Patent ID: 12195190

DETAILED DESCRIPTION OF THE DISCLOSURE

A first embodiment of a propulsion assembly100for applying thrust directly to a user's arm is shown inFIGS.1ato1c. Of course, it is intended that a flight system in accordance with the disclosure will have one propulsion assembly100for each arm.

With reference toFIG.1a, a propulsion assembly100includes: one or more propulsion devices110; a sleeve120; and one or more mountings118.

In the depicted embodiment there are two propulsion devices110, a first propulsion device110a, and a second propulsion device110b. For the/each propulsion device110a,110b, there is a mounting118a,118bvia which the respective propulsion device110a,110bmay be mounted to the sleeve120.

The sleeve120of the propulsion assembly100is configured to be worn on a user's hand and/or forearm. It is advantageous that the sleeve120extends over a length of from 20 cm to 50 cm, and in some embodiments a length of from 30 cm to 35 cm, so that the propulsion assembly100is held in alignment with the user's arm, but does not hinder articulation of the elbow. The sleeve120defines a longitudinal axis, a distal end121and a proximal end122. When the propulsion assembly100is worn, the distal end121is distal with respect to the user's body (e.g. nearer the user's hand) and the proximal end122is proximal with respect to the user's body (e.g. nearer the user's elbow). The sleeve120may have a diameter in the range 8 cm to 10 cm.

The sleeve120is padded on the inside. The padding may be shaped to the general contour of an arm so as to distribute support comfortably.

Irrespective of the number of propulsion devices110, the propulsion assembly100as a whole is arranged to provide a net thrust along an axis that generally corresponds with the user's forearm when the propulsion assembly100is worn. That is, the propulsion assembly100as a whole is arranged to provide a net thrust along the longitudinal axis of the sleeve120.

The first and second propulsion devices110a,110bare angled apart so as to produce thrust along non-parallel vectors. For example, the mountings118aand118bmay include connecting members130that space the propulsion devices110a,110bfrom the sleeve120by a greater amount at the distal end121than at the proximal end122.

The first propulsion device110ais arranged to provide net force along a first axis Xa defining a first propulsion vector. The second propulsion device110bis arranged to provide net force along a second axis Xb defining a second propulsion vector.

It has been found that the divergence of thrust can provide beneficial stability. Therefore, the first propulsion vector is at least an angle of 5° relative to the second propulsion vector and in some embodiments at least an angle of 10°. Furthermore, it is advantageous that the first propulsion vector is no more than an angle of 30° relative to the second propulsion vector and in some embodiments no more than 25°. By remaining within this range, the loss of thrust due to divergence can be balanced against the improved stability.

As best shown inFIG.1b, within the sleeve120there is provided a handle124for the user to grasp. The handle124may have mounted thereon controls126. The controls126face the distal end121of the sleeve120. In this way, when a portion of the user's weight is applied to the handle for support, the user's fingers will be free to manipulate the controls126. The handle124is ergonomically-shaped so as to distribute the user's weight over as large an area of the user's hand as possible. As a result, a left-hand propulsion assembly100may have a left-handed grip124, while a right-hand propulsion assembly100may have a right-handed grip124. One or both of the left-hand grip124and right-hand grip124will have controls126mounted thereon.

As in this embodiment, when first and second propulsion devices110a,110bare provided, the handle may be positioned such that it is aligned with a line extending between the first and second propulsion devices110a,110b. This defines the position of the first and second propulsion devices110a,110brelative to the user's closed fist, and has been found to be particularly stable.

The inventors have realized that the position of the handle124relative to the outlet(s) of the propulsion device(s)110of the propulsion assembly100can influence stability. The handle124may be spaced beyond the outlet(s) of the propulsion assembly100(e.g. the outlets of the first and second propulsion devices110a,110b) by a distance in the range 20 mm to 100 mm, and in some embodiments by 30 mm to 60 mm, in some embodiments by 40 mm.

That is to say that the handle124may be spaced by this distance beyond the outlets in a direction corresponding to the axis of the net thrust Put another way, the handle124may be spaced by this distance beyond the outlets in a direction corresponding to the longitudinal axis of the sleeve120if provided.

The handle124may be spaced by this distance beyond the outlets in a direction corresponding to the axis that generally corresponds with the user's forearm when the propulsion assembly100is worn.

