CA2214332A1 - Rotary wing unit - Google Patents
Rotary wing unit Download PDFInfo
- Publication number
- CA2214332A1 CA2214332A1 CA002214332A CA2214332A CA2214332A1 CA 2214332 A1 CA2214332 A1 CA 2214332A1 CA 002214332 A CA002214332 A CA 002214332A CA 2214332 A CA2214332 A CA 2214332A CA 2214332 A1 CA2214332 A1 CA 2214332A1
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- Canada
- Prior art keywords
- primary
- wing
- rotation
- wheel
- wheels
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
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- 230000033001 locomotion Effects 0.000 claims abstract description 27
- 230000000712 assembly Effects 0.000 claims abstract description 11
- 238000000429 assembly Methods 0.000 claims abstract description 11
- 238000011084 recovery Methods 0.000 abstract 1
- 239000013598 vector Substances 0.000 description 6
- 230000007423 decrease Effects 0.000 description 4
- 230000000694 effects Effects 0.000 description 2
- 239000000470 constituent Substances 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 230000005484 gravity Effects 0.000 description 1
- 230000003014 reinforcing effect Effects 0.000 description 1
- 230000000087 stabilizing effect Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C33/00—Ornithopters
- B64C33/02—Wings; Actuating mechanisms therefor
- B64C33/025—Wings; Actuating mechanisms therefor the entire wing moving either up or down
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C39/00—Aircraft not otherwise provided for
- B64C39/003—Aircraft not otherwise provided for with wings, paddle wheels, bladed wheels, moving or rotating in relation to the fuselage
- B64C39/005—Aircraft not otherwise provided for with wings, paddle wheels, bladed wheels, moving or rotating in relation to the fuselage about a horizontal transversal axis
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- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Toys (AREA)
Abstract
In this invention entitled Rotary Wing Unit 'Wing' specifies a mechanical assembly which has a certain functional resemblance to wings as found in nature: to generate force against air in the power stroke while passively slipping through air in the recovery stroke. This is achieved mechanically by causing wing-like assemblies to undergo two simultaneous and interdependent rotational motions which obey the functional specifications stated in the claim. Such a mechanical arrangement will generate a net force in a specific and controllable direction and is the embodiment of this invention.
Description
rotational motions which obey ~he functional specifica~;~n~
stated in the claim. Such a mechanic~l d~rangement will generate a net force in a sp~iric and controllable direction and is the ,~J~lment of this invention.
Specification The uniqueness of this invention is the manner in which the primary and secondary rotational motions act upon the wings so as to cause the wings to produce a net force in a specific and controllable direction while lateral forces cancel out. Such operation is achieved by obeying four functional specifications as stated in the claim. The nomenclature 'primary' and 'secondary' is used because the secondary rotations are direct mechanical consequences of the primary rotation.
The operation and make up of this invention is relatively simple in principle; mechanical wings are fixed at right angles to each other while being carried in a primary rotational motion which causes each wing to undergo secondary rotational motions in the opposite direction and at half the rotational rate.
The operational and mechanical description of this invention is developed with the aid of drawings. A list of these drawings begins on the next page. Angles subtended by counter clockwise motion are treated as positive (+) and angles subtended by clockwise motion are treated as negative (-). For consistency all the drawings are viewed from the observer's right and show the primary rotation as positive and therefore the secondary rotations as negative, but a negative primary and a positive secondary would be in all ways equally valid for the purposes of -this invention.
Designated parts are emphasi2ed in bold in the narrative in all cases where they appear in the reference drawing.
Drawing Figure Description 1 plan-oblique Rotations,+0~ primary,-0~ secondary 2 plan-oblique Rotations,+45~ primary,-22.5~ secondary 3 plan-oblique Rotations,+90~ primary,-45~ secondary 4 plan-oblique Rotations,+135~ primary,-67.5~ secondary plan-oblique Rotations,+45~ primary, -0~ secondary 6 plan-oblique Rotations,+45~ primary, -0~ secondary on right halves, -22.5~ secondary on left halves 7 Primary wheel assembly, oblique figure 7-I Primary wheel and wing shafts figure 7-II Orbital wheels; exploded figure 7-III Orbital wheels; installed 8 Primary wheel assembly with rims, oblique figure 8-I Rims; exploded figure 8-II Rims; installed 9 ~etail- rim and orbital wheel csgs, oblique lQ Primary assembly with translation wheels, oblique figure 10-I Translation wheels; exploded figure 10-II Translation wheels; installed 11 Primary assembly with wing wheels, oblique figure 11-I Wing wheels; exploded figure 11-II Wing wheels; installed Drawing Figure Description 12 Primary unit with top and bottom supports, oblique figure 12-I Top and bottom frames; exploded figure 12-II Top and bottom frames; installed 13 Primary unit completed, oblique figure 13-I Drive wheel added figure 13-II Wings added 14 Rotary wing vehicle, oblique Primary unit, plan figure 15-I Primary rotation 0~
figure 15-II Primary rotation +45 16 Primary unit, plan figure 16-I Rim rotation 0~
figure 16-II Rim rotation +45 Drawings 1 to 6 represent the operational elements of the invention with the mechanical details suppressed. Each drawing includes a plan view figure to illustrate wing positions and angles, and an oblique view figure to represent the unit in three dimensions. The.se drawing.s focus on the inter-relationship between the primary rotation and the subsequent secondary rotations. Drawings 1 to 4 illustrate the effects of primary rotation in +45~ increments. Drawings 5 and 6 illustrate the effects of changing the setting of the secondary rotation.
Drawings 7 to 14 represent the mechanical elements of a unit which will provide the operational characteristics outlined by drawings 1 to 6. Drawing 7 introduces the primary wheel and each subsequent drawing introduces and adds some basic mechanical elements, culminating in a complete machine in drawing 14. The figures in these drawings are shown in oblique view, and each additional mechanical part is generally introduced in 'exploded' format, and then integrated into the unit as if 'installed'.
Drawings 15 and 16 pull the operational and mechanical aspects of the invention together. They are plan view figures of the mechanical unit and illustrate the inter-relationship of mechanical movements. Drawing 15 is a restatement of drawings 1 and 2 showing the mechanical movements involved in +45~ of primary rotation. Drawing 16 looks at changing a secondary rotational setting, and relates this to what is seen in drawings 5 and 6.
The figures in the drawings have descriptive constructs super-imposed upon them to aid in the explanation of operation.
The.se are shown in da.shed lines. The mo.st important of these is H which represents the horizon and provides an ab.solute referençe in space against which to observe the movement and subsequent positioning and orientation of the wings and other components. H
is shown in every figure.
