A DEVICE FOR MODEL AVIATION

Abstract: A device for model aviation comprises a horizontal supporting plane (1) and a controllably movable carrying body unit (3) supported on the supporting plane and suspending a model vehicle (13) by means of one or more suspending wires (9, 10, 11). The carrying body unit (3) comprises an upper drive and control body (5) movably provided on the upper support surface of the supporting plane and a lower suspension body (7) freely movably provided on the lower support surface of the supporting plane. Drive and control body (5) includes motor and control means for giving the body movements on the upper support surface which are controlled with regard to speed and direction. The drive and control body and the suspension body include cooperating magnetic means coupling the two bodies together while supporting the suspension body (7) and driving the same on the lower support surface in conformity with the movements of drive and control body (5) on the upper support surface. Suspending wires (9, 10, 11) which carry model vehicle (13), pass out from associated wire spools provided in suspension body (7). Controllable wire drive means are provided in drive and control body (5) for controllably driving the wire spools via cooperating magnetically operating power transmission means provided in the drive and control body and the suspension body, so as to unwind wire from the wire spools or wind up wire on the wire spools, thereby lowering or raising the model vehicle, resp. The device also comprises a control panel (15) including maneuvering means (33, 35, 37) and signal transmission means (39) for providing control signals and transmitting the signals to drive and control body (5). In a preferred embodiment, model vehicle (13) is a model aircraft, the aircraft being suspended by means of at least three suspending wires (9, 10, 11), preferably in a three-point suspension, so that a change of the free length of one or more of the suspending wires relative to one or more of the rest of the suspending wires means a change of attitude of the aircraft with regard to longitudinal and/or lateral inclination.

Description: A device for model aviation The present invention relates to a device for model aviation adapted for indoor use, the device comprising a supporting course or runway, a movable carrying body unit and a model vehicle in the form of an aircraft or spacecraft, for instance, the model vehicle being suspend¬ ed in said carrying body unit. Devices of this kind are previously known, in which the supporting course or runway consists of a path system suspended in the air but otherwise similar to a model motor racing system or a model railway system arranged on a firm base. In these devices, the model vehicle is stationary attached to the carrying body unit, the latter being movable merely in predetermined patterns along the fixed path system. As should be easily understood, de¬ vices of this kind give very restricted possibilities of variation and have very little similarity to such ad¬ vanced model aviation that can be achieved out of doors. It is therefor an object of the present invention to provide a device of the kind stated in the introducto¬ ry paragraph which will make it possible to maneuver the suspended model vehicle with regard to height and lateral and longitudinal attitude such that the movements of the vehicle will be true to reality. It is another object of the present invention to provide a device of the kind mentioned which makes it possible to create an expandable system for model avia¬ tion within a limited area, preferably indoors, with a reduced speed relative to free model aviation, but still being true to reality with regard to the operation and movement of the model vehicle, thereby on one hand making model aviation more easily available by making access to an extensive free air space unneeded, and on the other hand enabling design of life-like take off and landing environments (air ports and the like) by means of various accessoires, which gives increased possibilities of crea¬ tive activity relative to the free model aviation. It is still another object of the present invention to provide a device which although primarily intended for play and hobby purposes, neretheless might have cer¬ tain use for educational purposes, for instance in con¬ nection with flying training and traffic controller training where a three-dimensional visual effect is de- sirable. The above-mentioned objects are achieved by the device of the invention having been given the features defined in the appended claims . Thus, the basic idea of the device according to the invention means that an extended platelike support¬ ing course or runway having essentially free extension in a substantially horizontal direction, supports a freely