The controls126include two input devices. The first of the input devices provides a variable signal and can be used to control an amount of thrust produced by a propulsion assembly100(or a set of propulsion assemblies100). The second of the input devices provides a binary output and can be used to deactivate one or more or all of the propulsion assemblies100of the flight system when released. It is not essential that both left-hand and right-hand propulsion assemblies100include the second input device. The second of the input devices may be a “kill switch”. That is, it must remain depressed by the user in order to prevent deactivation of the propulsion assemblies100.

The controls126are mounted on the handle so as to align with the thumb and forefinger of the user. The first input device is therefore in the form of a trigger aligned with the user's index finger (when the handle is held in the user's hand). The second input device may be aligned with the user's thumb (when the handle is held in the user's hand) so that it can be continually held down during use of the flight system to prevent deactivation.

A first embodiment of a propulsion assembly200for a user's torso is shown inFIGS.2ato2c. In some embodiments a flight system in accordance with the disclosure will have one such propulsion assembly200.

Body propulsion assembly200is configured to apply thrust directly to a user's torso and includes at least one body propulsion device210and a support220.

The support220is arranged to support a user's waist or torso. For example, it may include a seat, harness, belt, jacket, and/or other item of clothing for securing the at least one body propulsion device210to a user's body. The at least one body propulsion device210is supported on the dorsal side of the user's body

The support may be configured to be worn on a user's back or waist, but in either case it is advantageous that the support is sized and shaped such that the location at which thrust is generated by the at least one body propulsion device(s)210(i.e. the nozzle of the body propulsion device(s)210when these are turbines and/or the fan of a fan driven by a motor) is located between the lower edge of the rib cage and knees, and in some embodiments between the upper extent of the lumbar vertebrae and the user's upper thigh.

The support may be sized and shaped such that the location at which thrust is generated by the at least one body propulsion device(s)210(i.e. the nozzle of the body propulsion device(s)210when these are turbines and/or the fan of a fan driven by a motor) is aligned with the lumbar vertebrae.

The support220is arranged to hold the at least one body propulsion device210at a fixed angle relative to the user's torso when the body propulsion assembly200is worn by (i.e. engages) the user. The support220defines an axis Z, which is parallel with a line extending between the center of the user's head and the center of the user's waist when the support is worn.

The support220holds the at least one body propulsion device210at an angle to the axis Z. That angle has an elevation component, the body propulsion elevation angle W. That is, the body propulsion elevation angle W is the angle in the sagittal plane (the plane that divides the user into left and right sides) between the net thrust produced by the body propulsion assembly200and the axis Z.

In other words, the support220is configured to hold a user's body relative to the at least one body propulsion device210such that a line extending between the center of the user's head and the center of the user's waist extends relative to the orientation of the net thrust provided by the body propulsion assembly200by the body propulsion elevation angle W.

The body propulsion elevation angle W is greater than zero. The body propulsion elevation angle W is at least 10° and in some embodiments at least 12°. In some embodiments, the body propulsion elevation angle W is no more than 30° degrees and in some embodiments no more than 18°.

This choice of angle has been found to improve stability and protect the user's legs without greatly reducing total lift.

As can be best seen inFIGS.2band2c, one optionally way of maintaining the body propulsion elevation angle W relative to the user's legs is by providing the support with leg braces240for engaging the user's upper thighs. A leg brace240may include a section244arranged to extend between the user's legs so that the legs may grip the leg brace240. The leg brace240may also have a wider section242on which a user may sit.

Although a single body propulsion device is sufficient, the body propulsion assembly200may include at least a first body propulsion device210aand a second body propulsion device210b. The first body propulsion device210ais arranged to provide net force along a first axis Ya defining a first propulsion vector. The second body propulsion device210bis arranged to provide net force along a second axis Yb defining a second propulsion vector. The first propulsion vector is not parallel with the second propulsion vector. The first and second propulsion vectors are directed apart by an angle of at least 5° and in some embodiments at least 20°. In some embodiments, the first and second body propulsion vectors are directed apart by an angle of no more than 30°.