In drawings 1 to 6 the primary rotation is represented by a circle. This circle is the foundation of the invention, and it shall be seen that it is in fact a wheel, the primary wheel P, having as its center the point 1. The primary rotational motion takes place about this center.
In the plan view the wings W1 and W2 are viewed end on. In the oblique view it can be seen that each wing is comprised of a left half L and a right half R mounted on wing shafts 4 and 5.
The wing .shafts are loined at their mid-point.s to the primary wheel at points 2 and 3. The symmetrical arrangement of the wing halves on the shafts centered by the primary wheel balances the twi.sting forces generated by the wings as they are carried in the primary rotation around point 1.
In drawings 1 through ~ the plan views have vectors superimposed upon them. The vector line F represents the force being generated at wings 1 and 2. It is shown to scale to indicate the magnitude of the force being generated at each wing, and is taken to work at the normals, or perpendiculars, to the surfaces of each wing along the wing axes 4 and 5. The total absolute magnitude of the net force is a function of the wina area, the rate of rotation, and the air density.
As the wings are carried in a primary rotation the force generated at each wing will oscillate between a minimum force and a maximum force. The magnitude of the force at any point within a primary rotation will be a function of the angle ~ at which the wing finds itself relative to the direction of primary rotation.
The dashed line T represents the line tangent to the primary wheel at the points 2 and 3, and therefore represents alignment with the direction of primary rotation. The angle between F and T is indicated in the plan views of ~rawings 1 through 4.
When F aligns with T, i.e. angle ~ = 0~, then F is maximum.
When F is perpendicular to T, i.e. angle ~ = 90~, then F is minimum. This is a cosine function with cos ~ = F. Therefore~
at maximum force F = cos 0~ = 1 and at minimum force F = cos 3Q
-(') !
At any point in a primary rotation the force vector F can be seen a.s made up of vertical and horizontal components. For each wing these component.s of force are represented by the vector drawings Y and X. The vertical and horizontal components are defined relative ts the horizon H, with the Y components as perpendicular to the horizon and the X components parallel to the horizon. The magnitude of the Y components is a çosine function with Y = (F~cos~ and the magnitude of the X components is a sine function with X = (F)sin~.
The force vectors are calculated and drawn to scale in each plan figure of drawings 1 to 4, and are summarized on the following page.
In drawing 1 the primary rotational motion is indicated as being counter clockwise by the dashed arcs anchored at points 2 and 3. Such primary rotation will generate secondary motion.s of the wings on their shafts. This motion is indicated as being clockwise by the dashed circles centered around points 2 and 3.
Drawing 1 represents a point of tangential alignment as well as a crossing point of the horizon H. These points will be elaborated upon later.
In drawing 2 +45~ of primary motion and -22.5~ of secondary motion have taken place. Lateral forces X increase. The Y force at Wl decreases and the Y force at W2 increases.
In drawing 3 +90~ of primary motion and -45~ of secondary motion have taken place. ~ateral forces X are at maximum. The Y
force at W1 decreases and the Y force at W2 increases. It ~an be seen that the wings come clsse to colliding. It is at this critical point that the maximum wing width can be ascertained.
The wing width must be less than the product of the distance between points 2 and 3 and ~2, i.e. the effective diameter of the primary rotation and the square root of 2.
In drawing 4 +135~ of primary motion and -67.5~ of secondary motion have taken place. Lateral forces X decrease. The Y force at W1 decreases and the Y force at W~ increases.
~ummary of Figures 1 to 4 Dwg wing angle(~ force(F) X componen~ Y component cos~ (F~sin~ (F)cos~
1 W1 o~ +1 0 +1 W2 +90~ 0 0 0 o +1 net force 2 W1 -22.5~ +0.93 -0.35 +0.85 W2 +57.5~ +0.38 +0.35 +0.15 Q +1 net force 3 W1 -45~ +0.71 -0.5 +0.~5 W~ +45~ +0.71 +0.5 +0.5 0 +1 net force 4 W1 -57.5~ +0.38 -0.35 +0.15 W2 +22.5~ +0.92 +0.35 +0.85 0 +1 net force This illustrates that the Y axis components of force are reinforcing and together constitute a constant net force in a specified direction, and the X axis or lateral components of force are shown to be equal and opposite and together tend to cancel out.
~ rawings 1 to 4 are suffiGient to illustrate the characteristics of the entire primary rotational cycle. Looked at in +45~ increments an entire cycle may have required sixteen drawings, because each cycle repeats only after +720~ of primary rotation. However, the symmetrical nature of this invention makes this unnecessary. In +180~ of primary rotation wings 1 and 2 will have swapped positions, and this is symmetrical because wings 1 and 2 are identical to each other. In +360~ of primary rotation wings 1 and 2 will have returned to their initial positions as in drawing 1 but the two sides of each wing will have swapped positions, and this is symmetrical because the two sides of each wing are also identical.
Therefore, the rotary wings can be seen to generate a constant net force in a specified direction, and this constitutes the embodiment of this invention. In drawings 1 ~o 4 the specified direction is perpendicular to the horizon H. The net force seen to this point could be considered as lift with no directional component.
In drawing 1 the initial position represented is a special case. All the force is generated by one wing, and there are no lateral components of force. This is because the wing generating maximum force is perpendicular to the tangent T of the primary wheel and the wing generating minimum force is aligned with the it. This is a point of maximum-minimum tangential alignment.
Within each primary rotation each wing will undergo one maximum and one minimum point of tangential alignment.
Furthermore, in drawing 1 such tangential alignment is seen taking place at the point where the wing axes are crossing the horizon H. It is this circumstance which results in the net force being perpendicular to the horizon H, giving lift with no directional component.
Drawing.s 5 and ~ illustrate how directional control is achieved.
The case where tangential alignment takes place at the horizon is one in which the lift is purely vertical, and there is no directional component to the net force generated. In Drawing 5 the point of tangential alignment T is shown as rotated +45~
with respect to the horizon H. This is emphasized by dashed line A, which aligns with the plane surface of wing 1, and is seen as being at +45~ to the horizon. At maximum tangential alignment the vector of force F is no longer vertical as in drawing 1, but is rotated by +45~. As in drawing 1 there is only one component of force, but it can no longer be classified as a Y component, and so is designated gY.
In drawing 5 there has been a primary rotation of +45~. The nature of this machine is that such a primary rotational movement must give rise to -22.5~ of secondary rotation. What has happened in drawing 5 is that as a preliminary to this the secondary rotational orientation has been changed by +22.5~, resulting in an effective secondary rotation of 0~. This is why the wings remain in tangential alignment.
