Flying Platform Construction

Abstract

A flying platform type of helicopter. A generally vertical, nonrotating main shaft has the platform affixed to its upper end and a landing gear attached to its lower end. A rotor member is rotatably mounted on the fixed shaft and is driven by one or more jet engines mounted thereon. A circular rotating fuel tank is mounted on the fixed shaft generally coaxially thereof.

Parent Case Text

It is noted that this application is a substitute for noncopending abandoned application Ser. No. 802,333, filed Mar. 27, 1959.

Description

BACKGROUND OF THE INVENTION

My present invention relates generally to helicopters, and it relates more particularly to helicopters of the type commonly referred to as "Flying Platforms" in which the pilot stands on a suitable platform and controls the azimuthal direction of flight of the aircraft by leaning in the desired direction of

Prior art attempts to provide a "flying platform" type of aircraft have involved the use of a ducted fan construction in which a central engine drives a pair of counterrotating blades which rotate within a contoured, vertically oriented duct. Vertical lift was provided to such prior art ducted fan flying platforms by a combination of the downward air thrust provided by the counterrotating blades, and also by a small amount of lift resulting from an airfoil action of the ducted air flowing over the contoured upper lip of the duct.

However, such prior art ducted fan flying platforms had many disadvantages which rendered them impractical for most purposes. For example, the blade length or diameter of the counterrotating blades was very small, so that proper advantage could not be taken of airfoil action therein.

The small overall diameter of such prior art ducted fan platforms caused the centered engine, the platform, the fuel tank and other parts to substantially interfere with the smooth flow of air therethrough, further decreasing the efficiency thereof. Also, the requirement of a transmission between the engine and the counterrotating propellers, coupled with the relatively high speed at which these propellers rotated, introduced a substantial amount of friction losses in the power train, further reducing the efficiency. Counterrotating propellers were essential in these prior art ducted fan devices in order to counteract the torque that would otherwise be applied to the platform by driving the propeller with a stationary engine coupled to the platform. These counterrotating propellers had to have differential pitch control in order to adjust the torque and to control the azimuthal positioning of the craft, thus further complicating the construction.

SUMMARY OF THE INVENTION

In view of these and other problems in connection with prior art flying platforms, it is an object of my present invention to provide a novel flying platform embodying a rotor that is driven by jet engines, whereby torque and friction problems are reduced to an absolute minimum, and counterrotating blades are not required.

Another object of my present invention is to provide a flying platform construction of the character described in which the platform, fuel tank, landing gear and supporting structures are all centrally mounted with the rotor blades being spaced radially outward therefrom, whereby there is no substantial interference with the flow of air over and past the blades, and whereby the stability of the craft is substantially increased by the relatively wide diameter through which the rotor blades operate.

Another object of my present invention is to provide a flying platform of the character described in which liquid fuel is contained in a circular fuel tank which rotates synchronously with the rotor, whereby the liquid fuel will be held in stable position by centrifugal force during flight, and will not slosh to vary the center of gravity, and whereby a substantial gyroscopic action will be provided by the rotation of the fuel and fuel tank.

A further object of my present invention is to provide a flying platform of the character described which has a minimum of movable parts and in which the control and operating mechanisms are relatively simple, whereby the likelihood of trouble or failure during flight is greatly minimized

Other objects and advantages of my present invention will be apparent from the following description and claims, the novelty of my present invention consisting in the features of construction, the combination of parts, and the novel relations of the members and the relative proportioning, disposition and operation thereof all as is more completely described herein and as is particularly pointed out in the appended claims.

In at the accompanying drawings, forming a part of my present application:

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. l is a side elevation view of my completely assembled flying platform.

FIG. 2 is a top plan view of my flying platform shown in FIG. l.

FIG. 3 is a fractional elevation view, partly in section, illustrating the details of construction of the working parts of my invention centered about the man main vertical shaft.

FIG. 4 is a horizontal section taken on the line 4-4 in FIG. 3.

FIG. 5 is a vertical section taken on line 5-5 in FIG. 3.

