Abstract:
A harness with mounted engine frame comprises a harness to be worn by a user. An engine support arm is mounted on the harness and a pair of lateral arms extend from the engine support arm. At least one engine is associated with each lateral arm. A connector attaches directly or indirectly to the harness for receiving the engine support arm, so that the engine support arm is movable relative to the harness in response to engine output and other flight conditions.

Description:
CROSS REFERENCE TO RELATED APPLICATIONS  
       [0001]    This application claims the benefit of U.S. Provisional Patent Application No. 60/933,945 filed Jun. 8, 2007, which is incorporated herein by reference in its entirety. 
     
    
     FIELD AND BACKGROUND OF THE INVENTION  
       [0002]    The present invention relates to a personal, strap-on flying device, or a harness with a mounted engine frame which can be used for personal flight. 
         [0003]    The existing technology in this area typically comprises one gas turbine engine immovably mounted vertically, inlet down, to a harness belt worn by a pilot. This type of design has several drawbacks, some of which are set below. 
         [0004]    (1) All necessary thrust for flight is needed from one engine. Therefore, the engine must be large in diameter and is consequently also heavy on the harness. 
         [0005]    (2) The engine must be complex in design since the interior main shaft must be split, or in two sections, so the spinning mass can be counter rotating and equally balanced between the two sections. This is necessary to cancel out the gyro precession effect that one shaft would create. The gyro effect of this size engine would make controlled flight very difficult on such a small flying machine. 
         [0006]    (3) With the engine mounted vertically, inlet down, the exhaust thrust gas must travel upward, be split and diverted left and right a sufficient distance to clear the pilot and then turn downward to create the upward thrust required for flight. A long exhaust is the result of such a configuration and this causes a loss of thrust. 
         [0007]    (4) When the engine is immovably mounted to the harness, it is then necessary to have the gas exit nozzles separate from the exhaust ducts and moveable fore and aft and left and right so as to effectively be able to control the direction of flight. This arrangement adds complexity, weight as well as the additional loss of thrust because of the additional divergence of the exhaust gases. 
         [0008]    (5) When the engine inlet is low and faces down, it is more likely that the engine will reingest hot gas while hovering close to the ground or approaching the ground. This hot gas ingestion may cause a loss of engine power, and at a critical time of flight as well. 
       SUMMARY OF THE INVENTION  
       [0009]    According to one aspect of the present invention, there is provided a harness with mounted engine frame comprising a harness to be worn by a user, a pair of lateral arms, at least one engine in each lateral arm, an engine support arm for supporting the lateral arms, and a connector attached directly or indirectly to the harness for receiving the engine support arm, the engine support arm being movable relative to the connector in response to engine output and other flight conditions. 
         [0010]    Preferably, each lateral arm has a plurality of engines, preferably four engines arranged substantially in each arm. Preferably, the engines on one arm are counter-rotating to the engines on the other arm. Alternatively, engines on one arm counter rotate with respect to engines on the same arm. In effect, it is desirable that rotating and counter-rotating forces are substantially equal so that opposing rotational forces are to a large degree canceled out with respect to each other. 
         [0011]    The connection between the engine support arm and the connector may take many different forms. In one embodiment, the connector may be a rail on the back of the harness and the connector a bracket which engages the rail. 
         [0012]    The engine support arm is preferably able to move from side to side as well as in an arc, i.e. in a circular movement about the connector. The side to side or lateral type movement is preferably used to compensate for variations in engine thrust based on different outputs of the various engines, and also for engine failure. Thus, if the engine thrust output on one side of the harness (that is, on one lateral arm) is significantly different to that on the other, the engine support arm will move relative to the connector so as to move a lateral arm toward or away from the harness to compensate for this variation in engine thrust or failure of an engine. 
         [0013]    Preferably, the engines are vertically mounted jet lift engine sets, and there are preferably an even number of engines in total and a the same number of engines on each side in a specific lateral arm. Preferably, too, all engines are mounted so as to be gimbaled in unison in three axes. 
         [0014]    In order to control the flight direction and other flight parameters, control handles are preferably formed on each lateral arm or the engine support arm which may extend forwardly through the lateral arm. The control handles would allow the operator to move a bank of engines on a lateral arm inwardly or outwardly to compensate for engine thrust variations. 
         [0015]    Vertical control may be obtained by twisting, for example, the right hand control grip which causes the engines to increase or decrease thrust output. The control grip connection to the engines can be by push/pull cable or electronic wire connections or other suitable mechanisms in well known fashion. 