The point demonstrated in drawings 1 to 4 remains tnle. The net force in the subsequent stages of primary rotation will still be in a specified direction, and the lateral forces will continue to cancel, but with the initial conditions as shown in drawing 5 the net force will now be at a specified direction which is at an angle of +45~ to the horizon. In fact, by changing the orientation of the secondary rotations the angle of net force can be changed to any angle fEom 0~ to +/-360~ with respect to the horizon. In this way the unit is given unlimited directional control.
The ~situation represented by drawings 1 through 5 is in another sense a special ca.se a.s well. The left and right halve.s of the wings are shown to be aligned with each other. Generally the wing halves will be aligned, but steering is dependent on the wing halves having autonomous control. The left halves must remain at right angles to each other, and the right halves must also remain at right angles to each other! but each half can be independently set to any angle with respect to the horizon.
Drawing 6 shows that the left and right halves of the wings need not stay aligned to each other.
The left halves of the wings are in the same orientation as shown for both wing halves in drawing 2, which is a primary rotation of +45~, a consequential secondary rotation of-22.5~, and a resultant angle of +22.5~ to the horizon. This is indicated by the dashed line C, which aligns with the plane surface of the left half of wing 1, and is seen as being at +22.5~ to the horizon.
The right half is in the same orientation as shown for both wing halves in drawing 5, which is a primary rotation of +45~, a consequential secondary rotation of -22.5~, a secondary adjustment of +22.5~, and a resultant angle of +45~ to the horizon. This is indicated by the dashed line B, which aligns with the plane surface of the right half of wing 1, and is seen as being at +45~ to the horiz~n.
It is through controlling the orientation between the left and right halves of the wing assemblies that turning control is achieved. This is how the unit is steered.
rJp to this point the basic elements of the Rotary Wing have been described operationally. The operation is the consequence of obeying the functional specifications of the claim.
The mechanical means whereby such operational specifications may be achieved is the subject of drawings 7 to 14. The point at which the mechanical operation satisfie.s a functional specification of the claim will be noted.
Drawing 7 introduces the mechanical constituents of the primary wheel.
Figure 7-I is of the primary wheel P and the wing shafts 4 and 5, which form a rigid mechanical foundation upon which the unit is built. The primary wheel carries the wing shafts in a primary rotational motion centered at point 1. The axis of primary rotation is represented by the dashed line D. The dashed lines E and F represent the center lines of the wing shafts 4 and Figure 7-II is an exploded view introducing wheels 6/ 7, 8/and 9 and showing them aligned with E and F on either side of the primary wheel.
Figure 7-III shows these wheels 'installed' on the wing shafts. They are fixed in position on either side of the primary wheel, and are mounted in suçh a way that they turn freely on the wing shafts.
The fundamental concept of this mechanical arrangement is that the primary wheel, while centered by point 1, is not supported at point 1. The primary wheel is supported by the four wheels 6, 7, 8, and 9. They, in turn, are supported by and run in external 'rims' and in so doing carry the primary wheel with them as they orbit point 1. Hence the name orbital wheels.
In figure 7-III the dashed arcs indicate the primary direction of rotation and the dashed circles indicate the subsequent direction of rotation which the orbital wheels will undergo.
Drawing 8 introduces the rims 10 and 11 within which the orbital wheels will run carrying the primary wheel in the primary rotation.
In figure 8-I these rims are shown in exploded view aligned with the primary rotational axis center line D.
In figure 8-II the rims 10 and 11 are shown in the 'installed' position, closely positioned on either side of the primary wheel and acting to cradle the primary wheel and wing shafts. Orbital wheels 6 and 7 run on and orbit within rim 10, and orbital wheels 8 and 9 within rim 11.
Drawing 9 is a blown up view showing the detail of the orbital wheels and rim, and that they are cogged. The oblique view is cut away to show rims 10 and 11 ~radling the primary wheel P, with the cogged orbital wheel 6 meshing with the cogs rimming rim 10. The rim cogs are shown in cut away extended beyond the cut away ends of the rim body. The ratio of cogs is exactly 6:1 between rim 10 and wheel 6. Therefore, with each primary rotation of primary wheel P about center point 1 and axis D wheel 6 will make one orbit around rim 10, in which time wheel 6 will undergo 6 revolutions on its own axis E. The wing shaft 4 acts as an axle to wheel 6, and wheel 6 spins freely about shaft 4 which is rigidly fixed to the primary wheel. In summary, +360~
primary rotation results in -2160~ of orbital wheel rotation.
The cogs keep the wheels in lock with the rims.
Wheels 7, 8, and 9 are identical to wheel 6, and rim 11 i.s identical to rim 10.
The orbital wheels and the rims are cogged and in lock with each other. Similarly the t~anslation assembly must be cogged and in loçk with the orbital wheels and the wing wheels. The primary and drive wheels may or may not be cogged. They need not be in lock with each other.
Drawing 10 introduces the cogged translation assemblies 13 and 14 and axle 12. These assemblies are comprised of a larger diameter base wheel rigidly joined to a smaller diameter extruded center wheel. This is where the reduction between the primary rotational rate and the secondary rotational rate of the wings takes place.
In figure 10-I they are shown in exploded view aligned with the primary rotational axis center line D. Axle 12 installs in the hole at point 1 and ls centered in such a way that it can anchor wheels 13 and 14 at axis center line D while affording the three joined wheels 13, 14, and P complete rotational independence.
In figure 10-II the translation assemblies 13 and 14 and axle 12 are shown 'installed'. Axle 12 holds the translation wheels 13 and 14 on either side of the primary wheel P with the cogs of wheel.s 6 and 7 meshing with the cogs rimming the ba.se wheel of translation assembly 13, while on the far side and hidden from view the cogs of wheels 8 and 9 will mesh with the cogs rimming the base wheel of translation assembly 14. The dashed arcs indicate the directions of rotations on the visible side of the unit. A counter clockwise primary rotation is shown fsr P. Such a motion will cause the orbital wheels 6 and 7 to run in rim 10 with a clockwise rotation. The rims are shown as motionless. The translation assembly 13, which is held in place by axis 12 but spin.s freely upon it, will be caused to rotate in a counter clockwise direction by the orbital wheels which mesh with it.
