally near the pilot at the air-outlet ends of the propulsion ducts 300 provide the lifting thrust to lift the pilot and flying device off the ground and maintain is them in hovering flight.

An increase in the power output of the propulsion unit 100 results in an increase in the revolutions per minute of the impeller 203, whose blades thus increase the velocity of the air emerging from the outlet nozzles 304, 205, which 20 produces an increase in the lifting thrust.

Due to the compressor output swirl compensation performed by the carbon-fibre stator blades, which are matched to the compressor geometry, the power output of the propulsion unit 100 is very effectively converted into flow 25 energy, which is conducted to the propulsion ducts 300.

This is a significant improvement on conventional helicopter rotor propulsion and propeller propulsion systems. A torsion sleeve 106 is bolted to a stator blade-wheel 205' at its upper end and to a connectional frame-30 element 9 at its lower end. The connectional frame-element 9 is rigidly connected at both ends to a frame 1, which bears the propulsion unit 100, the fuel tank 10, and the compressor 200. The load bearing structure is thereby Aldridge 8c Co Ltgri,Mmt,&TKMcalTiBatillon> WtBngton, New ZMIand WO 95/08472 PCT/CH94/00185 stiffened, and twisting of the frame 1 by the torque produced by the propulsion unit 100 is thus prevented.

Control arms 309 are firmly connected to the propulsion duct[s] 300 by screw connections, and a Cardan joint 2 (see in particular Figs, lc, Id, and Fig. 2) connects the propulsion ducts 300 to the stator 205 of the compressor 200. By means of the control arms 309 and the Cardan joint 2, the two propulsion ducts 300 and the outlet nozzles 304, 305 at the air outlet ends thereof can be moved by an angle of approximately ± 10° in either direction (see the broken lines in Fig. lb indicating the deflected position). This control movement enables the pilot to change the resultant force of the air stream expelled through the propulsion ducts 300 in such a way that it coincides with the axis X through the centre of gravity of the entire flying device including the pilot, thus enabling hovering flight. Small alc^iations in this setting enable flying to occur in a horizontal direction as well. This adjustment capability is also required to take different pilot weights into account.

The most effective method of compensating for the torque of the propulsion unit 100 and the compressor 200 with a counteracting torque consists in torsion 306, 307 (see in particular Figs. 1 and Id) of the two propulsion ducts 300, so that their outlet nozzles 304, 305 change the direction of the air stream in such a way that the torque is cancelled out. Fine adjustment of the torque compensation can be achieved by means of trim tabs 302 arranged in the vicinity of the outlet nozzles 304, 305.

Another way of providing a counter-torque to compensate for the torque produced by the propulsion unit 100 and the compressor 200 can be seen in Fig. 3, and consists in diverting a small amount of the air stream produced. This is done by means of two deflection nozzles 209, which divert the bled air streams at a point offset from the axis Aldridge 8c Co Ugal, PstMit, & Technical TrantUOont 11 WtBngton, N«w Zwlind WO 95/08472 PCT/CH94/00185 of the centre of gravity X, deflecting them by 90° and blowing them out in a tangential direction. By means of a turnable handgrip 311 on one of the control arms 309, butterfly valves 210 can be adjusted so as to control the air streams blown out through the deflection nozzles 209, thus controlling the counter-torque.

The deflection of the propulsion ducts 300 is performed by means of the Cardan joint 2 with gimbal ring 2' used to suspend the propulsive ducts 300 from the frame 1 by means of gimbal connections 3 (see Fig. lb in particular). In order to seal the space left clear for movement between the compressor casing 201 (fixed to frame 1) and the propulsive ducts 300, a deflection compensator 301 is attached by means of clamping rings, or is directly laminated in, or is . connected in another appropriate way according to which of various possible materials is used. Said deflection compensator comprises a bellows with one or more corrugations and at the same time serves as an airstream distributor. In this way, the propulsive air stream can be suitably diverted for flight-stabilization with little loss. A suitable seal is provided where the drive shaft 108 passes through. The compressor casing 201 surrounding the compressor 200 is rigidly connected to the frame 1, propulsion unit 100, and fuel tank 10 by means of a frame seat 207.

Further possible solutions for diverting and deflecting the propulsive air stream and for controlling the flying device and stabilizing its equilibrium are illustrated in Figs. 4a, 4b, 4c, and 4d.