movable and controllable carrying body unit, said unit preferably being electrically powered and un- derneath carrying a model vehicle in suspending wires or lines, the lengths of which can be varied, whereby the model vehicle can be raised and lowered and prefer¬ ably also altered with regard to its attitude. In order to be freely movable all over the extension of the course or runway, the carrying body unit consists of two parts, namely a controllably driven part on the upper side of the course or runway and a part on the underside there¬ of in which the suspending wires are arranged. The two parts are magnetically coupled to each other so that the lower part follows the upper part. To make the lower part as light as possible so that the magnetic power can be reduced, motor functions preferably are provided in the upper part, mechanical forces for regulating the lenghts of the suspending wires being transferred from the upper part to the lower part by means of magnetically cooperat¬ ing power transfer means. The invention will now be described in more detail by exemplifying embodiments while referring to the ac¬ companying drawings . Figure 1 is a schematic side view showing the gene¬ ral design of a model aviation arrangement embodying a device according to the present invention. Figure 2 is a schematic side view of a carrying body unit forming part of the device of Fig. 1 and consisting of a drive and control body and a suspension body, the outer cas¬ ings of the bodies being removed. Figure 3 is a schemat¬ ic plan view of the suspension body shown in Fig. 2, the view being taken along line III-III of Fig. 2. Figu¬ re 4 is a schematic view of a modified embodiment of the model aircraft forming part of the arrangement according to Figures 1-3. The model aviation arrangement shown schematically in Fig. 1 and arranged in a room, comprises a supporting course or runway 1 suspended in the air, a carrying body unit 3 consisting of a drive and control body 5 position¬ ed on the top of the supporting course or runway and a suspension body 7 cooperating with the drive or control body and positioned onto the underside of the supporting course or runway, and a model aircraft 13 suspended in the suspension body by means of the suspending wires 9, 10, 11. Also, at a suitable location in the room there is provided a control panel 15, a number of accessoires also being provided on the floor of the room. In the example shown, the accessories include a runway 17, a traffic control building 19, a hangar 21 and a radar tower 23. Supporting course or runway 1 takes the form of a horizontal thin plate or platform having an upper sub¬ stantially flat support surface for drive and control body 5 and a lower substantially flat support surface OMPI for suspension body 7. Supporting course or runway 1 can be suspended or mounted in the room in any suitable way, for instanceby means of frames, cantilevers, expansion rods, etc. Preferably, the supporting course or runway is designed in such a way that it can be enlarged with regard to surface size. In the example according to Fig. 1, the supporting course or runway is shown attach¬ ed to two of the room walls 25, 27 by means of brackets 29, 31. The supporting course or runway is arranged at a height such that an air space necessary for the move¬ ments of model aircraft 13 is obtained below the support¬ ing course or runway. To advantage, the supporting course or runway can consist of a plurality of thin rectangular or square plates or sheets which are interconnectable horizontally. The plates or sheets can consist of a rigid or strechable material. In order to increase the illusion of reality, the lower support surface of the supporting course or runway can be provided with a cloud or sky motif. The three suspending wires 9, 10, 11, the lengths of which down from suspension body 7 can be regulated selectively, give a three-point suspension of model aircraft 13. Thus, one wire 9 is fixed to the nose of the aircraft, one wire 10 is fixed to the outer end of the right wing of the aircraft, and one wire 11 is fixed to the outer end of the left wing of the aircraft. Control panel 15 is provided with a speed control lever 33, a maneuver handle 35 (of the 4-channel poten¬ tiometer type) movable to all sides and a number of switches 37. The control panel, the control functions of which will be described in more detail lateron, is in communication with drive and control body 5 for trans¬ mitting control signals thereto. In the example shown, the control signal transmission is supposed to be wire- less by using conventional radio control means . For this purpose control panel 15 is provided with an antenna 39, drive and control body 5 being provided with a re¬ ceiving circuit adapted thereto (cf. Fig. 2). Of course, it would be possible also