The ratio of cogs is 4:1 between the base wheel of the tran.slation a.ssembly 13 and cogged wheels 6 and 7. The same is true for the ratio of cogs between the base wheel of translation assembly 14 and cogged wheels 8 and ~ on the side hidden from view, the left side. With each primary rotation of primary wheel P about center point 1 and axis D the orbital wheels 6, 7, 8, and 9 will make one orbit around rims 10 and 11 and will all undergo 6 revolutions on their own axes, and they will transfer this to translation a.ssemblies 13 and 14 at a ratio of 4:1. In summary, with each +360~ of primary rotation the cogged wheels will undergo -2160~ of rotation and will cause the translation assemblies 13 and 14 to undergo +540~ of rotation.
Dr~wing 11 introduces the four wing wheels. These receive the rotational mGtion from the extruded center wheel of the translation assembly. These wheels perform the final rotational translation from the primary rotation to the secondary rotation.
They also will anchor the wings, and will form a rigid assembly with the wings.
In figure 11-I an exploded view of the wing wheels 15 and 17 aligned with the wing shaft center line E and wing wheels 16 and 18 aligned with the wing shaft center line F. The dashed arcs indicate rotational direction for the primary, translation, and orbital wheels.
Figure 11-II shows the wing wheels 'installed'. The wing wheels are fixed in position on the wing axles in such a way that they rotate freely about and independently of the axle. The wing wheel meshes with and is rotationally controlled by the extruded center wheel of the translation a.ssemblies, with wing wheels 15 and 16 meshing with the extruded center wheel of translation assembly 13. ~n the other side and with only wing wheel 17 partially visible wheels 17 and 18 mesh with the extruded center part of translation assembly 14. The dashed arcs show rotational direction for the primary, translation, and wing wheels. The orbital wheels are hidden.
With each +360~ of primary rotation the orbital wheels will undergo -2160~ of rotation and will cause the translation assemblies to undergo +540~ of rotation. The extruded center wheel section of the translation assemblies has a ratio of 1:3 with the wing wheels, so the wings will undergo -180~.
Therefore/ +360~ of primary rotation results in -180 of secondary rotation and obeys functional specification 2 of the claim.
Drawing 12 introduces the frame which supports the unit.
In figure 12-I an exploded view of the top frame 19 and bottom frame 20 aligned vertically above and below the unit. The bottom frame has a slot in it which will accommodate the mechanism which drives the primary wheel. The dashed arcs indicate rotational direction for the primary, translation, and wing wheels.
Figure 12-II shows the unit 'installed' within the frames 19 and 20, which have been brought together so as to hold the entire unit by way of the rims 10 and 11. The rims fit within the frames in such a way as to be held firmly and securely, but still to have rotational motion. This rotation must be controllable, because it gives the ability to control the direction of the net force and this provides the ability to steer the unit. Among ways to provide rotational control of the rim.s within the frames are a pinion and gear system or a chain and sprocket system. The dashed arcs show rotational direction for the primary, translation, and wing wheels. The orbital wheels are hidden.
The rims are motionless.
Drawing 13 introduces the drive wheel and the wings.
Figure 13-I shows the unit with the drive wheel 21 'installed' within the frame 20 and driving the primary wheel directly. The dashed arcs show rotational direction for the drive wheel, and the resultant direction for primary, translation, and wing wheels The orbital wheels are hidden.
The rims are shown as motionless.
An alternative to a drive wheel would be a chain drive. In such a case the primary wheel would be a sprocket. The chain would girdle the primary wheel and feed through the slot in the bottom frame 20 to a sprocket driving wheel.
Figure 13-II shows the unit with the wings 'installed'. W1 is comprised of a left L and a right R surface. These surface.s will be structurally integrated with wheels 15 and 17. The win~
wheel and wing is anchored by the wing shaft, and the assembly is fixed to but spins freely on the wing shaft centered by axis E.
W2 is also comprised of a left L and a right R surface structurally integrated with wheels 16 and 18. The wing wheel and wing is anchored by the wing shaft, and the assembly is fixed to but spins freely on the wing shaft centered by axis F. W2 is mounted at right angles to W1, but otherwise they are identical.
This orientation of 90~ is kept in lock by the cogs and never changes between the left halves and the right halves. This obeys design specification 3 of the claim.
The dashed arcs show rotational direction for the drive wheel, and the resultant direction for primary, translation, and wing wheels. The orbital wheels are hidden. The rims are shown as motionless.
This describes the Rotary Wing Unit.
Drawing 14 shows what a cQmplete rotary wing unit in context may resemble. The structure 22 provides support for the driving wheel 21 and forms a rigid connection between the frame and the payload 23. Within the payload may be found the motor which powers the drive wheel. Other features of the payload depend on the scale of the vehicle.
Drawing 15 is a plan view of the mechanical model thus built up showing the complete Rotary Wing Unit and part of the drive wheel.
In figure 15-1 the triangle attached to rim 10 is set at a reference point of rotation 0. The dashed line shows the initial position of this assembly. This is identical to the initial position of Drawing 1 and the wings are in tangential alignment at the crossing point of horizon H.
Figure 15-II shows the unit with the primary wheel rotated +45~. This amount of Primary wheel rotation against a motionless rim will result in -270~ of orbital wheel rotation leading to +67.5~ of translation assembly rotation and -22.5~ of wing rotation. The left half of W1 is equally affected by primary wheel rotation as the right half. In this way the wing halves are coordinated. This is identical to Drawing 2.
This obeys functional specifications 1 and 2 of the claim.
Drawing 16 repeats the plan view of the mechanical model.
In figure 16-I the triangle on rim 10 shows the rim to be set at a reference point 0 of rotation. The dashed line on translation assembly 13 shows the initial position of this assembly. Figure 16-1 is identical to Drawing 1 and the wings are in tangential alignment at the crossing point of horizon H.
Figure 16-II shows the unit with triangle and rim 10 rotated +45~. There is no primary wheel rotation. With the primary wheel stationary +45~ of rim rotation will result in +270~ of orbital wheel rotation causing -67.5~ of translation assembly rotation and +22.5~ of wing rotation. The left half of wn was not moved because rim 11 is statisnary. In figure 16-II the right wing half is identical to both wing halves of Drawing 5 but viewed -45~ of primary rotation earlier at the crossing point of the horizon H.
The independent control of the secondary rotation orientation for each wing half obeys functional specification 4 in the claim.
The Rotary Wing Unit is in some ways comparable in function to the rotors of a helicopter. The Rotary Wing Unit rotates in a vertical plane while the helicopter rotors rotate in a horizontal plane.
In the helicopter the horizontal torque generated by the rotational drive of the rotors must be countered by a stabilizing tail rotor mounted in opposition to this torque at the end of a mechanical tail assembly.