DETAILED DESCRIPTION

Referring to my drawings, and at first to FIGS. l and 2 thereof, my flying platform l0 includes a preferably disc-shaped platform member 12 upon which the pilot may stand or be otherwise positioned. I provide a suitable railing 14 preferably composed of lightweight tubing which extends upwardly from the platform member 12, and upon which is supported the instrument panel l6, having an ignition button l8 thereon for firing the jet engines. A throttle lever 20 is operatively associated with the instrument panel l6, and a collective pitch control stick 22 is disposed at the left side of the railing 14 and instrument panel l6, the pitch control stick 22 being mechanically coupled with the rotor blades in the manner hereinafter described in detail to permit the pitch of the rotor blades to be selectively varied to raise and lower the flying platform l0.

Extending downwardly from the center of the platform member 12 is a vertical shaft assembly 24, at the bottom of which is my landing gear assembly 26 which is integrally mounted in fixed relationship to the platform member 12. The landing gear assembly 26 preferably includes a pair of generally horizontal, spaced skids 28.

I provide a rotor hub 30 which is rotatably mounted on the vertical shaft assembly 24, with a pair of generally horizontal rotor shafts 32 and 34 extending in opposite directions outwardly from the hub 30. Rotor shafts 32 and 34 are rotatably mounted in respective bearing assemblies 36 and 38 in order to be rotatable about a generally horizontal line relative to the rotor hub 30 for pitch adjustment as hereinafter more fully described.

The rotor blades 40 and 42 are integrally mounted at the outer ends of the respective rotor shafts 32 and 34, and jet engines 44 and 46 are integrally mounted at the other ends of the respective rotor blades 40 and 42.

I presently prefer to employ jet engines 44 and 46 which burn liquid propane as a fuel, although it is to be understood that any suitable jet engines or fuels may be employed without departing from my present invention.

My fuel tank 48 is rotatably mounted on the vertical shaft assembly 24 above the rotor and below the platform member 12. Fuel tank 48 is preferably torus-shaped, and may be made of any suitable lightweight material, such as plastic impregnated fiber glass. Fuel tank 48 is mounted on a suitable support structure 50 that is rotatably mounted on the vertical shaft assembly 24 in the manner hereinafter more fully described.

I provide an azimuth control fin 52 which extends substantially horizontally rearwardly from the platform member 12, the fin 52 being mounted on substantially horizontal fin shaft 54 which is rotatable to provide the desired vertical tilting of the fin 52.

Fin shaft 54 is rotatably mounted in a suitable support bracket 56, and has a radially extending arm 58 integrally connected thereto, the arm 58 being connected at its other end to rod 60 which passes under platform member 12 and is operatively connected at its forward end to a suitable actuator pedal 62. It will be apparent that manipulaton of actuator pedal 62 by a foot of the operator will cause corresponding adjustment of the tilt of fin 52, to permit azimuthal control of the craft resulting from the force of downwardly flowing air on the fin 52.

Referring now particularly to FIGS. 3, 4 and 5 of the drawings, I provide a main vertical shaft 64 which is integrally attached to the platform member 12 at its top, and to the landing gear assembly 26 at its bottom.

A quill shaft 66 is rotatably mounted over the main shaft 64, having suitable upper and lower bearings 68 and 70, respectively.

My rotor hub 30 is mounted over the lower end of quill shaft 66, and directly above rotor hub 30, likewise mounted over quill shaft 66, is a central sleeve 72 which forms an integral, central part of the fuel tank support structure 50.

I provide a vertical key slot in quill shaft 66 which is opposite both the rotor hub 30 and the central fuel tank support sleeve 72, and I provide mating key slots 76 and 78 in the inner walls of rotor hub 30 and fuel tank support sleeve 72, respectively. In this manner, both the rotor hub 30 and the fuel tank support structure 50 are keyed directly to the quill shaft 66 so that quill shaft 66, the rotor assembly mounted on hub 30, and the fuel tank 48 and its supporting structure 50 all rotate synchronously.

I provide a pitch actuator sleeve 80 that is vertically slidably mounted over the upper portion of quill shaft 66. A vertical slot 82 in quill shaft 66 is engaged by a screw 84 through sleeve 80 to cause the pitch actuator sleeve 80 to rotate with quill shaft 66, even though it is vertically slidable relative to quill shaft 66.