to use wired transmission of the control signals in which case suitable arrangements have to be made in order to make sure that the free mov- ability of drive and control body 5 will not be obstruct¬ ed by the transmission cable. The construction of drive and control body 5 and suspension body 7 will now be described in more detail while referring to Figs. 2 and 3. The two bodies 5 and 7 essentially have the same horizontal extension and have a generally triangular shape, the narrower end being the front end. Each of the bodies has three wheels rolling on supporting course or runway 1. Two of the wheels are arranged at the sides of the rear end and one wheel is arranged in the centre of the front end. The front wheels of the bodies are turnable in order to make it possible to change direc- " tion horizontally. Drive and control body 5 comprises a frame 11 in which rear wheels 43 of the body are rotatably secured. Front wheel 45 of the body is rotatably provided on. a ' vertical shaft 47, the shaft being mounted in frame 41 so as to be axially rotatable. Shaft 47 is coupled to a shaft 51 by means of a gear 49, shaft 51 being the out¬ put shaft of an electrically powered direction control motor 53 mounted on frame 41. Thus, when electric motor 53 is energized, shaft 47 will be rotated thereby chang- ing the position of wheel 45 relative to the longitudin¬ al direction of body -5, that is, the direction of motion of the body will be changed. Furthermore, on shaft 47 there is provided an electric driving motor 55 which, when energized, drives wheel 45 and thereby body 5 by means of coupling means not shown in more detail. Adjacent each of wheels 43, 45 of drive and control body 5 magnetic means 61, 63 are mounted rigidly on frame 41 so that said magnetic means are positioned quite close to the upper surface of the supporting course or runway 1. These magnetic means are intended for coopera¬ tion with corresponding means in suspension body 7 in order to carry the latter, as will be described in more detail later on. Drive and control body 5 also includes two electric motors having associated power transmission means for transmitting power to suspension body 7 for the regula¬ tion of the lenghts of the suspending wires leaving the suspension body. A first wire control motor 65 is provided in the front section of body 5, motor 65 being mounted on frame 41. The output shaft 67 of motor 65 is couples to a verti¬ cal shaft 71 by means of a gear 69, shaft 71 being journal led in frame 41 so as to be axially rotatable. On the lower end of shaft 71 there is attached a bar magnet 73, the magnet being horizontal so as to rotate in a plane quite close to the upper surface of the supporting course or runway 1, when shaft 71 is cause to rotate by means of motor 65. On shaft 71 there is also provided a gear 75 for driving a screw 77, extending horizontal- ly in the longitudinal direction. of body 5. Screw 77 is rotatably mounted in two guides 79 being internally threaded and attached to frame 41. The rear end of - screw 77 is connected to the control lever 81 of a control mechanism, the function of which will be describ- ed in more detail later on. As should be realized, the position of control lever 81 will be changed, from a neutral position, in one direction or the other depend¬ ing on whether motor 65 rotates shaft 71 and thus magnet 75 from an initial position in one or the other of the two possible directions of rotation. A second wire control motor 85 is provided in the rear section of body 5, motor 85 also being mounted on frame 41 and having its output shaft 87 coupled to a. vertical shaft 91 by means of a gear 89, shaft 91 being journalled in frame 41 so as to be axially rotatable. On the lower end of shaft 91 a bar magnet 95 is mounted in the same way as bar magnet 73 is mounted_ on shaft 71. Finally, drive and control body 5 comprises a cir¬ cuit 95 for receiving control signals and distributing the same, as well as a battery power source 97, the latter preferably being rechargable. Suspension body 7 has a frame 101, on which two rear wheels 103 are mounted opposite wheels 43 of the drive and control body and in a way corresponding there- to. The front wheel 105 of body 7 is rotatably mounted in a lever 107, the latter being swingable horizontally around a shaft 109 provided vertically in frame 101. Lever 107 extends rearwardly from shaft 109 as seen in the longitudinal direction of the body, whereby wheel 105 easily can swing so that suspension body 7 follows the movements of drive and control body 5. Similar to body 5, suspension body 7 has three magnetic means 111 and 113 mounted rigidly on frame 101 and associating closely to the lower support surface of supporting course or runway 1. Magnetic means 111 and 113 are arranged opposite the corresponding magnetic