It can be seen in Fig. 4a that the propulsion unit 100 with the frame 1 and fuel tank 10 and the carrying arrangement attached thereto form a first unit, that the propulsive ducts 300 with the compressor 200 together form a second unit, and that the propulsion unit 100 is " Aldridge 8c Co Ugal, Pitxit, & Ttduiical Tnntlitlara 12 WtSngtm, NtwZaalxnd WO 95/08472 PCT/CH94/00185 connected to the compressor 200 by a Cardan shaft 110. This Cardan shaft 110 comprises e.g. two homokinetic Cardan joints as shown. Control is achieved by displacing the vertical centre-of-gravity axis X by means of a Cardan 5 joint 2 between the first and second units in the region of the compressor casing 201.

It can be seen in Fig. 4b that the propulsion unit 100, the frame 1, the compressor 200, and the totality of the propulsive ducts 300 form a first unit, and that the fuel 10 tank 10 and attached carrying arrangement for the pilot form a second unit, with the two units being connected to each other by a turn-and-swivel joint 6 in the region of the carrying arrangement. The flying device can be controlled by directing the resultant lifting force. is It can be seen in Fig. 4c that, for controlling and stabilizing the flying device, control flaps 315, 316 are mounted longitudinally and transversely in a crosswise configuration on a hollow shaft 314 that can turn about its own axis; by this means the expelled air stream can be 20 deflected in any desired direction. A cable 303 runs inside the hollow shaft 314, and serves for moving control flaps 316 about their axes of rotation when the handgrip 311 is moved. Control flap 315 is rigidly connected to the hollow shaft 314, and is moved about its own axis by means of 25 connective control member 318 by turning the control arm 309 in a swivel joint 313. By means of this propulsive airstream deflection arrangement provided at the air outlet ends of the propulsive ducts 300, the flying device can be stabilized and controlled.

Fig. 4d shows control nozzles 312 movably mounted at the ends of the propulsive ducts 300 for controlling and stabilizing the flying device; these control nozzles can be moved by means of another Cardan ring 320 -und further connecting-members 321. In this case the control arms 309 Aldridge & Co L*gal,Patant,&Technical Translations 13 Waflngton, N«w ZMand WO 9S/08472 PCT/CH94/00185 are rigidly connected to the movable control nozzles. The clear space for movement between the control nozzles 312 and the propulsive ducts 300 is sealed by a further deflection compensator 322. By deflection of the propulsive airstream, a stable equilibrium attitude is achieved and the flying device can be controlled. With the use of further Cardan rings 320 for controlling and stabilizing the flying device, the Cardan joint 2 can naturally be omitted.

To enable the flying device when in hovering flight to turn about its own axis or fly in tight curves, the trim tabs 302 are moved by means of the turnable handgrip 311 (see Figs, lb, lc), via a cable 303; the trim tabs 302 deflect the air stream either frontwards or rearwards, depending on their setting. Besides assisting to control the flying device, this deflection also partly compensates for the torque of the compressor 200 and the propulsion unit 100. An important aspect in relation to the engine power output in a propulsion unit with an internal combustion/piston engine is an exhaust system 101 provided on the propulsion unit 100. The tail-pipes of the exhaust system 101 are directed downwards in the general direction of the expelled air stream and provide additional lift due to the engine exhaust gases. A water-cooler 103 for cooling the cylinder head of the piston engine is arranged so that it there is an optimal flow of ambient air through it. This throughflow can be brought about or promoted by means ol air guidance vanes 109 in the air stream of the outlet nozzles 304, 305.

The propulsion unit 100 is mounted on the frame 1 by means of a motor suspension 4, with main mounting bolts and vibration dampers 104. There is also the possibility of mounting the piston engine on the frame 1 with vibration damping by means of a cylinder head suspension mounting 5, Aldridge 8c Co Ugri.PMMit.aTtdinlcalTnniiattem 14 Wrthigton. HemZmtmd WO >5/08472 PCT/CH94/00185 using the cylinder-head bolts. A vibration-damping connection flange 102 with star-configuration rubber mounting of the engine shaft or crank-shaft 107 connects the latter in a vibration-inhibiting manner to the vibration-damping carbon-fibre drive shaft 108. The fuel tank 10 with the carrying arrangement attached thereto is bolted directly onto the frame 1 using rubber mounting. In the top of the fuel tank 10 there is a filling neck 13, a tank breather 12, and an electric measuring unit 11 for measuring the tank contents. A fuel connection nipple 14 is provided at the lower, conically-tapered end of the fuel tank 10. Section walls 15 or frothing in the fuel-tank 10 prevents the fuel in the tank from swinging about. Instruments 308 for indicating the amount of fuel in the tank 10, the speed of revolution of the propulsion unit 100, and the temperature of the propulsion unit 100 are located on the control arm 309. A leg or stand 8 for the flying device is bolted height-adjustably to the frame 1, and enables the flying device to hold itself upright when parked. The stand 8 can be retracted or raised during flight and includes a shock absorber, which serves as an impact shock absorber 408 if the flying device collides with the ground. The stand 8 can also be designed so that it has an axis of rotation, or can serve as a standing area for the pilot during flight (not shown). A covering 206 for the hub 204 of the compressor 200 improves the aerodynamic guidance of the intake air.