         [0016]    Using multiple engines preferably allows a much smaller outer diameter of each engine which allows a lower overall profile as well as better fore/aft balance. 
         [0017]    By the positioning of multiple engines, even in number, with inlets downwards, there is created zero or at least reduced overall gyro precession effect. 
         [0018]    All Peripheral components such as fuel tank, filters, pumps and batteries are preferably affixed directly to the pilot harness belt and connected to the engine package via flexible hose and wire or other suitable means. This may tend to keep the weight of the engine package lower, which may also allow quicker control movement by the pilot. 
         [0019]    To facilitate change out of the harness belt for different size pilots, all peripheral components as well as the engine package spherical rod end bolt receiver collar are preferably attached to a center line bent tube frame spine. This spine may preferably be attached to the harness belt via four quick release pins, or such other suitable mechanisms. 
         [0020]    Preferably, the belt portion of the harness which goes around the waist of the user or pilot is hinged and adjustable to allow for the comfort of differently sized pilots. 
         [0021]    Preferably, the lateral arm supporting the engines is pivotable and lockable in the operational and stored position respectively. 
         [0022]    In one embodiment, the connector includes a bracket, and the bracket comprises at least one wheel which moves in a recess of the rail, a body portion, an end portion which pivotally connects to the engine support arm and an end connector for pivotally connecting the end portion to the engine support arm. Preferably, the rail has stops at or near the ends thereof to prevent the bracket from moving out of the recess of the rail. 
         [0023]    In one form, the connector comprises a clamp connected to the harness, a support rod having one end thereof extending from the clamp and opposing end thereof with a rod end, the rod end being connectable to the engine support arm. 
         [0024]    In another embodiment, the connector comprises a pair of parallel substantially horizontal rods mounted on the harness, a bearing block mounted on the rods for movement therealong, a fastening mechanism on the bearing block for connection to the engine support arm, and slide bearings to facilitate movement of the bearing block along the rods. 
         [0025]    Preferably, the box beam comprises a hollow rectangular box and engine mounts within the rectangular box for receiving and holding the engines. 
         [0026]    According to another aspect of the invention, there is provided a harness with mounted engine frame comprising: a harness; an engine support arm mounted on the harness; lateral supports extending from the engine support arm; at least one engine associated with each lateral support; and a connector mechanism between the harness and the engine support arm to permit movement of the engine support arm relative to the harness in response to engine output and other flight conditions. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS  
         [0027]    In the drawings: 
           [0028]      FIG. 1  is a front perspective view of a harness with mounted engine frame in accordance with one aspect of the invention; 
           [0029]      FIG. 2  is a side view of the harness with mounted engine frame as shown in  FIG. 1  shown mounted on a user; 
           [0030]      FIG. 3  is a front view of the harness with mounted engine frame as shown in  FIG. 1  shown mounted on a user; 
           [0031]      FIG. 4  is a back view of the harness with mounted engine frame as shown in  FIG. 1  shown mounted on a user; 
           [0032]      FIG. 5  is a side view in section of the harness with mounted engine frame as shown in  FIG. 1  of the drawings; 
           [0033]      FIG. 6  is detail of the back view of the harness with mounted engine in accordance with one aspect of the invention showing the rail mechanism for facilitating lateral movement of engine support arm; 
           [0034]      FIGS. 7(   a ) and  7 ( b ) are side and back views respectively of another embodiment of the invention for allowing side to side movement of the engine arm and related components; 
           [0035]      FIGS. 8(   a ) and  8 ( b ) are side and back views respectively of yet another embodiment of the invention for allowing side to side movement of the engine arm and related components; 
           [0036]      FIG. 9  is a detail of the harness with mounted engine of the invention showing mounting of the engine on or in the engine support of the invention; and 
           [0037]      FIGS. 10(   a ) and  10 ( b ) show side and top views respectively of the harness with mounted engine of the invention showing another form of mounting of the engine on or in the engine support of the invention. 
       
    
    
     DETAILED DESCRIPTION OF THE INVENTION  
       [0038]    Reference is now made to the drawings which are described and explained below. 
         [0039]      FIG. 1  of the drawings is a front perspective view of a harness  10  with mounted engine frame in accordance with one aspect of the invention. The back  12  of the harness has a support rail  14  upon which is movably mounted an engine support arm  16  which extends around to each side of the harness  10  to pivotally hold the engine box beam support  18 . The engine box beam support  18  has a fold up pivot tube  20  by means of which the engine box beam support  18  can be raised and lowered and locked in desired positions. 