means 61,63 of body 5, whereby suspension body 7 will be held directly below drive and control body 5. As should be realised, it is not necessary to have permanent magnets on both sides of supporting course or runway 1, but it is possible to have means 111 and 113, for instance, made of a material suitable for magnetic attraction, e.g. a ferrite material or magnetic sheet material. In the rear section of suspension body 7 three wire spools 115,117 and 119 are secured to a common shaft OMPI 121, the shaft being rotatably journaled in frame 101. The two outer wire spools 115 and 119 are intended for the wing suspending wires 10 and 11, resp., of the model aircraft 15. Wire spool 117 arranged in the middle is intended for the nose suspending wire 9 of the air¬ craft. Wire spool shaft 121 is coupled to a vertical shaft 125 by means of gear and coupling means 125, shaft 125 being rotatably journaled in frame 101. Shaft 125 is axially aligned with shaft 91 of drive and control body 5 and at its upper end supports a bar magnet 127 opposite and corresponding to bar magnet 95 on shaft 91, bar magnet 127 however having reversed polarity rela¬ tive to bar magnet 95. This arrangement means that when motor 85 of drive and control body 5 is caused to rotate, wire spool shaft 121 also is given a correspond¬ ing rotation by way of means 87,89,91,95,127,125,125. Dependent on the direction of rotation, suspending wires 9,10,11 will be wind up on or unwind from their wire spools 115,117,119, -thereby raising or lowering aircraft 13. Wing suspending wires 10,11 of aircraft 15 are passed from wire spools 115,119 via wire length control means 151 out through wire outfeed openings 155 and 155, resp. Control means 151 comprises two projections 157 and 159 protruding laterally from mounting lever 107 supporting front wheel 105. The projections protrude in opposite directions at the mounting of lever 107 on shaft 109 and have an eye at their respective free end, the respective suspending wires passing through said eyes. Thus, suspending wires 10,11 pass from their re¬ spective wire spools 115 and 119 through the wire eyes of projections 157,159 and thereafter backwards to wire outfeet openings 155 and 135 provided just ahead of the wire spools. In connection with a change of direction of the ■ ^HE f OMP carrying body unit consisting of drive and control body 5 and suspension body 7 (the change being caused by motor 55 of drive and control body 5 having been energi¬ zed to be rotated in a suitable direction) , wheel 105 then being turned around shaft 109 in a direction opposite said change of direction, projections 157 and 159 also will swing around shaft 109 correspondingly. In its turn this means that one of the wing suspending wires will be lenghtened outside of suspension body 7 and that the other wing suspending wire will be shortened corre¬ spondingly outside of body 7, whereby aircraft 15 will be given a lateral inclination proportional to the magnitude of the change of direction. The supporting wire will be lengthened on the side of the aircraft towards which said change of direction takes place and will be shortened on the other side, whereby the air¬ craft will be given a natural and automatic banking movement harmonizing with the change of direction. The nose suspending wire 9 of the aircraft 15 is passed from wire spool 117 via a wire length control means 141 out through a wire outfeed opening 145 pro¬ vided in the frame bottom of body 7. Control means 141 comprises a means controllably movable in frame 101 of body 7. When moving said means changes the length of the part of nose suspending wire 9 between wire spool 117 and opening 145. In the example shown, said means is a screw 145 extending in the longitudinal direction of body 7, screw 145 being rotatably mounted in two guides 147 attached to frame 101 and being internally threaded. At its rear end screw 145 has an eye, wire 9 passing therethrough. Screw 145 is coupled to a vertical shaft 151 by means of a gear 149, shaft 151 being rotat¬ ably mounted in frame 101 and being axially aligned with shaft 71 of drive and control body 5 and supporting a bar magnet 155 at its top end adjacent the supporting course or runway, bar magnet 155 being opposite and corresponding to bar magnet 75 or shaft 71 but having reversed polarity relative to the latter. In this way screw 145 is coupled to motor 65 of drive and control body 5 via the cooperating magnets 75,155. Thus, nose suspending wire 9 is passed from wire spool 117 up to and through the eye fixed on the rear end of screw 145 and thereafter backwards to and out through opening 145. Dependent on the axial displacement of screw 145 forwards or backwards when motor 65 is caused to rotate in one direction or the other, nose suspending wire 9 outside of body 7 will be