Pitch links 86 and 88 are hingedly connected at their upper ends to respective ears 90 and 92 on opposite sides of pitch actuator sleeve 80 near the end thereof, the pitch links 86 and 88 being pivotally connected to respective horns 87 on rotor shafts 32 and 34, in the manner best shown in FIG. 3 of the drawings. By this construction, vertical sliding movement of pitch actuator sleeve 80 will adjust the collective pitch of the rotor blades 40 and 42.

I provided a pitch control ring 94 which is mounted over pitch actuator sleeve 80 near its upper end on a suitable bearing ring 96, whereby pitch actuator sleeve 80 will be free to rotate within ring 94 without rotation of ring 94.

The pitch actuator sleeve 80 and pitch control ring 94 are covered by a cylindrical cover member or "can" 98, which is provided with opposite vertical slots l00 through which lateral members l02 integrally attached to opposite sides of pitch control control ring 94 extend.

Link members l04 are pivotally connected to the outer ends of lateral members l02 and extend upwardly therefrom, being pivotally connected at their upper ends to respective lever arms l06 which are in turn fixedly mounted on coaxial tubular shafts l08,

Tubular shafts l08 are rotatably mounted in a fixed support post ll0 which is fixed in position relative to the platform member 12 and the main vertical shaft 64. The fixed support post ll0 also supports the tubular cover or "can" 98.

Lever arms ll2 integrally attached to the tubular shafts l08 are attached at their outer ends to the the lower end of collective pitch control rod ll4 which extends upwardly as best shown in FIG. 1 of the drawings, to be hingedly connected to the collective pitch control stick 22.

Maniuplation of the collective pitch control stick 22 to move the control rod ll4 will in turn move lever arms ll2, causing rotation of tubular shafts l08 and corresponding movement of lever arms l06, thereby causing vertical movement of link members l04, lateral members l02 and hence the pitch control ring 94. Such vertical movement of the pitch control ring 94 will cause a corresponding vertical movement of the pitch actuator sleeve 80 and the pitch links 86 and 88, thereby varying the collective pitch of the rotor blades 40 and 42 by rotating the rotor shafts 36 and 38 in opposite directions.

I provide a fuel actuator ring 116 which is vertically slidable over the outside of tubular cover or "can" 98, ring 116 being provided with an annular groove 118.

A fuel needle valve l20 is mounted on the fuel tank support structure 50 adjacent to fuel actuator ring ll6. Valve 120 is provided with a valve lever 122, the free end of which rides in the annular groove ll8, whereby vertical movement of the fuel actuator ring ll6 will move the fuel valve lever 122 to any desire desired position between the open and closed positions. It is to be noted that the fuel actuator ring ll6, while being vertically slidable over "can" 98, does not rotate relative to "can" 98.

A suitable fuel conduit 124 operatively connects the inside of fuel tank 48 with the inlet port of valve 120. A similar fuel conduit 126 is operatively connected to suitable fuel lines (not shown) extending outwardly through the rotor shafts 36 and 38 to the jet engines 44 and 46. Since the fuel tank 48 and valve 120 rotate synchronously with the rotor hub 30 and rotor shafts 32 and 34, the operative connections of the fuel conduit 126 from valve 120 to the fuel conduits (not who shown) leading outwardly along the rotor shafts 36 and 38 are not of any critical construction. However, if desired, the fuel line 126 may extend radially inwardly along one of the radial tubing members of the fuel tank support sleeve 72, from whence the fuel may be conducted downwardly through the inside of a suitable sealing ring (not shown) to the inside of hub 30, from which the fuel may be conducted radially outwardly through the rotor shafts 36 and 38.

Link members 128 are pivotally connected at their lower ends to opposite sides of fuel actuator ring ll6, the upper ends of links 128 being pivotally connected to levers 130 integrally mounted on shaft 132 which extends centrally through the tubular shafts l08. A suitable throttle cable or other linkage member l34 extends upwardly from a lever arm l3l integrally attached to one of the levers l30, the upper end of throttle cable 134 being operatively connected to the throttle lever 20 associated with the instrument panel l6.

It will be apparent that manipulation of the throttle lever 20 to cause vertical movement of throttle cable 134 will cause a corresponding movement of lever arm l3l and levers l30 to vertically shift the links 128 and the fuel actuator ring ll6. The actuator ring ll6 will correspondingly shift the position of fuel valve lever l22 to adjust the amount of fuel flow to the jet engines 44 and 46 from fuel tank 48.