In the vertical architecture of the Rotary Wing Unit the torque generated by the rotational drive of the unit can be countered by gravity. The payload acts as a counterweight to the vertically oriented torque.
Drawings
stated in the claim. Such a mechanic~l d~rangement will generate a net force in a sp~iric and controllable direction and is the ,~J~lment of this invention.
Specification The uniqueness of this invention is the manner in which the primary and secondary rotational motions act upon the wings so as to cause the wings to produce a net force in a specific and controllable direction while lateral forces cancel out. Such operation is achieved by obeying four functional specifications as stated in the claim. The nomenclature 'primary' and 'secondary' is used because the secondary rotations are direct mechanical consequences of the primary rotation.
The operation and make up of this invention is relatively simple in principle; mechanical wings are fixed at right angles to each other while being carried in a primary rotational motion which causes each wing to undergo secondary rotational motions in the opposite direction and at half the rotational rate.
The operational and mechanical description of this invention is developed with the aid of drawings. A list of these drawings begins on the next page. Angles subtended by counter clockwise motion are treated as positive (+) and angles subtended by clockwise motion are treated as negative (-). For consistency all the drawings are viewed from the observer's right and show the primary rotation as positive and therefore the secondary rotations as negative, but a negative primary and a positive secondary would be in all ways equally valid for the purposes of -this invention.
Designated parts are emphasi2ed in bold in the narrative in all cases where they appear in the reference drawing.
Drawing Figure Description 1 plan-oblique Rotations,+0~ primary,-0~ secondary 2 plan-oblique Rotations,+45~ primary,-22.5~ secondary 3 plan-oblique Rotations,+90~ primary,-45~ secondary 4 plan-oblique Rotations,+135~ primary,-67.5~ secondary plan-oblique Rotations,+45~ primary, -0~ secondary 6 plan-oblique Rotations,+45~ primary, -0~ secondary on right halves, -22.5~ secondary on left halves 7 Primary wheel assembly, oblique figure 7-I Primary wheel and wing shafts figure 7-II Orbital wheels; exploded figure 7-III Orbital wheels; installed 8 Primary wheel assembly with rims, oblique figure 8-I Rims; exploded figure 8-II Rims; installed 9 ~etail- rim and orbital wheel csgs, oblique lQ Primary assembly with translation wheels, oblique figure 10-I Translation wheels; exploded figure 10-II Translation wheels; installed 11 Primary assembly with wing wheels, oblique figure 11-I Wing wheels; exploded figure 11-II Wing wheels; installed Drawing Figure Description 12 Primary unit with top and bottom supports, oblique figure 12-I Top and bottom frames; exploded figure 12-II Top and bottom frames; installed 13 Primary unit completed, oblique figure 13-I Drive wheel added figure 13-II Wings added 14 Rotary wing vehicle, oblique Primary unit, plan figure 15-I Primary rotation 0~
figure 15-II Primary rotation +45 16 Primary unit, plan figure 16-I Rim rotation 0~
figure 16-II Rim rotation +45 Drawings 1 to 6 represent the operational elements of the invention with the mechanical details suppressed. Each drawing includes a plan view figure to illustrate wing positions and angles, and an oblique view figure to represent the unit in three dimensions. The.se drawing.s focus on the inter-relationship between the primary rotation and the subsequent secondary rotations. Drawings 1 to 4 illustrate the effects of primary rotation in +45~ increments. Drawings 5 and 6 illustrate the effects of changing the setting of the secondary rotation.
Drawings 7 to 14 represent the mechanical elements of a unit which will provide the operational characteristics outlined by drawings 1 to 6. Drawing 7 introduces the primary wheel and each subsequent drawing introduces and adds some basic mechanical elements, culminating in a complete machine in drawing 14. The figures in these drawings are shown in oblique view, and each additional mechanical part is generally introduced in 'exploded' format, and then integrated into the unit as if 'installed'.
Drawings 15 and 16 pull the operational and mechanical aspects of the invention together. They are plan view figures of the mechanical unit and illustrate the inter-relationship of mechanical movements. Drawing 15 is a restatement of drawings 1 and 2 showing the mechanical movements involved in +45~ of primary rotation. Drawing 16 looks at changing a secondary rotational setting, and relates this to what is seen in drawings 5 and 6.
The figures in the drawings have descriptive constructs super-imposed upon them to aid in the explanation of operation.
The.se are shown in da.shed lines. The mo.st important of these is H which represents the horizon and provides an ab.solute referençe in space against which to observe the movement and subsequent positioning and orientation of the wings and other components. H
is shown in every figure.
In drawings 1 to 6 the primary rotation is represented by a circle. This circle is the foundation of the invention, and it shall be seen that it is in fact a wheel, the primary wheel P, having as its center the point 1. The primary rotational motion takes place about this center.
In the plan view the wings W1 and W2 are viewed end on. In the oblique view it can be seen that each wing is comprised of a left half L and a right half R mounted on wing shafts 4 and 5.
The wing .shafts are loined at their mid-point.s to the primary wheel at points 2 and 3. The symmetrical arrangement of the wing halves on the shafts centered by the primary wheel balances the twi.sting forces generated by the wings as they are carried in the primary rotation around point 1.
In drawings 1 through ~ the plan views have vectors superimposed upon them. The vector line F represents the force being generated at wings 1 and 2. It is shown to scale to indicate the magnitude of the force being generated at each wing, and is taken to work at the normals, or perpendiculars, to the surfaces of each wing along the wing axes 4 and 5. The total absolute magnitude of the net force is a function of the wina area, the rate of rotation, and the air density.
As the wings are carried in a primary rotation the force generated at each wing will oscillate between a minimum force and a maximum force. The magnitude of the force at any point within a primary rotation will be a function of the angle ~ at which the wing finds itself relative to the direction of primary rotation.
The dashed line T represents the line tangent to the primary wheel at the points 2 and 3, and therefore represents alignment with the direction of primary rotation. The angle between F and T is indicated in the plan views of ~rawings 1 through 4.
When F aligns with T, i.e. angle ~ = 0~, then F is maximum.
When F is perpendicular to T, i.e. angle ~ = 90~, then F is minimum. This is a cosine function with cos ~ = F. Therefore~
at maximum force F = cos 0~ = 1 and at minimum force F = cos 3Q
-(') !
At any point in a primary rotation the force vector F can be seen a.s made up of vertical and horizontal components. For each wing these component.s of force are represented by the vector drawings Y and X. The vertical and horizontal components are defined relative ts the horizon H, with the Y components as perpendicular to the horizon and the X components parallel to the horizon. The magnitude of the Y components is a çosine function with Y = (F~cos~ and the magnitude of the X components is a sine function with X = (F)sin~.