shortened or lengthened and the nose of aircraft 15 will be raised or lowered, resp., relative to the rest of the aircraft. The switching-on and control of motors 55,55,65, and 85 from control panel 15 will now be described in more detail. Motor 55 which drives wheel 45 and thus the entire unit consisting of drive and control body 5 and sus¬ pension body 7, is arranged for being energized from power source 97 via a speed control circuit included in circuit 95, said speed control circuit controlling the energization dependent on a speed control signal transfer- red from speed control mechanism 55 of the control panel 80 that the speed will be proportional to the pushin forward of control lever 55. Motor 55 which controls the steering direction of wheel 45, also is arranged for being energized from power source 97 via a direction control circuit included in circuit 95. The direction control circuit is supplied with direction control signals from control panel 15 dependent on the lateral position of maneuver handle 55. If handle 55 is moved to the right, the direction control circuit will receive control signals meaning that the circuit will cause motor 55 to rotate in a direction such that wheel 45 steers to the right and to an extent such that the turning of wheel 45 is proportional to the movement of handle 55 to the right. If handle 55 5 is moved to the left from its neutral position, the process will be quite analogous although opposite with regard to the direction of the turning of wheel 45. In both cases the previously described, automatic banking movement in respective directions will be 10 obtained. Motor 65 which controls the pitch or longitudinal inclination angle by causing the nose of the aircraft to be raised or lowered, also is arranged for being energized from power source 97 via a nose control 15 circuit included in circuit 95. The nose control circuit is supplied with nose control signals from control panel 15 dependent on the foward or backward position of maneuver handle 55. If the handle is moved forwards, the nose control circuit will receive control signals .0 meaning that the circuit energizes motor 65 for rotation in a direction such that screw 145 of suspension body 7 is displaced backwards and nose suspending wire 9 is lenghtened outside of the suspension body (whereby the nose of aircraft 15 is lowered) , and to an extent such 25 that the lenghtening of the nose suspending wire will be proportional to the forward movement of handle 55. If the handle is moved backwards from its neutral position, the process will be quite analogous, although opposite with regard to the direction of the displacement of screw 50 145 so that the nose of the aircraft is raised. Motor 85 which controls the height position or altitude of aircraft 13, is arranged for being energized from power source 97 via a switching and controlling circuit included in circuit 95 and control mechanism 83. 35 This arrangement makes two different operational modes possible. In the normal case motor 85 is energized via control mechanism 85 by means of switching means in¬ cluded in circuit 95. In a particular case to be de¬ scribed in more detail later on, motor 85 is energized via a specific control circuit included in circuit 95, controlled from control panel 15. Thus, in the normal case the energization of motor 85 will be dependent on the setting of control mechanism 85, that is, dependent on the position of control lever 81, said position being determined by the position of screw 77. Since screw 77 is driven synchronously with screw 145 by motor 65, control lever 81 will be displaced from its neutral position dependent on movement of handle 55 of control panel 15 forwards or backwards from the neutral position of the handle in order to change the pitch angle of the aircraft. When handle 55 is moved forwards, control lever 81 is displaced so that motor 85 is energized to be rotated in a direction such that wire spools 115,117,119 driven by motor 85 will unwind more of suspending wires 10,9,11. Control mechanism 85 is arranged to control the speed of rotation, that is, the unwinding speed, so that the speed will be proportiona to the forward movement of handle 55, that is, proportiona to the downward pitch or longitudinal inclination angle set. In other words, a rate of descent of the aircraft proportional to the lowering of the nose will be obtained. If, instead, handle 55 is moved backwards, the opposite altitude control sequence will be obtained analogously, that is, a rate of climb proportional to the raising of the nose of the aircraft 15. With regard to the function of maneuver handle 55, it is to be emphasized that the control functions of movements forwards - backwards and of movements towards either side, of course, can be obtained simultaneously and independently of each other. 