Another variant for the cooling of the piston engine is shown in Figs le and If. An annular water-cooler 111 (Fig. le) or an annular water-cooler 112 with an annular air-guide (Fig. If) are circular-shaped and are seamlessly attached to the flared air-intake mouth 202 of the compressor 2 00, which when in operation sucks in part of the inflowing air through the annular water-cooler 111, 112. Due to the optimal arrangement, as illustrated, of the ® Aldridge Sc Co LagaltPatant,* Technical Translations 15 WMngton, Haw Zaabnd WO 95/08472 PCT/CH94/00185 annular water-cooler on the edge of the compressor air-intake mouth 202, or due to the arrangement of an annular air-guide for better conduction of air to the annular water-cooler, the air, which is sucked in at high speed, is 5 not disturbed but is assisted.

A still further variant for cooling the piston engine or propulsion unit 100 is illustrated in Fig. lg. A cooling rotor 115 is mounted under the propulsion unit 100, by means of a mounting frame 114. The cooling rotor 115 is 10 driven by a toothed belt 117 and a pulley 116 mounted on the lower end of the crankshaft 107. The air stream produced by the cooling rotor 115 is conducted by an air-guidance channel 118 to a flat water-cooler 119 located thereunder, through which it flows. The speed of rotation 15 of the cooling rotor 115 can be altered by the use of pulleys 116 with different diameters.

Yet another variant for cooling the piston engine is illustrated in Fig. lh. This figure also shows the possible replacement of the pilot (P) by a remote-controlled 20 piloting device (409). To cool the piston engine, air from the main air stream in the propulsive ducts 300 is diverted via air conduction channels 120 and fed to water-cooling elements 121 arranged on the ends of the propulsive ducts 300. With the pilot (P) replaced by a remote-controlled 25 piloting device 409, the flying device can be used unmanned. The remote-controlled piloting device 409 then takes over the function of deflecting the propulsive ducts 300 to steer the flying device and adjust its centre of gravity. Due to the significantly better efficiency of the 30 compressor compared with a helicopter of the same weight-class, a remote-controlled flying device of this type is particularly suitable for transporting materials and for performing monitoring duties.

Aldridge 8c Co Ugal, Patent,* Technical Translation* 16 WtBngton, NawZaatand WO 95/08472 PCT/CH94/00185 Fig. li shows a bypass system 113 for boosting the power output of the piston engine. The bypass system is arranged under the stator ring 205 of the compressor 200 and is directly connected to the intake mouth of the engine carburettor.

As shown in Fig. lj, the connecting flange; 102 at the motor end comprises a starting pulley, so that: the motor can be started with a hand-pulled rope that can wind onto the starting pulley 122. Spokes 123 connecting the starting pulley 122 to the connecting flange are twisted like a propeller blade, so that when rotating they cause air circulation which cools the parts arranged above and below.

As can be seen in Fig. 5, there is an emergency rescue system 400, consisting of a parachute 401 which can be ejected by means of a propellant charge, the mechanism being triggered by actuation of an emergency-chute pull-tab, or automatically. Due to the very low flying altitude at which the flying device will mostly be used, it is necessary for the parachute 401 to be opened with the utmost speed when lift is lost. Because the flying device has no exposed rotor or fin arrangement, the parachute 401 can be ejected vertically upwards with very short lines.

