DE100398C - - Google Patents

Description

IMPERIAL

PATENT OFFICE.

The present invention has a flying machine as an object in which the fuselage and the large supporting sail, which is approximately parallel to the transverse and longitudinal axis of the same form a rigid whole. The locomotion of this machine in the air is said to be in the following Way to take place.

The machine received an impulse to move, by virtue of which it was able to look askew moved up and forward. Take it for a moment for the sake of simplicity indicates that the point of application of the air resistance exerted on the machine is immovable in the longitudinal axis of the machine and slightly behind the one in the same axis When the center of gravity of the machine as a whole lies, it is immediately apparent that the machine is itself will move so that its longitudinal axis is always the tangent to the trajectory of the center of gravity will form, and therefore also the support sail of the tangent of the center of gravity trajectory always fit exactly. This trajectory naturally consists of an ascending and a descending branch; in the former, the longitudinal axis of the machine is oblique to the front and upwards, in the latter directed obliquely forwards and downwards. If you now run on one Place the descending branch of the trajectory on the machine one outside of its center of gravity acting force, which turns the longitudinal axis of the machine upwards again obliquely, exerts air resistance The underside of the support sail exerts an upward pressure that is a deflection of the center of gravity strives upwards from its trajectory and continues to work until the longitudinal axis of the machine coincides again with the tangent of the center of gravity trajectory, d. H. until the latter is directed forwards and upwards again; if this is achieved, it is located the machine is again in the initial state assumed above, and its center of gravity is again in the ascending position Branch of a trajectory.

By repeating the processes described, the machine is therefore caused to so that its center of gravity follows a series of trajectories by always at one point of the descending branch of a flight path by corresponding rotation the longitudinal axis of the machine in the ascending branch of the next trajectory will. Needless to say, if this movement extends over a long period of time should, a power source located on the machine draws on the living power of the machine constant height.

The above-mentioned rotation of the longitudinal axis of the machine can be in any Wise produced, for example by corresponding rotation of a usual Auxiliary sail surface parallel to the longitudinal and transverse axis of the machine - the so-called Tilting rudder - around an axis parallel to the transverse axis of the machine.

The assumption made above that the point of application of air resistance that the whole machine is immovably fixed, does not apply in practice. This point of attack shifts further forward, the smaller the angle of inclination between the longitudinal axis and flight path tangent is. He will

therefore furthest at the beginning of the above-mentioned temporary rotation of the longitudinal axis come to lie forward and, as you continue to rotate, gradually move backwards. This fact is used in the present invention to facilitate and regulate the rotational movement of the longitudinal axis. You put the center of gravity of the machine as a whole in the longitudinal axis, but on one Place, which lies behind the point that the point of application of the air resistance at very assumes a slight incline between the longitudinal axis and the flight path tangent, but before that point this point of attack at a greatest value of the above-mentioned tendency that is considered to be permissible occupies. This device has the consequence that as soon as the rotation of the longitudinal axis the machine is initiated by the tilt rudder or in some other way, the air resistance, which the machine and the sails as a whole experience, directed upwards is and attacks in front of the center of gravity and thus has the tendency to rotate the longitudinal axis in the intended direction to continue. With increasing inclination between the longitudinal axis and the flight path tangent moves but the point of application of the air resistance continues backwards, thereby increasing the torque this air resistance is soon reduced, and this point of attack is once backwards beyond the center of gravity reaches, this torque changes its sign, d. H. the air resistance works then counteract a further rotation of the longitudinal axis with rapidly increasing force, so that the inclination between the longitudinal axis and flight path tangent is a certain controllable Werth cannot exceed and completely prevents the machine from turning over is.

The invention also relates to various individual devices to be described below which are intended to facilitate and promote the execution of the above-mentioned mode of locomotion in the air.

