Patent Publication Number: US-2010120321-A1

Title: Vertical take off plane

Description:
CROSS REFERENCE TO RELATED APPLICATION 
     The present application is a divisional application of U.S. patent Ser. No. 11/241,504 filed Sep. 30, 2005. 
    
    
     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. 5   a  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. 6   a  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  7   e  illustrate the dynamics of the aircraft from  FIG. 7   a  from vertical take off through horizontal flight; 
         FIGS. 8   a  and  8   b  illustrate a fifth embodiment aircraft with a counter-rotating propelling system pivotally connected to the nose of the aircraft; 
         FIGS. 9   a  and  9   b  illustrate a sixth embodiment aircraft with a pair single propellers separately and pivotally attached to the wings; 
         FIGS. 10   a  and  10   b  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. 10   a  with a pair of propeller systems separately secured to the wings; 
         FIG. 11   b  illustrates the seventh embodiment aircraft from  FIG. 10   a  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  12   c  are top view showing the movable rudder in  FIG. 12   a  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. 13   a;    
         FIG. 13   c  is an exploded view of the propeller assembly of  FIG. 13   a;    
         FIG. 13   d  is a side of the propeller assembly of  FIG. 13   a  when the propeller mechanism is not in engagement; and 
         FIG. 13   e  is a side of the propeller assembly of  FIG. 13   a  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&#39;s center of gravity C G . 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. 5   a  and  5   b , 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. 6   a  and  6   b , 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. 7   a  through  7   e , 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. 7   b ) the aircraft  400  may be steadily positioned on a surface s. 
     As shown in  FIGS. 7   b  through  7   e , 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. 8   a  and  8   b , 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. 9   a  and  9   b , 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. 10   a  and  10   b , 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. 11   a  and  11   b , 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. 12   a  through  12   c , 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. 13   a  through  13   e , 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. 13   c , 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. 13   d  and  13   e , 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.