In the illustration marked as Stage 1 [Stufe 1], the parachute 401 is shown in the packed state inside a parachute case 402 with propellant charges 403. The propellant charges 403 for accelerated opening of the parachute 401 have not yet been activated. Also packed in the parachute 401 is an expansion cartridge 404 with a suitable blasting charge whose expansion causes the volume of the parachute to fill more rapidly 401. In the illustration marked as Stage 2 [Stufe 2], the middle propellant charge 403 pulls the parachute 401 out of the parachute case 402 to the full extent of the parachute lines 405. As can be seen in Stage 3 [Stufe 3], these lines Aldridge Sc Co Legal, Patent, & Technical Translation* 17 W*Mngton, HtwZtaUnd WO 95/08472 PCT/CH94/00185 activate the auxiliary propellant charges 403a and 403b, which make the parachute open more quickly. Likewise the flow flaps 406 contribute to the quicker opening of the parachute 401. The expansion cartridge 404 beneath the parachute 401 is activated at the same time as the auxiliary propellant charges 403a and 403 b. With its help, the parachute 401 is opened in a very short time. In the phase marked as Stage 4 [Stufe 4], the parachute 401 is in the opened state.

Aldridge & Co Legal, Patent, & Technical Translation 18 WeBngton, New Zealand WO 95/08472 PCT/CH94/00185 List of Reference Numbers P Pilot X Axis of centre of gravity 1 Frame 2 Cardan joint 2' Cardan ring 3 Connecting element 4 Motor suspension Cylinder head suspension 6 Turn-and-swivel joint 7 Main engine mounting bolts 8 Stand 9 Connectional frame-element Fuel tank 11 Measuring unit for tank contents 12 Tank breather 13 Tank filling neck 14 Fuel connection nipple Section walls 16 Strap system 17 Strap fastening 100 Propulsion unit 101 Exhaust system 102 Connecting flange 103 Water-cooler . 104 Vibration damper 105 Hand starter 106 Torsion sleeve 107 Crank shaft 108 Drive shaft 109 Air guidance vanes 110 Cardan shaft 111 Annular water-cooler Aldridge Sc Co L»g»l, Pattnt, & Ttchntcal Tr«n»i»tio

Claims (24)

21 27327 2 WO 95/08472 PCT/CH94/00185 WHAT I/WE CLAIM IS8

1. A flying device that can be placed on and fastened to a load, wherein the load is capable of exercising piloting functions and can be lifted from the ground autonomously by s means of the flying device and can move over the earth in hovering flight or be held stationary in the air; comprising: - a carrying arrangement that can be attached to the load so as to produce an essentially force-type connection 10 between the flying device and the load, - a propulsion unit (100) coupled directly, by means of a rotating drive shaft (108), to the impeller (200') of a compressor (200) to produce an air stream, with the propulsion unit (100) and the compressor (200) rotating at is the same speed, at least one fuel tank (10) for fuel to power the propulsion unit (100), - at least two propulsion ducts (300) ending in outlet nozzles (304, 305) at their outlet ends in 20 lateral proximity to the load, through each of which a gas stream whose direction can be adjusted is ejected, and the ejection of these gas streams through the propulsion ducts (300) produces a resultant lifting force, causing the lifting and flight movement and 25 hovering flight of the load, characterized in that: the compressor (200) has a flared air-intake mouth (202), which in the normal flying attitude of the flying device is in an essentially horizontal attitude above 30 the load, the rotating drive shaft (108) which drives the compressor (200) is essentially vertical when the flying device is in the normal flight attitude, IIYLI'L 22 WO 95/08472 PCT/CH94/00185 the outlet nozzles (304/ 305) are essentially in a plane containing the vertical axis (X) through the centre of gravity of the flying device when the latter is in the normal flying attitude, and 5 - the air stream set up by the impeller (200*) of the compressor (200) is ejected through the propulsion ducts (300) in their entirety at a subsonic velocity.

2. A flying device as per claim 1, characterized in that the 10 outlet nozzles are located above the common centre of gravity of the flying device and the load.

3. A flying device as per claim 1, characterized in that the load is a human pilot (P). 15

4. A flying device as per claim 1, characterized in that the load is a remote-controlled piloting device (409).

5. A flying device as per claim 1, characterized in that the 20 propulsion unit (100) comprises an internal combustion engine.

6. A flying device as per claim 5, characterized in that the internal combustion engine is a piston engine. 25

7. A flying device as per claim 1, characterized in that the propulsion ducts (300) and the compressor (200) essentially consist of lightweight materials such as fibre composite materials. 30

8. A flying device as per claim 1, characterized in that the fuel tank (10) along with carrying arrangement attached to it, the propulsion unit (100), and the compressor (200) make up a first unit, that the propulsion ducts 273272 23 WO 95/08472 PCT/CH94/00185 entirety make up a second unit, and that these two units are connected together by means of a Cardan joint (2) and a deflection compensator (301) in the vicinity of the compressor (200) to enable piloting of the flying device by the load capable of performing piloting functions.