The subject of the present invention is therefore a dynamic flying machine, in which a ship-like, closed hollow body, the hull, and one of several, trapezoidal sail areas that intersect in lines parallel to the longitudinal axis of the fuselage composite support sail shaped in this way and rigid and immobile relative to one another are arranged so that the center of mass of the whole together with the two Resulting of the forehead resistance and the propulsion force in the symmetry line of the Carrying sail plane of gravity (at the same time the longitudinal axis of the entire flying machine) falls, and around a such a certain piece in front of the resulting centroid of the support sail come that with a certain mean inclination of the longitudinal axis to the instantaneous Flight path tangent which is necessarily in this longitudinal axis, depending on its inclination Center of pressure with the center of gravity shifting to the flight path tangent coincide and also within the limits of the intended longitudinal axis inclinations could only remove a little from him forwards and backwards in order to Possibility of a considerable natural overturning moment as well as the possibility of a by artificial, inevitable overturning caused rolling of the flying machine on the to reduce the lowest possible minimum, on the other hand in the sense of the actual basic idea of the invention nevertheless the whole rigid flying machine around an ideal transverse axis laid through the center of mass through a automatic tilting device with simultaneous assistance of the inevitable natural overturning moments within different adjustable time periods by different adjustable angular masses artificially tilt backwards for differently adjustable durations for the purpose of slightly tilting can, in order to get out of the living reserve of power, which a resultant immovable in of the longitudinal axis constantly acting driving force accumulates in the total mass and if possible receives at its height, within the same adjustable time periods to be able to extract variably adjustable living amounts of force and use them, the total mass within the same different adjustable time periods from one after downwardly sloping descent reduction trajectory into an upwardly sloping free throw line respectively her within these variably adjustable time periods a changeable give an adjustable amount of temporary buoyancy, and then give it almost free Path in which essentially only the forehead resistance has to be overcome constant motive force with the aid of gravity by as much or more to be able to accelerate again than by the temporary periodic distraction is lost in vital force above, as described below and by the enclosed three drawings is explained.

In these drawings, FIGS. 1, 2, 3 and 4 show a type of flying machine in parallel perspective, Elevations, basic designs and side views to illustrate the general arrangement from the support sail, propeller, rudder and impellers to the hull.

The following FIGS. 5 to 25 are initially intended as a name designation in the description necessary, partly new, partly

define known terms in the sense understood by the inventors, but at the same time also serve to look at these auxiliary figures in parallel with the description of the flying machine the intended purpose and the means used for this purpose without reference to the technical literature, so completely within the framework to be able to easily clarify this description.

Fig. 5 is a schematic representation of the flying machine in order to use the terms: front, back, up, down, forward, backward, longitudinal axis, transverse axis, plane of symmetry, Gravity plane, center of mass, center of gravity, tilt, roll, tilt and Set panning.

Figs. 6 to 11 are schematic representations from Fig. 2 to include the terms: sail areas, cutting lines, support sail, plane of gravity of the support sail, arrangement of the sail surfaces with reference to FIGS to be able to explain.

Figs. 12, 13 and 14 are intended for determination the terms: 'Pressure center point, displacement of the pressure center point with different inclinations the longitudinal axis to the flight path tangent, different distance from the center of pressure from the fixed center of gravity, natural positive and negative overturning moment, resulting Normal pressure or normal pressure component and their application to the present invention are used, while Fig..15, 16 and 17 the effect of the positive and negative natural overturning moment and its Sensitive the zero amount.

18 and 19 serve to justify the reduction of the natural overturning moment by relocating the propellers in central recesses ZZ (FIGS. 1 and 3) of the support sail.

Fig. 20 is intended to use the terms: gliding speed, normal displacement, trajectory speed, Resistance in These Three Directions and Its Application to the Present Invention explain.

Figs. 21, 22, 23, 24 and 25 are initially intended to show the parachute speed and sink reduction determine and. then to explain the useful application of the gravitational acceleration of the rest from and the "increased sink reduction" serve on the present invention.

FIGS. 26 to 29 are intended to illustrate the intended flight method of the present flying machine explain.

Figures 31 and 32 show one type of flying machine on a larger scale in elevations and figures Grundrifs in order to use the sail, which is omitted in FIGS. 1, 2 and 3 for the sake of clarity. to be able to discuss the framework, as well as the sail tension and area formation.

Fig. 32 shows an embodiment of the tilt regulator, i. H. the device for automatically periodic and adjustable Actuation of the tilt rudder.

The flying machine consists of a central, ship-like, smoothly clad, closed hollow body visible in FIGS or in the form of electrical energy, which carries the motor and other mechanisms and the machine operator and, in the case of larger designs, is also intended to accommodate items of cargo or passengers, to the structural framework of which the following external construction parts are attached partly directly, partly indirectly. It is initially carried by a wheel axle with two firmly wedged running wheels RR (Fig. 2, 4 and 30) so high and in such a way that at the end of the approach. The whole machine can easily tilt backwards on the ground, but the rear of the machine will certainly not hit the ground.

To avoid inadvertent tilting forward on the ground, a guide wheel r (Fig. 4) can be attached to the front on resilient arms, and to avoid premature occurrence of the intended backward tilting on the ground, a guide wheel r 'is backwards on a suitable moment upwards foldable and latchable arms arranged there. At the top, two cross members gg (FIGS. 30 and 31) are rigidly connected and stiffened against the same by tension members, which cross members are merely indicated by dash-dotted lines in FIGS. 1 and 3, but are completely omitted in FIGS. 2 and 4.