A first embodiment of a flight system is shown inFIGS.3ato3e, in which it can be seen that the system includes a left-hand propulsion assembly100(of the type discussed above with reference toFIGS.1ato1c); a right-hand propulsion assembly100(of the type discussed above with reference toFIGS.1ato1c); a body propulsion assembly200(of the type discussed above with reference toFIGS.2ato2c).

Each propulsion assembly100,200is able to provide a maximum thrust in the range 400N to 500N.

FIGS.3ato3eshow an embodiment in which two propulsion devices110are provided for each of the left-hand and right-hand propulsion assemblies100. Also in some embodiments is the provision of two propulsion devices210for the body propulsion assembly200. That is, a combination of six propulsion devices110,210, with two for each arm and two for the user's torso. Also shown is the above-described rearward orientation of the propulsion devices210of the body propulsion assembly200when the user assumes an upright standing posture.

As discussed above, the support220of the body propulsion assembly200is sized and shaped to hold the body propulsion devices210so that thrust is produced at a height between the lower edge of the rib cage and knees, and may be level with the lumbar vertebrae.

The flight system300also includes an energy storage device310for providing power to the propulsion assemblies. This may include a fuel storage vessel for supplying fuel to turbines and/or batteries for powering fans and/or control circuitry. The energy storage device310may be provided in the form of a back-pack to be worn above a lower-back-mounted or waist-mounted body propulsion assembly200, or which may have one or more propulsion devices attached thereto (for example, one either side of a central fuel storage vessel).

Since the flight system300may be provided without a wing (i.e. it may be solely dependent upon the propulsion assemblies to provide lift), it is beneficial to minimize interruptions in the thrust provided by any one propulsion device110,210,410. One source of interruptions, in the case in which the propulsion assemblies include turbines, is the possibility of a bubble in the fuel line. This can potentially cause a momentary loss of thrust or even shut down the engine. It is advantageous that when the energy storage device310includes a fuel storage vessel, the vessel is provided as a variable volume storage (for example, a bladder or a cylinder closed by a piston) rather than a fixed volume chamber. In this way, no air will be present in the fuel storage vessel.25. Embodiments include a bubble sensor for sensing the presence of bubbles in fuel supply lines for supplying fuel to turbines. The bubble sensor is for alerting the user to the presence of bubbles. In some embodiments, the bubble sensor may provide a bubble signal representative of an amount of bubbles (volume or number, etc.) in the fuel line. When the bubble signal exceeds a threshold, the user is alerted and may land, e.g. before the turbines fail. The alert may be audible or visual (for example using the head-up display described below).

A control system330is provided. This may be embodied in a single device to be worn on the user's chest, or may be formed with distributed devices. The control system330is arranged to provide control signals to each propulsion assembly100,200. The control system330may also be arranged to receive control signals from each propulsion assembly100,200and/or from the energy storage device310.

Whilst the control system330may independently control the left-hand and right-hand propulsion assemblies100, they may each provide the same thrust.

Thus, in various embodiments the control signals may include: a first throttle signal generated by controls126of one of the left-hand and right-hand propulsion assemblies100, and a second throttle signal generated by controls126of the other of the left-hand and right-hand propulsion assemblies100. The control system330uses the first throttle signal to command the left-hand and right-hand propulsion assemblies100to each provide a corresponding first thrust. The control system330uses the second throttle signal to command the body propulsion assembly200to provide a second corresponding thrust.

As discussed above, the controls126may be embodied as one or two input devices the left-hand and right-hand propulsion assemblies100. In each case, one of the input devices provides a variable signal in the form of the throttle signal. The other of the input devices (if provided) may be a “kill switch”, which provides a binary output and is monitored by the control system330so as to deactivate one or more or all of the propulsion assemblies100of the flight system when released.

The flight system may include a helmet320which includes a head-up display in communication with the control system330. The head-up display represents the amount of energy remaining in the energy storage device310(e.g., a volume of fuel remaining in the bladder) and/or the thrust of each of the propulsion assemblies100,200(for example, the rotational speeds of the turbines).

Whereas, the flight system300of the first embodiment has been shown with a left-hand propulsion assembly100, a right-hand propulsion assembly100, and a body propulsion assembly200, embodiments are envisaged in which the body propulsion assembly200is replaced by (as in the flight system500ofFIGS.5ato5d), or supplemented with, a leg propulsion assembly400(either one for both legs, or one for each leg).