15 As should be easily realized, the control functions described so far permit aircraft 13 to be maneuvered up in the air in a way very much true to reality. Also, take off procedures and opening landing or approach procedures can be performed equally true to reality, whereas the final part of a landing procedure cannot be performed quite true to reality, because the nose of the aircraft cannot be raised during the final descent into ground contact. However, in order to make even this possible the device according to the invention can be provided with equipment permitting the "normal case" described above with regard to energization of motor 85 to be replaced by the "particular case" that has not yet been described in more detail. Thus, control panel 15 comprises a switch 37 (that can be denoted "landing flaps", for instance) to be actuated at the final part of a landing procedure. In doing so, a control signal is transmitted to the above- -mentioned switching and controlling circuit of circuit 95 of drive and control body 5, said switching and controlling circuit then providing for motor 85 being connected so as to be energized from the power source via a special landing height control circuit. This circuit energizes motor 85 for rotation merely in one direction corresponding to suspending wire discharge, that is, a decrease of aircraft altitude. The circuit and thus the rate of descent of the aircraft is controlled from control panel 15, namely by the position of speed control lever 55. In addition to, the normal control, control mechanism 55 is provided with a supplementary control connected in parallel and controlling the rate of descent in the "particular case". However, this supplementa¬ ry control gives the opposite effect in that a low power setting means, a high rate of descent and a high power setting means a low rate of descent. This arrangement makes it possible to raise the nose of aircraft 15 at the final part of the landing procedure, because the rate of descent will be independ¬ ent of the position of maneuver handle 55. This also gives the effect that the aircraft must be given a relatively high approach speed towards the runway so as not to go down too fast. Furthermore, in order to make a soft landing the speed has to be increased the closer the aircraft comes to the runway. This means that a realistic effect is achieved in the form of a change of perspective as the aircraft can move with a very low speed high in the air but has to be given an increased speed the closer the aircraft comes to the ground. This corresponds to the impression on an air- craft passanger, for instance, resulting from a real landing procedure. In order to make additional control functions possible, aircraft 15 can be provided with controllable landing gear, lamps, etc. In such a case suspending wires 9, 10,11 suitably can include current and signal conductors, a battery power source being provided in air¬ craft 15 or suspension body 7. Also, magnetic means provided in the drive and control body and controllable by switches included in control panel 15 can be arranged for actuating magnetically switchable switches provided in the suspension body and connected to said current and signal conductors. It is also possible to provide switches in aircraft 15 which automatically respond to the attitude of the aircraft and which, for instance, cause the landing gear to be retracted when the aircraft has reached a certain pitch or longitudinal inclination angle upwards, and cause the landing gear to be released w r hen the air¬ craft has a certain pitch or longitudinal inclination angle downwards, and indicate incorrect aircraft angles, etc. In the latter case controllable magnetic means can be provided in the suspension body 7 and cooperating magnetically switchable signaling means can be pro¬ vided in drive and control body so as to enable signal transmission to control panel 15. In order to make advanced aircraft movements possible, such as roll and looping, the aircraft can be given a wire suspension permitting the aircraft, when suspended in the wires, to be caused to rotate on one hand around its longitudinal axis and on the other hand around an axis extending in a lateral direction thereto. An example on such a suspension being of cardanic type, is shown in Fig. 4. In this case model aircraft 15' has been modified so as to include a fixed middle section 161 in which - a first shaft of rotation 165 is rotatably mounted, shaft 165 extending in the longitudinal direction of the aircraft and being connected to a roll rotary motor (not shown). Shaft 163 projects from middle section 161 both forwards and backwards, the front section of aircraft 13 l being attached to the pa'rt of shaft 163 projecting forwards and the rear section of the aircraft being attached