The force vectors are calculated and drawn to scale in each plan figure of drawings 1 to 4, and are summarized on the following page.
In drawing 1 the primary rotational motion is indicated as being counter clockwise by the dashed arcs anchored at points 2 and 3. Such primary rotation will generate secondary motion.s of the wings on their shafts. This motion is indicated as being clockwise by the dashed circles centered around points 2 and 3.
Drawing 1 represents a point of tangential alignment as well as a crossing point of the horizon H. These points will be elaborated upon later.
In drawing 2 +45~ of primary motion and -22.5~ of secondary motion have taken place. Lateral forces X increase. The Y force at Wl decreases and the Y force at W2 increases.
In drawing 3 +90~ of primary motion and -45~ of secondary motion have taken place. ~ateral forces X are at maximum. The Y
force at W1 decreases and the Y force at W2 increases. It ~an be seen that the wings come clsse to colliding. It is at this critical point that the maximum wing width can be ascertained.
The wing width must be less than the product of the distance between points 2 and 3 and ~2, i.e. the effective diameter of the primary rotation and the square root of 2.
In drawing 4 +135~ of primary motion and -67.5~ of secondary motion have taken place. Lateral forces X decrease. The Y force at W1 decreases and the Y force at W~ increases.
~ummary of Figures 1 to 4 Dwg wing angle(~ force(F) X componen~ Y component cos~ (F~sin~ (F)cos~
1 W1 o~ +1 0 +1 W2 +90~ 0 0 0 o +1 net force 2 W1 -22.5~ +0.93 -0.35 +0.85 W2 +57.5~ +0.38 +0.35 +0.15 Q +1 net force 3 W1 -45~ +0.71 -0.5 +0.~5 W~ +45~ +0.71 +0.5 +0.5 0 +1 net force 4 W1 -57.5~ +0.38 -0.35 +0.15 W2 +22.5~ +0.92 +0.35 +0.85 0 +1 net force This illustrates that the Y axis components of force are reinforcing and together constitute a constant net force in a specified direction, and the X axis or lateral components of force are shown to be equal and opposite and together tend to cancel out.
~ rawings 1 to 4 are suffiGient to illustrate the characteristics of the entire primary rotational cycle. Looked at in +45~ increments an entire cycle may have required sixteen drawings, because each cycle repeats only after +720~ of primary rotation. However, the symmetrical nature of this invention makes this unnecessary. In +180~ of primary rotation wings 1 and 2 will have swapped positions, and this is symmetrical because wings 1 and 2 are identical to each other. In +360~ of primary rotation wings 1 and 2 will have returned to their initial positions as in drawing 1 but the two sides of each wing will have swapped positions, and this is symmetrical because the two sides of each wing are also identical.
Therefore, the rotary wings can be seen to generate a constant net force in a specified direction, and this constitutes the embodiment of this invention. In drawings 1 ~o 4 the specified direction is perpendicular to the horizon H. The net force seen to this point could be considered as lift with no directional component.
In drawing 1 the initial position represented is a special case. All the force is generated by one wing, and there are no lateral components of force. This is because the wing generating maximum force is perpendicular to the tangent T of the primary wheel and the wing generating minimum force is aligned with the it. This is a point of maximum-minimum tangential alignment.
Within each primary rotation each wing will undergo one maximum and one minimum point of tangential alignment.
Furthermore, in drawing 1 such tangential alignment is seen taking place at the point where the wing axes are crossing the horizon H. It is this circumstance which results in the net force being perpendicular to the horizon H, giving lift with no directional component.
Drawing.s 5 and ~ illustrate how directional control is achieved.
The case where tangential alignment takes place at the horizon is one in which the lift is purely vertical, and there is no directional component to the net force generated. In Drawing 5 the point of tangential alignment T is shown as rotated +45~
with respect to the horizon H. This is emphasized by dashed line A, which aligns with the plane surface of wing 1, and is seen as being at +45~ to the horizon. At maximum tangential alignment the vector of force F is no longer vertical as in drawing 1, but is rotated by +45~. As in drawing 1 there is only one component of force, but it can no longer be classified as a Y component, and so is designated gY.
In drawing 5 there has been a primary rotation of +45~. The nature of this machine is that such a primary rotational movement must give rise to -22.5~ of secondary rotation. What has happened in drawing 5 is that as a preliminary to this the secondary rotational orientation has been changed by +22.5~, resulting in an effective secondary rotation of 0~. This is why the wings remain in tangential alignment.
The point demonstrated in drawings 1 to 4 remains tnle. The net force in the subsequent stages of primary rotation will still be in a specified direction, and the lateral forces will continue to cancel, but with the initial conditions as shown in drawing 5 the net force will now be at a specified direction which is at an angle of +45~ to the horizon. In fact, by changing the orientation of the secondary rotations the angle of net force can be changed to any angle fEom 0~ to +/-360~ with respect to the horizon. In this way the unit is given unlimited directional control.
The ~situation represented by drawings 1 through 5 is in another sense a special ca.se a.s well. The left and right halve.s of the wings are shown to be aligned with each other. Generally the wing halves will be aligned, but steering is dependent on the wing halves having autonomous control. The left halves must remain at right angles to each other, and the right halves must also remain at right angles to each other! but each half can be independently set to any angle with respect to the horizon.
Drawing 6 shows that the left and right halves of the wings need not stay aligned to each other.
The left halves of the wings are in the same orientation as shown for both wing halves in drawing 2, which is a primary rotation of +45~, a consequential secondary rotation of-22.5~, and a resultant angle of +22.5~ to the horizon. This is indicated by the dashed line C, which aligns with the plane surface of the left half of wing 1, and is seen as being at +22.5~ to the horizon.
The right half is in the same orientation as shown for both wing halves in drawing 5, which is a primary rotation of +45~, a consequential secondary rotation of -22.5~, a secondary adjustment of +22.5~, and a resultant angle of +45~ to the horizon. This is indicated by the dashed line B, which aligns with the plane surface of the right half of wing 1, and is seen as being at +45~ to the horiz~n.
It is through controlling the orientation between the left and right halves of the wing assemblies that turning control is achieved. This is how the unit is steered.
rJp to this point the basic elements of the Rotary Wing have been described operationally. The operation is the consequence of obeying the functional specifications of the claim.