Having described the details of construction of my present invention, and the manner in which the various individual components function, I will now briefly describe the overall operation of my present flying platform.

The operator mounts the platform member 12, preferably in a standing position because this permits the operator to shift his weight more easily as desired to control the direction of flight. The jet engines are then fired up by depressing the ignition button l8 on the instrument panel l6. When the engines have suitably warmed, the throttle lever 20 and the collective pitch control stick 22 are concurrently manipulated by opposite hands of the operator to provide the desired amount of vertical life for a vertical takeoff. However, throttle and pitch are linked together so as to compensate for extra fuel flow with increase of blade pitch, this linkage preferably being provided by means (not shown) for selectively mechanically locking the throttle lever 20 to pitch stick 22. The upward and downward movements of the craft are then controlled by suitable manipulation of the collective pitch control stick 22 and the throttle lever 20 at all times during flight.

The orientation of the platform 12 and of the operator may be simply controlled by merely manipulating the control fin actuator pedal 62 to adjust the tilting of the control fin 52. The only reaction torque in the system that must be compensated for by fin 52 is merely the very small amount of friction involved in the rotation of quill shaft 66 about the main vertical shaft 64, and also minute amounts of friction involved pitch actuator sleeve control ring 94 and the fuel valve lever l22 riding in the annular groove ll8. These are easily compensated for by the control fin 52.

In order for the pilot to fly in any particular direction, all the that is necessary is for the pilot to lean in that direction, thus shifting the center of gravity of the entire flying platform aircraft l0 in that direction, whereby part of the lifting force of the rotor blades 40 and 42 will be translated into a horizontal force in the direction in which the pilot leans. In this manner, the craft can be moved in any azimuthal direction, even backward, by a mere shifting of the operator's weight.

In order to land the craft, all that is necessary is to again manipulate the throttle lever 20 and the collective pitch control stick 22 in order to reduce the amount of lift provided by the rotor blades 40 and 42, whereby the craft will descend at the desired rate for the landing.

It will be apparent that I have provided a greatly simplified flying platform construction, requiring only one rotor member and only a single collective pitch control rather than counterrotating propellers with differentially adjustable pitches. It will also be apparent that my present apparatus is highly efficient, taking full advantage of the relatively large airfoils of the rotor blades 40 and 42, and not having any substantial interference with the downward flow of air created by the rotor blades 40 and 42.

My flying platform therefore has an increased carrying capacity, permitting it to carry greater payloads and to carry greater quantities of fuel, thus increasing the range.

By providing my rotating torus-shape fuel tank 48, I eliminate shifting of the center of gravity by sloshing of the liquid fuel as the fuel will be held firmly in a fixed annular position during flight of the aircraft because of centrifugal force. The rotating fuel and fuel tank 48 also provide a stabilizing gyroscopic action which further stabilizes my craft in flight.

It is to be understood that the form of my invention herein shown and described is my preferred embodiment and that various changes in the shape, size and arrangement of parts may be resorted to without departing from the spirit of my invention.

Claims

I claim:

1. A helicopter construction including a pilot support member, a fixed shaft integrally attached at its upper end to said support member and extending downwardly therefrom, a rotor hub rotatably mounted on said shaft, a pitch actuator sleeve rotatably and vertically slidably mounted on said shaft, said pitch actuator sleeve being mechanically coupled to said rotor hub to rotate synchronously therewith, a rotor blade member rotatably mounted on said rotor hub and extending radially outwardly from said hub, a link member connected at one end to sad said pitch actuator sleeve and at its other end to said rotor blade member at a point spaced from the center of rotation of said blade member on said rotor hub, whereby vertical movement of said pitch actuator sleeve will cause corresponding rotation of said blade member on said hub, pitch control means for vertically sliding said pitch actuator sleeve on said shaft to rotate said blade member and thereby adjust the pitch of said blade member, a jet engine mounted on said rotor member, a circularly arranged fuel tank means adapted to contain liquid fuel axially rotatably mounted on said shaft and mechanically coupled to said rotor hub to rotate synchronously therewith, and a fuel conduit from said fuel tank means to said rotor blade member to provide fuel to said jet engine.

2. The helicopter construction of claim in l in which said rotor hub and said fuel tank means are both mounted on said shaft below said pitch actuator sleeve.