to the part of shaft 163 projecting back¬ wards. Thus, the nose, wing and tail portions of the air- craft can rotate axially as a unit relative to middle section 161. A second shaft of rotation 165 projects laterally from middle section 161 towards both sides thereof, shaft 165 being rotatably journaled in middle section 161 and connected to a looping rotary motor (not shown) . The two outer ends of shaft 165 each include a rigidly mounted support rod 167 and 169, resp., projecting forwards. Eash rod extends forwards beyond and along the extreme end of the wings of aircraft 13' and at its front end has a fastening means for the purpose of OMPI modified nose suspending wire attachment. Thus, nose sus¬ pending wire 9 is connected to the middle of a distributi arm 171 similar to a balance lever, wires 9' and 9" being connected from the two outer ends of said arm 171 to end fastening means of support rods 167 and 169. Suspending wires 10,11 are connected to the outer ends of second shaft 165 at the attachment of support rods 167, 169, wires 10,11 being connected via upstanding stabilizing rods 173,175, the rods being connected to shaft 165 by means of joints hinged in two directions. Thus, the joints are arranged to permit a limited lateral pivoting movement between rods 173,175, and shaft 165 (for enabling the previously de¬ scribed banking or lateral inclination movements) and a limited longitudinal pivoting movement between rods 173,175 and support rods 167,169 (for enabling the previously described changes of the pitch or longitudinal inclination angle) . Respective pivotal limitations correspond to maximum normal lateral and longitudinal inclinations. It should be realized that support τods 167,169 should have a length such that a wanted change of the angle of the longitudinal inclination of aircraft 13. will be obtained when changing the length of nose suspending wire 9, and that arm 171, wires 9 - ,9" and rods 173,175 should have respective lengths such that the aircraft can rotate around shaft 165 without its wings, nose or tail being obstructed in any way. Support rods 167,169, as well as shaft 165 and arm 171, suitably are made of a thin transparent material so as to be visible to the least extent possible. Of course, this also applies to the suspending wires in so far as the wires do not need to include conductors for transmitting current or control signals. ■ υ RE OMP r fom IP As should be easily realized, the arrangement de¬ scribed above makes it possible to cause aircraft 15' to perform a roll or a looping by energizing the roll rotary motor or the looping rotary motor, resp., of middle section 161. The energization of the respective motors can be obtained automatically by switches provided in the aircraft and responding to the attitude thereof, possibly after a switching-on of the roll function and the looping function, resp., by means of a corresponding switch on control panel 15. As an alternative the ener¬ gization can be controlled in whole from the control panel . In the first-mentioned case, the roll and the looping, resp., can be released automatically when the aircraft takes a maximum banking position, the roll being re¬ leased towards the banking side, and when the aircraft takes a maximum angle of longitudinal inclination upwards, resp. Respective procedures can be arranged for. being stopped after one turn of rotation of the associated motor, whereafter a repeated energization is required. In the last-mentioned case, the roll or the looping suitably can be released when control handle 55 is moved into its extreme position to the right or to the left and when control handle 55 is moved into its extreme position backwards, resp. It is to be emphasized that by simple means the looping function can be supplemented so as to increase the conformity with reality, for instance so that the functions of drive motor 55 and height control motor 85 can be adapted to the various phases of the looping itself, whereby the demands imposed on the operator of the system will be increased when it comes to a correct performance of a looping. Other changes and modifications of the device according to the invention also are possible within the scope of the appended claims. -gT-REA O PI