The mechanical means whereby such operational specifications may be achieved is the subject of drawings 7 to 14. The point at which the mechanical operation satisfie.s a functional specification of the claim will be noted.
Drawing 7 introduces the mechanical constituents of the primary wheel.
Figure 7-I is of the primary wheel P and the wing shafts 4 and 5, which form a rigid mechanical foundation upon which the unit is built. The primary wheel carries the wing shafts in a primary rotational motion centered at point 1. The axis of primary rotation is represented by the dashed line D. The dashed lines E and F represent the center lines of the wing shafts 4 and Figure 7-II is an exploded view introducing wheels 6/ 7, 8/and 9 and showing them aligned with E and F on either side of the primary wheel.
Figure 7-III shows these wheels 'installed' on the wing shafts. They are fixed in position on either side of the primary wheel, and are mounted in suçh a way that they turn freely on the wing shafts.
The fundamental concept of this mechanical arrangement is that the primary wheel, while centered by point 1, is not supported at point 1. The primary wheel is supported by the four wheels 6, 7, 8, and 9. They, in turn, are supported by and run in external 'rims' and in so doing carry the primary wheel with them as they orbit point 1. Hence the name orbital wheels.
In figure 7-III the dashed arcs indicate the primary direction of rotation and the dashed circles indicate the subsequent direction of rotation which the orbital wheels will undergo.
Drawing 8 introduces the rims 10 and 11 within which the orbital wheels will run carrying the primary wheel in the primary rotation.
In figure 8-I these rims are shown in exploded view aligned with the primary rotational axis center line D.
In figure 8-II the rims 10 and 11 are shown in the 'installed' position, closely positioned on either side of the primary wheel and acting to cradle the primary wheel and wing shafts. Orbital wheels 6 and 7 run on and orbit within rim 10, and orbital wheels 8 and 9 within rim 11.
Drawing 9 is a blown up view showing the detail of the orbital wheels and rim, and that they are cogged. The oblique view is cut away to show rims 10 and 11 ~radling the primary wheel P, with the cogged orbital wheel 6 meshing with the cogs rimming rim 10. The rim cogs are shown in cut away extended beyond the cut away ends of the rim body. The ratio of cogs is exactly 6:1 between rim 10 and wheel 6. Therefore, with each primary rotation of primary wheel P about center point 1 and axis D wheel 6 will make one orbit around rim 10, in which time wheel 6 will undergo 6 revolutions on its own axis E. The wing shaft 4 acts as an axle to wheel 6, and wheel 6 spins freely about shaft 4 which is rigidly fixed to the primary wheel. In summary, +360~
primary rotation results in -2160~ of orbital wheel rotation.
The cogs keep the wheels in lock with the rims.
Wheels 7, 8, and 9 are identical to wheel 6, and rim 11 i.s identical to rim 10.
The orbital wheels and the rims are cogged and in lock with each other. Similarly the t~anslation assembly must be cogged and in loçk with the orbital wheels and the wing wheels. The primary and drive wheels may or may not be cogged. They need not be in lock with each other.
Drawing 10 introduces the cogged translation assemblies 13 and 14 and axle 12. These assemblies are comprised of a larger diameter base wheel rigidly joined to a smaller diameter extruded center wheel. This is where the reduction between the primary rotational rate and the secondary rotational rate of the wings takes place.
In figure 10-I they are shown in exploded view aligned with the primary rotational axis center line D. Axle 12 installs in the hole at point 1 and ls centered in such a way that it can anchor wheels 13 and 14 at axis center line D while affording the three joined wheels 13, 14, and P complete rotational independence.
In figure 10-II the translation assemblies 13 and 14 and axle 12 are shown 'installed'. Axle 12 holds the translation wheels 13 and 14 on either side of the primary wheel P with the cogs of wheel.s 6 and 7 meshing with the cogs rimming the ba.se wheel of translation assembly 13, while on the far side and hidden from view the cogs of wheels 8 and 9 will mesh with the cogs rimming the base wheel of translation assembly 14. The dashed arcs indicate the directions of rotations on the visible side of the unit. A counter clockwise primary rotation is shown fsr P. Such a motion will cause the orbital wheels 6 and 7 to run in rim 10 with a clockwise rotation. The rims are shown as motionless. The translation assembly 13, which is held in place by axis 12 but spin.s freely upon it, will be caused to rotate in a counter clockwise direction by the orbital wheels which mesh with it.
The ratio of cogs is 4:1 between the base wheel of the tran.slation a.ssembly 13 and cogged wheels 6 and 7. The same is true for the ratio of cogs between the base wheel of translation assembly 14 and cogged wheels 8 and ~ on the side hidden from view, the left side. With each primary rotation of primary wheel P about center point 1 and axis D the orbital wheels 6, 7, 8, and 9 will make one orbit around rims 10 and 11 and will all undergo 6 revolutions on their own axes, and they will transfer this to translation a.ssemblies 13 and 14 at a ratio of 4:1. In summary, with each +360~ of primary rotation the cogged wheels will undergo -2160~ of rotation and will cause the translation assemblies 13 and 14 to undergo +540~ of rotation.
Dr~wing 11 introduces the four wing wheels. These receive the rotational mGtion from the extruded center wheel of the translation assembly. These wheels perform the final rotational translation from the primary rotation to the secondary rotation.
They also will anchor the wings, and will form a rigid assembly with the wings.
In figure 11-I an exploded view of the wing wheels 15 and 17 aligned with the wing shaft center line E and wing wheels 16 and 18 aligned with the wing shaft center line F. The dashed arcs indicate rotational direction for the primary, translation, and orbital wheels.
Figure 11-II shows the wing wheels 'installed'. The wing wheels are fixed in position on the wing axles in such a way that they rotate freely about and independently of the axle. The wing wheel meshes with and is rotationally controlled by the extruded center wheel of the translation a.ssemblies, with wing wheels 15 and 16 meshing with the extruded center wheel of translation assembly 13. ~n the other side and with only wing wheel 17 partially visible wheels 17 and 18 mesh with the extruded center part of translation assembly 14. The dashed arcs show rotational direction for the primary, translation, and wing wheels. The orbital wheels are hidden.
With each +360~ of primary rotation the orbital wheels will undergo -2160~ of rotation and will cause the translation assemblies to undergo +540~ of rotation. The extruded center wheel section of the translation assemblies has a ratio of 1:3 with the wing wheels, so the wings will undergo -180~.
Therefore/ +360~ of primary rotation results in -180 of secondary rotation and obeys functional specification 2 of the claim.
Drawing 12 introduces the frame which supports the unit.