9. A flying device as per claim 1, characterized in that the fuel tank (10), with the carrying arrangement attached to it, and the propulsion unit (100) together make up a first unit, that the propulsion ducts (300) in their entirety and the compressor (200) make up a second unit, and that these two units are connected together by means of a Cardan joint (2) in the vicinity of the compressor (200) in order to enable piloting of the flying device by the load capable of performing piloting functions, and that the propulsion unit (100) is connected to the compressor (200) by means of a Cardan shaft (110).

10. A flying device as per claim 9, characterized in that the Cardan shaft comprises two homokinetic universal couplings.

11. A flying device as per claim 1, characterized in that the propulsion unit (100), the compressor (200) and the propulsion ducts (300) in their entirety together make up a first unit, and that the fuel tank (10) along with the carrying arrangement attached to it make up a second unit, and that these two units are connected together by means of a turn-and-swivel joint (6) in order to enable piloting of the flying device by the load capable of performing piloting functions.

12. A flying device as per claim 1, characterized in that in the normal flying attitude of the flying device the air outlet ends of the propulsion ducts (300) are twisted 10 15 ®20 •* 273272 24 WO 95/08472 PCT/CH94/00185 symmetrical to the vertical axis (X) through the centre of gravity, in order to give the flying device a torque which largely compensates for the torque produced by the propulsion unit (100); and the fine adjustment of the torque compensation is performed with trim-tabs (302) located in the vicinity of the air outlet nozzles (304, 305) .

13. A flying device as per claim 1, characterized in that the air outlet ends of the propulsion ducts (300) are directed vertically downward when the flying device is in the normal flying attitude, and that two horizontally directed deflection nozzles (209) are provided, part of the air stream being diverted into these nozzles and ejected by the same in order to impart to the flying device a torque which largely compensates for the torque produced by the propulsion unit (200), ard that the fine adjustment of the torque compensation is effected by means of butterfly valves (210) upstream of the deflection nozzles (209).

14. A flying device as per claim 1, characterized in that for controlling the flying device, either intersectingly-mounted control flaps (315, 316) are provided, which are controlled by cables, or moveable control nozzles (312) are provided which are adjusted via a Cardan joint and are fitted in the vicinity of the outlet nozzles (304, 305).

15. A flying device as per claim 1, characterized by an emergency rescue system comprising one or more parachutes (401) .

16. A flying device as per claim 15, characterized in that the emergency rescue system includes an expansion (404) for rapid inflation of each parachute (401] 273272 25 WO 95/08472 PCT/CH94/00185

17. A flying device as per claim 15, characterized in that the emergency rescue system includes a number of propellant charges (403, 403a, 403b) to enable rapid ejection and opening of each parachute (401).

18. A flying device as per claim 15, characterized in that it is provided with a crash impact absorber (408).

19. A flying device as per claim 6, characterized in that an annular radiator (111) is provided on the flared compressor-intake mouth (202) to cool the piston engine.

20. A flying device as per claim 19, characterized in that an annular water-cooler (111) with an annular air-guide (112) is provided on the flared compressor-intake mouth (202) to cool the piston engine.

21. A flying device as per claim 6, characterized in that water-cooling elements (121) for cooling the piston engine are provided on the ends of the propulsion ducts (300).

22. A flying device as per claim 6, characterized in that underneath the propulsion unit (100) a cooling fan (115) driven by the drive shaft (108) and also a flat water-cooler (119) are provided to cool the piston engine.

23. A flying device as per claim 6, characterized in that a bypass system (113) is arranged beneath the stator ring (205) of the compressor (200) and that said bypass system is connected directly to the flared intake mouth of the engine carburettor of the propulsion unit (100) and supercharge the engine. 273272 26 WO 95/08472 PCT/CH94/00185

24. A flying device as per claim 1, characterized in that a coupling flange (102) at the motor end [of the motor/impeller connection arrangement] is designed as a coupling flange with a starting belt pulley (112), so that the motor may be started by hand using a rope which winds round the starting belt pulley; and the coupling flange has vane-like connecting spokes (123). DATED THIS 12* DAY OF fob- 199*