Claims: CLAIMS 1. A device for model aviation, comprising a supporting course or runway (1) ; a movable carrying body unit (5) supported by the supporting course or runway; a model vehicle (15) suspended in the carry¬ ing body unit by means of one or more suspending wires (9-11), the lengths of which are variable; and a control pannel (15) including maneuvering means (55,55,57) and signal transmission means (59) for providing control signals and transmitting said signals to the carrying body unit in order to control the movement of the carry¬ ing body unit and the lengths of the suspending wires, characterized in that the supporting course or runway (1) comprises a supporting plane extending substantially horizontally, preferably a supporting sky, having an upper support surface and a lower support surface; the carrying body unit (5) comprises an upper drive and control body (5) movably arranged on the upper support surface and a lower suspension body (7) freely movably arranged on the lower support surface, drive and control body (5) including motor and control means (47, 49,51,55,55) for giving the body movements on the upper support surface which are controlled with regard to speed and direction, the drive and control body and the suspension body including cooperating magnetic means (61,65,111,115) coupling the two bodies together while supporting the suspension body and driving the same on the lower support surface in conformity with the movements of the drive and control body on the upper support surface; the model vehicle (15) is suspended in the suspension body by means of said one or more suspending wires (9-11) passing out from associated wire spools (115,117,119) provided in the suspension body (7), controllable wire drive means (85) being provided in the drive and control body for controllably • ^tSR OM driving said wire spools (115,117,119) via cooperating magnetically operating power transmission means (95,127) provided in the drive and control body and the suspension body, in order to unwind wire from said wire spools or wind up wire on said wire spools and thereby lower or raise model vehicle (15), resp., 2. A device according to claim 1, characterized in that the model vehicle (15) is a model aircraft, the aircraft being suspended by means of at least three suspending wires (9-11) , preferably in a three-point suspension, so that a change of the free length of one or more of the suspending wires relative to one or more of the rest of the suspending wires means a change of attitude of the aircraft with regard to longitudinal or lateral inclination. 5. A device according to claim 2, characterized in that said at least three suspending wires (9-11) each have an associated wire spool (115,117,119) of suspension body (7), the wire spools being arranged for synchronous drive by said wire drive means and the suspending wires being passed via controllable wire length control means (151,141) in the suspension means so as to enable said changes of attitude. 4. A device according to claim 2 or 3, charac¬ terized in that the suspending wires (10,11) having realtive lengths determining the lateral inclination of aircraft (13) , are passed via wire length control means (131) of suspension body (7) arranged for affecting the associated suspending wires dependent on changes of the direction of movement of the suspension body from a longitudinal direction of said body. 5. A device according to claim 4 characterized in that said wire length control means (131) regarding lateral inclination are coupled .to a wheel (105) of suspension body (7), said wheel responding to changes of direction and preferably being freely swingable OMPI_ W'IfO around a vertical shaft (109) mounted at a distance from the wheel. 6. A device according to anyone of claims 2-5, characterized in that the suspending wire(s) (9), the relative lengt (s) of which determine(s) the longitudi¬ nal inclination of aircraft (15), are/is passed via wire length control means (141) of suspension body (7) , the operation of said wire length control means being controlled by maneuvering means (55) of control panel (15) via longitudinal inclination control means (65,95) of drive and control body (5) and cooperating magnetically operating power transmission means (75,155) coupled to said longitudinal inclination control means and to said wire length control means (141) regarding longitudinal inclination, resp. 7. A device according to claim 6, characterized in that said wire drive means (85) are arranged for being controlled via said longitudinal inclination control means (65,95), so that the climb and the descent of the aircraft is effected dependent on the operation of said longitudinal inclination maneuvering means (55) of ' control panel (15). 8. A device according to claim 7, characterized by means (57,95) for switching said wire drive means (85) into a descent control mode via said motor means (55,55) so that the descent of aircraft (15) is effected in a reversed dependence on the horizontal speed of movement of drive and control body (5) and thus of the aircraft, whereby a decreased speed means on increased rate of descent and vice versa and where¬ by a normal landing procedure with a raised nose of the aircraft is made possible. - OREΛ OMPI

Inventors: MALMBERG B
Applicants: MALMBERG B
Application year: 1980
Main classification: A63H27
IPC codes: A63H21, A63H27