In figure 12-I an exploded view of the top frame 19 and bottom frame 20 aligned vertically above and below the unit. The bottom frame has a slot in it which will accommodate the mechanism which drives the primary wheel. The dashed arcs indicate rotational direction for the primary, translation, and wing wheels.
Figure 12-II shows the unit 'installed' within the frames 19 and 20, which have been brought together so as to hold the entire unit by way of the rims 10 and 11. The rims fit within the frames in such a way as to be held firmly and securely, but still to have rotational motion. This rotation must be controllable, because it gives the ability to control the direction of the net force and this provides the ability to steer the unit. Among ways to provide rotational control of the rim.s within the frames are a pinion and gear system or a chain and sprocket system. The dashed arcs show rotational direction for the primary, translation, and wing wheels. The orbital wheels are hidden.
The rims are motionless.
Drawing 13 introduces the drive wheel and the wings.
Figure 13-I shows the unit with the drive wheel 21 'installed' within the frame 20 and driving the primary wheel directly. The dashed arcs show rotational direction for the drive wheel, and the resultant direction for primary, translation, and wing wheels The orbital wheels are hidden.
The rims are shown as motionless.
An alternative to a drive wheel would be a chain drive. In such a case the primary wheel would be a sprocket. The chain would girdle the primary wheel and feed through the slot in the bottom frame 20 to a sprocket driving wheel.
Figure 13-II shows the unit with the wings 'installed'. W1 is comprised of a left L and a right R surface. These surface.s will be structurally integrated with wheels 15 and 17. The win~
wheel and wing is anchored by the wing shaft, and the assembly is fixed to but spins freely on the wing shaft centered by axis E.
W2 is also comprised of a left L and a right R surface structurally integrated with wheels 16 and 18. The wing wheel and wing is anchored by the wing shaft, and the assembly is fixed to but spins freely on the wing shaft centered by axis F. W2 is mounted at right angles to W1, but otherwise they are identical.
This orientation of 90~ is kept in lock by the cogs and never changes between the left halves and the right halves. This obeys design specification 3 of the claim.
The dashed arcs show rotational direction for the drive wheel, and the resultant direction for primary, translation, and wing wheels. The orbital wheels are hidden. The rims are shown as motionless.
This describes the Rotary Wing Unit.
Drawing 14 shows what a cQmplete rotary wing unit in context may resemble. The structure 22 provides support for the driving wheel 21 and forms a rigid connection between the frame and the payload 23. Within the payload may be found the motor which powers the drive wheel. Other features of the payload depend on the scale of the vehicle.
Drawing 15 is a plan view of the mechanical model thus built up showing the complete Rotary Wing Unit and part of the drive wheel.
In figure 15-1 the triangle attached to rim 10 is set at a reference point of rotation 0. The dashed line shows the initial position of this assembly. This is identical to the initial position of Drawing 1 and the wings are in tangential alignment at the crossing point of horizon H.
Figure 15-II shows the unit with the primary wheel rotated +45~. This amount of Primary wheel rotation against a motionless rim will result in -270~ of orbital wheel rotation leading to +67.5~ of translation assembly rotation and -22.5~ of wing rotation. The left half of W1 is equally affected by primary wheel rotation as the right half. In this way the wing halves are coordinated. This is identical to Drawing 2.
This obeys functional specifications 1 and 2 of the claim.
Drawing 16 repeats the plan view of the mechanical model.
In figure 16-I the triangle on rim 10 shows the rim to be set at a reference point 0 of rotation. The dashed line on translation assembly 13 shows the initial position of this assembly. Figure 16-1 is identical to Drawing 1 and the wings are in tangential alignment at the crossing point of horizon H.
Figure 16-II shows the unit with triangle and rim 10 rotated +45~. There is no primary wheel rotation. With the primary wheel stationary +45~ of rim rotation will result in +270~ of orbital wheel rotation causing -67.5~ of translation assembly rotation and +22.5~ of wing rotation. The left half of wn was not moved because rim 11 is statisnary. In figure 16-II the right wing half is identical to both wing halves of Drawing 5 but viewed -45~ of primary rotation earlier at the crossing point of the horizon H.
The independent control of the secondary rotation orientation for each wing half obeys functional specification 4 in the claim.
The Rotary Wing Unit is in some ways comparable in function to the rotors of a helicopter. The Rotary Wing Unit rotates in a vertical plane while the helicopter rotors rotate in a horizontal plane.
In the helicopter the horizontal torque generated by the rotational drive of the rotors must be countered by a stabilizing tail rotor mounted in opposition to this torque at the end of a mechanical tail assembly.
In the vertical architecture of the Rotary Wing Unit the torque generated by the rotational drive of the unit can be countered by gravity. The payload acts as a counterweight to the vertically oriented torque.
Drawings
Claims (4)
1. The wings are carried in a primary rotation around a center point of rotation.
2. While being carried around the center point of rotation in the primary rotational motion, and as a consequence of this motion, the wings are made to rotate upon their own axes in a secondary rotation which must be exactly half the rate of and in the opposite direction to the primary rotational motion.
3. The left halves of the wing assemblies must always be at right angles with respect to each other, and the right halves of the wing assemblies must always be at right angles with respect to each other.
4. The left and right halves of the wing assemblies may be set to any angle with respect to an absolute reference, and this angle can be set independently for the right halves and the left halves.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002214332A CA2214332A1 (en) | 1997-10-20 | 1997-10-20 | Rotary wing unit |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002214332A CA2214332A1 (en) | 1997-10-20 | 1997-10-20 | Rotary wing unit |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2214332A1 true CA2214332A1 (en) | 1999-04-20 |
Family
ID=4161377
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002214332A Abandoned CA2214332A1 (en) | 1997-10-20 | 1997-10-20 | Rotary wing unit |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2214332A1 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US9394049B1 (en) | 2012-10-26 | 2016-07-19 | Mahmoud Nourollah | Propulsion device |
| CN111361369A (en) * | 2020-04-23 | 2020-07-03 | 苏德海 | Flying automobile |
-
1997
- 1997-10-20 CA CA002214332A patent/CA2214332A1/en not_active Abandoned
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US9394049B1 (en) | 2012-10-26 | 2016-07-19 | Mahmoud Nourollah | Propulsion device |
| CN111361369A (en) * | 2020-04-23 | 2020-07-03 | 苏德海 | Flying automobile |
| CN111361369B (en) * | 2020-04-23 | 2022-06-10 | 苏德海 | Flying automobile |
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|---|---|---|---|
| EEER | Examination request | ||
| FZDE | Discontinued |