3. The helicopter construction of claim l in which said fuel tank means is mounted on said shaft below said pitch actuator sleeve, and said rotor hub is mounted below said fuel tank means.

4. The helicopter construction of claim l in which a plurality of said blade members are rotatably mounted on said hub member, being spaced apart at regular intervals, each of said blade members being operatively connected in the same manner to said pitch actuator sleeve by a separate one of said link members, whereby vertical movement of said pitch actuator sleeve will adjust the collective pitch of said rotor members. 5The helicopter construction of claim l in which an elongated quill is rotatably mounted on said fixed shaft, said rotor hub and said fuel tank means being fixedly mounted on said quill shaft to rotate synchronously therewith, said pitch actuator sleeve being vertically slidably mounted on said quill shaft and keyed to said quill shaft against rotation relative

to said quill shaft. 6. The helicopter construction of claim 5 in which said rotor hub and said fuel tank means are both mounted on said quill

shaft below said pitch actuator sleeve. 7. The helicopter construction of claim 5 in which said fuel tank means is mounted on said quill shaft below said pitch actuator sleeve, and said rotor hub is mounted below said fuel

tank men means. 8. The helicopter construction of claim 5 in which a plurality of said blade members are rotatably mounted on said hub member, being spaced apart at regular intervals, each of said blade members being operatively connected in the same manner to said pitch actuator sleeve by a separate one of said link members whereby vertical movement of said pitch actuator sleeve will adjust the collective pitch of said rotor

members. 9. The helicopter construction of claim 5 in which a landing gear assembly is fixedly mounted on said fixed shaft below said quill shaft.

A helicopter construction including a pilot support member, a fixed shaft integrally attached at its upper end to said support member and extending downwardly therefrom, a pitch actuator sleeve rotatably and vertically slidably mounted on said shaft, a fuel tank support structure rotatably mounted on said shaft below said pitch actuator sleeve, a circular fuel tank adapted to contain liquid fuel axially mounted on said fuel tank support structure, a rotor hub rotatably mounted on said shaft below and said fuel tank support structure, a rotor blade member rotatably mounted on said rotor hub and extending radially outwardly from said hub, a jet engine mounted on said blade member, mechanical couplings between said pitch actuator sleeve, said fuel tank support structure and said rotor hub whereby these three members will rotate synchronously, a link member connected at one end to said pitch actuator sleeve and at its other end to said rotor blade member at a point spaced from the center of rotation of said blade member on said to rotor hub, whereby vertical movement of said pitch actuator sleeve will cause corresponding rotation of said blade member on said hub, a ring member within which said pitch actuator sleeve is rotatably mounted said ring and pitch actuator sleeve members being held in fixed vertical relationship with respect to each other, a downwardly opening cylindrical can fixedly mounted on said shaft and extending downwardly over said pitch actuator sleeve, means extending through an opening in said can operatively connected to said ring to vertically shift said ring and pitch actuator sleeve to control the pitch of said blade member, a fuel actuator ring vertically slidable and nonrotatable on the outside of said can, means operatively connected to said fuel actuator ring for vertically shifting said fuel actuator ring on said can, a fuel conduit from said fuel tank to said rotor blade member to provide the fuel to said jet engine, a fuel valve mounted on said fuel tank support structure and operatively disposed in said fuel conduit to control the flow of fuel through said fuel conduit, and a valve control lever mounted on said valve and annularly engaged by said fuel actuator ring whereby vertical movement of said fuel actuator ring will adjust the

position of said valve control lever. 11. A helicopter construction of claim l0 in which a quill shaft is rotatably mounted on said fixed shaft, a said rotor hub and said fuel tank support structure being fixedly mounted on said quill shaft and said pitch actuator sleeve being keyed to

said quill shaft. 12. The helicopter construction of claim ll in which a plurality of said blade members are rotatably mounted on said hub member, being spaced apart at regular intervals, each of said blade members being operatively connected in the same manner to said pitch actuator sleeve by a separate one of said link members, whereby vertical movement of said pitch actuator sleeve will adjust the collective pitch of said rotor members. 13The helicopter construction of claim 12 in which a landing gear assembly is fixedly mounted on said fixed shaft below said quill shaft and said rotor hub.