         [0040]    The engine box beam support  18  supports a box beam  20  and each box beam  20  supports four engines  22  in the embodiment shown, all vertically mounted in a linear configuration and discharging downwardly to provide the thrust for flight. One engine includes a yaw ring  24 . 
         [0041]    A control handle  26  is mounted on a control handle support arm  28  which may be mounted on the box beam  20  or on the engine box beam support  18  which extends through the box beam  20  to provide the necessary strength and support, 
         [0042]    A fuel tank  32  (see  FIG. 2 ) is mounted on the back of the harness  10 . Further, the harness  10  includes a belt  34  and pivoting waist band  36  fastened by the belt  34 , a construction which provides comfort and flexibility to the pilot  38  so that adjustments and tightening can be made based on pilot size and body type. 
         [0043]    In  FIG. 1 , it will be seen that there are four engines  22   a ,  22   b ,  22   c  and  22   d  in each box beam  20 . The engines  22  are preferably constituted by both rotating and counter rotating properties. Preferably, there will be an even number of engines  22  and there will be an equal number of rotating and counter rotating engines  22  to balance the device. All engines  22  on one box beam  20   a  may rotate in one direction and all the engines on the other box beam  20   b  may rotate in the other direction. 
         [0044]    However, this is just one of many options. Engines  22  on one box beam  20  may be both rotational an counter rotational. Further, the engines  22  may be of different power and thrust and not all of the same power and thrust. It is desirable, however, that whatever the selection of engine types and positions thereof, the sum of engine force rotating in one direction preferably is substantially equal to the sum of engines force rotating in the other or counter direction. 
         [0045]      FIG. 2  of the drawings shows a side view of a harness  10  with a mounted support arm  16  as generally represented in  FIG. 1  of the drawings. In this figure, a pilot  38  is shown wearing the harness  10  and frame. This figure also shows in further detail one aspect of the connection between support arm  16  and the support rail  14 . The support rail  14  has a slot  40  or recess which receives a lift bracket  42  attached to the engine support arm  16 . 
         [0046]      FIG. 3  of the drawings shows a front view of the harness  10  with mounted engine frame shown in  FIG. 2 , with a strapped in pilot  38 . The pilot  38  can be seen holding the control handles  26   a  and  26   b . Particularly, reference is made to the arrows  44 ,  46 ,  48 ,  50 ,  52  and  54  showing possible movement which the engine support arm  16  can make. First, there is left and right lateral type movement as indicated by opposing arrows  52  and  54 . Second, there is the arcuate or circular type movement which the engine support arm can make indicated by the four arrows  44 ,  46 ,  48  and  50 , two up and two down, representing this movement. The lateral arrows  52  and  54  allow for the engine support arm  16  to move a bank of engines  22  on one side of the pilot  38  either away from the pilot  38  or toward the pilot  38 . At the same time, the oppositely bank of engines  22  will move either toward or away from the pilot respectively. As mentioned above, this movement may compensate for variations in the thrust of engines  22  or even engine failure, to keep the harness  10  and pilot  38  stable by moving the engines  22  relative to the pilot  38  and therefore adjusting flight parameters to stabilize the device. 
         [0047]    The movement represented by the up and down arrows  44 ,  46 ,  48  and  50  may be made by the pilot  38  to control direction and movement. 
         [0048]      FIG. 4  of the drawings shows a back view of a harness  10  with mounted engine support arm  16  as shown generally in the preceding drawings. Of particularly note in this  FIG. 4  is the form of connection between the engine support arm  16  and the support rail  14 . The support rail  14  has riding therein a lift bracket  42  which can slide laterally to the left and right respectively of the support rail  14 . Appropriate end stops  60  and  62  will be positioned to ensure that the lift bracket  42  is securely maintained within and does not slide out of the support rail  14 . 
         [0049]    The engine support arm  16  has depending therefrom in a substantially central location a rod connector  66  and this engages with a rod end  68  of a generally ball shape. It will be appreciated that one advantage of such a rod connector  66  and rod end  68  construction is that the pilot  38  can always hang substantially vertically regardless of the position, tilt, or movement of the rail  14  and support engine arm  16  respectively. The compensating and directional movement of the support rail  14  and engine support arm  16  in normal flight operation together will not therefore tend to move the pilot  38  into an unnatural feeling off-vertical position, since the rod end  68  will move in the rod connector  66  to compensate for this. 