A leg propulsion assembly400includes: at least one leg propulsion device410; and a support420. The support420may be sized and shaped to be worn on a user's calf such that the at least one leg propulsion assembly410is on the dorsal side of the calf. The support420may include bindings for surrounding the user's leg such that the bindings define a longitudinal axis aligned with the bones of the lower leg.

Some embodiments may have a single leg propulsion device410. The support420may be sized and shaped to be worn on a user's calf such that the leg propulsion device410is at an angle V to the longitudinal axis of the support420(i.e. is not aligned with the bones of the lower leg). Angle V is such that when worn, there is a small force applied inwardly to press the user's legs towards one another. This provides divergence of thrust when a pair of leg propulsion assemblies400are worn and has been found to improve stability. The support420may be arranged such that the leg propulsion device410is at an angle to the longitudinal axis of the support420of at least 3°. In some embodiments, the support420may be arranged such that the leg propulsion device410is at an angle to the longitudinal axis of the support420of no more than 20°. In this way, the leg propulsion devices410at that angle to the user's leg when worn.

In the embodiments discussed above the left-hand and right-hand propulsion assemblies100each included two propulsion devices110. In some embodiments, more may be provided, and in fact only one is required. Thus, there is envisaged an embodiment of a flight system600such as that shown inFIGS.6ato6d, in which each of the left-hand and right-hand propulsion assemblies100each included a single propulsion device110.

As can be seen from the Figures, in each embodiment of a flight system300,500,600, the left-hand and right-hand propulsion assemblies are each connected to the body propulsion assembly via an articulated frame340,540,640. This is merely optional, and in practice, a suitably trained individual can use the systems without such a frame.

However, a frame340,540,640is useful for less trained individuals to restrict the relative movement of the left-hand and right-hand propulsion assemblies100. By providing a set of joints to articulate the frame340,540,640, predetermined degrees of freedom may be provided. This can ensure that the left-hand and right-hand propulsion assemblies100will always be oriented in an appropriate direction (for example, the frame340,540,640can prevent an arm behind positioned behind the user's back).

The frame340,540,640would include composite materials and/or titanium. It may have a hinge under each armpit for allowing adduction or abduction of the arms, a rotational joint between the shoulder and elbow for allowing circumduction of the upper arm, a hinge on the elbow for allowing the arm to bend, another rotational joint between the elbow and wrist for allowing circumduction of the hand. Merely restricting the motion of the user in this way will help to support the load.

However, it may be advantageous to use a control system having one or more gyros and/or accelerometers for controlling the frame340,540,640and the thrust applied by the propulsion assemblies100,200,400. In which case, actuators345,545,645may be provided for actuating the articulated frame. The actuators345,545,645, may be servos as drawn, or linear actuators (such as pneumatic or hydraulic actuators).

The actuators345,545,645may be controlled by the control system330to provide a force towards a position of stability (where horizontal components of the thrust are balanced) based upon signals from one or more gyros and/or accelerometers forming part of the system. As an example, this may be carried out using a PID controller to control the angles of the net thrust vectors produced by each propulsion assembly100,200,400so as to provide a predetermined net horizontal thrust (for example zero or a small positive thrust).

Each propulsion device110,210,410produces thrust in a predetermined direction. As is known in the art, this may be achieved by accelerating air and/or combustion products in a longitudinal direction of the propulsion device110,210,410.

For example, each propulsion device110,210,410may be a gas turbine. For example, a suitable turbine would be a JetCat turbine available from JetCat Germany, which is typically used in model aircraft or military drones.

Alternatively, a ducted fan driven by an electric motor may be used as a propulsion device110,210,410. If it is required that the system may fly for an extended period, it is possible that the power supply could be connected via a long cable and so need not be carried, thereby reducing the load for the fans.

Whilst the divergent propulsion devices of each propulsion assembly may be individual turbines (or ducted fans), it is envisaged that the divergent thrusts may be achieved using a single turbine having two or more exhaust nozzles that themselves diverge by the stabilizing angles.

Furthermore, whilst wings are not needed for the flight system to fly, these may additionally be provided. For example, a suit forming part of the flight system may include a membrane extending between the arms and the side of the body, or a membrane extending between the legs. Alternatively (or additionally) a rigid wing shaped to provide lift may be worn on the user's back.