         [0050]      FIG. 5  is section side view through a harness  10  with mounted engine frame  16  generally as illustrated in the preceding drawings. In this  FIG. 5 , it will be noted that the lift bracket  42  has a pair of wheels  70  and  72 , upper  70  and lower  72  respectively, which slide in the recess  40 . This construction allows for the quick and appropriate response of the engine support arm  16  and its ability to move laterally as result of flight engine changes which require compensation. 
         [0051]      FIG. 6  of the drawings shows a detail of the lift bracket  42  riding in the support rail  14 . In this rear view, it will be seen that the support rail  14  is slightly curved, with a slightly higher central area and lower side areas edges. The stops  60  and  62  at each end of the rail  14  can also be seen. The normal operating position of the lift bracket  42  is of course substantially central, but it has the ability to move left or right, as shown by arrows  78  and  80  in  FIG. 6 , in the support rail  14  in response to engine  22  changes and failures as mentioned above. 
         [0052]      FIGS. 7(   a ) and  7 ( b ) of the drawings show a side view and a rear view respectively of alterative embodiments for mounting the engine support to the harness  10 . In this illustrated embodiment, the engine support arm (not shown in this figure) connects to one end  84 , or the rod end  84 , of a support rod  86  which is in turn connected at its other end  88  to a bracket or a clamp  90 , through suitable bearings  92 , which is in turn fastened to the harness  10 . The support rod  86  is capable of left and right movement, as shown by arrows  94  and  96  in  FIG. 7(   b ), by appropriate pivotal action about the bearings  92  in the bracket  90 . 
         [0053]      FIGS. 8(   a ) and  8 ( b ) show side and rear views respectively of yet another alterative embodiments for mounting the engine support  16  to the harness  10 . In this embodiment, a pair of laterally positioned rod clamp blocks  100  and  102  are fastened at ends of the harness  10  and support therebetween a pair of substantially parallel fixed rods  104  and  106 . A bearing block  108  rides the fixed rods  104  and  106  and moves either to the left or right, as shown by arrows  110  and  112  in  FIG. 8(   b ), based on flight parameters and compensations needed, as already discussed above. The bearing block  108  includes slide bearings  114  and  116  to facilitate easy and responsive movement of the bearing block  108  along the fixed rods  104  and  106 . Further, the bearing block  108  has at its upper end a fastening mechanism  120  which allows necessary attachment thereof to the engine support arm  16 , as already described in other embodiments. 
         [0054]      FIG. 9  of the drawings is a detail view through the engine support box beam  20  and shows a engine support arm  120  therein and its pivotable characteristics. The support arm  120  comprises a fold-up pivot tube  122  attached to an engine arm  124 . The pivot tube  122  has bearings  126  between its outer surface and the box beam  20 . The box beam  20  has a tube support collar  128 . The engine box beam  20  may be made of any suitable material, one preferred embodiment having a fiberglass construction. The necessary construction and mounts for the engine which slides in from above are shown in this figure. The engines  22  are solidly and securely fixed and supported in the box beam by engine mounts  130 . While securely holding the engines  22  in the box beam  20  and keeping them in the correct position and orientation, the engines may be removed for maintenance or replacement. 
         [0055]      FIGS. 10(   a ) and  10 ( b ) show characteristics of the engine mount  130  in side ( FIG. 10(   a )) and top ( FIG. 10(   b )) view, illustrating details thereof in accordance with just one of many embodiments of the invention. Any suitable mechanism for securing the engines in position may be used. The engine mount  130  in this embodiment has a circular receiving ring  132  with mounting tabs  134  fro securement to the box beam  20 . The receiving ring  132  is sized and dimensioned so as to securely receive an engine  20  on the one hand, and also itself be securely fastened to the box beam  20  and/or pivot tube  122  or such other structure so as to give it the necessary strength. 
         [0056]    The invention is not limited to the details described herein. For example, any suitable mechanical arrangement for securing the engine support to the harness may be used which give effect to the ability to move in a lateral direction to compensate for flight changes and enhance safety and comfort of the pilot. 
         [0057]    Further, any number oft engines of the same or different types may be used but it is preferred that the collective effect of the engines, comprised of rotational and counter-rotational engines, be substantially balanced.