The support sail consisting of the individual sail surfaces FF (FIGS. 1, 2, 3, 6, 7, 8, 30 and 31) is braced on these cross members. This sail areas FF do not lie in a plane but intersect in one another and to the longitudinal axis AA (Fig. 1, 3, 5 and 31) parallel cut lines tt such, that they in their arrangement to the trunk G a plane of symmetry BB (Fig. 2 ) and a plane of gravity TT (Fig. 2), which are perpendicular to each other. The two inner ones of these sail areas FF are like a gable roof downwards, the two outer ones, with their end edges t 't' (Fig. 2, 6 to 11), projecting above the section line t (Fig. 2) of the two middle sail areas (Fig. 9, 10 and 1 1), inclined upwards, the purpose of which will later become clear.

In larger flying machines, according to FIGS. 7 and 8, the support sail can also be composed of more than four sail surfaces FF , which always intersect in intersection lines 11 (FIGS. 6, 7 and 8) parallel to each other and to the longitudinal axis AA and in their

mutual arrangement to the fuselage have a plane of symmetry BB (Fig. 2, 6 to 11) and can be thought of replaced by a gravity plane TT (Fig. 2, 6, 7, 8 and 30), the centroid of which is then the resulting centroid of the entire support sail . These sail surfaces do not have to have sharp corners in the intersection lines 11 of their planes, but can merge into one another in such a rounded manner that the generatrices of these rounded portions are parallel to the longitudinal axis. The tilt rudder KK, the inclination rudder N, are also attached to the two central longitudinal stiffeners WW (Fig. 31), that is to say indirectly to the fuselage. the tilt rudder S, which the former is temporarily automatic, the latter two should be operated by hand from inside the fuselage.

On the sail supports gg (Fig. 30 and 31) two propellers are symmetrically arranged so that their centers of gravity as close as possible to the transverse axis QQ and their axes immovable in the gravity plane TT (Fig. 2 and 30) of the support sail and parallel to the plane of symmetry or respectively. Longitudinal axis AA (Fig. 1, 3 and 31) lie, therefore their resulting effect with respect to direction and point of application must fall in the longitudinal axis; for the arrangement of these propellers near the transverse axis QQ instead of on the front or rear part and with their axes in the plane of gravity of the support sail, the two inner sail surfaces must have an opening ZZ (Fig. 1 and 3), the further purpose of which is related to tilting to be explained with reference to Fig. 18 and ig.

The plane of symmetry of the whole flying machine is understood to mean that single ideal, precisely situated plane which, apart from a few individual inner, asymmetrically situated structural parts, divides the whole machine into two halves symmetrical to the outer outlines; their direction is indicated in the elevations (FIGS. 2, 6 to 11 and 30) by the center line BB, in the floor plans (FIGS. 3 and 31) by the center line AA and shown in the schematic FIG. 5 by the plane EE .

The plane of gravity of the entire support sail is understood to mean that limited, ideal, precisely located plane TT (Figs. 2, 6, 7, 8 and 30) which is congruent with the horizontal projection (Fig. 3) of the support sail, perpendicular to the plane of symmetry and parallel to the sail surfaces - cutting lines ίί is placed so high that it forms the middle level of the support sail, that is, above and below it, with the sail surfaces of the support sail, it delimits the same volume of space; it can therefore be determined in terms of size and position according to constructiv.

The center of gravity D (Fig. 3) of this materially imaginary plane of gravity is then the precisely located center of the area of the entire support sail; it must lie in the line of symmetry of this plane of gravity and its location can be determined constructively or by calculation and also through the experiment.

This line of symmetry or center of gravity of the support sail plane of gravity, at the same time the line of intersection of this plane of gravity with the plane of symmetry, is the precisely positioned longitudinal axis of the flying machine, including the fuselage, to whose entire flat boundary surfaces it is also parallel; it is in Figs. 1, 3, 5. and 31 by the line AA, in the elevations (Fig. 2, 6, 7, 8 and 30) by the center of gravity O and by the points D ″, OD 'D in Fig. 4 and is given constructively precisely; it lies So the center of gravity in the longitudinal axis and thus the center of the surface pressure can only shift in this longitudinal axis at any inclination of the longitudinal axis to the current flight path tangent, and the extent of these shifts can be determined constructively or empirically with a given support sail shape.

The center of gravity of the complete flying machine or the total mass is understood to mean that point O (FIGS. 1 to 8 and 31) within the fuselage G from which the entire complete flying machine is suspended. is in indifferent equilibrium in any position; The asymmetrical parts of the construction can easily be arranged in such a way that this center of mass falls into the plane of symmetry; but it is considered from later reasons to be discussed as necessary, and this is constructiv taking into account of the mobile center of gravity of the machine operator weight, etc also easily accessible, that this center of gravity O (Figs. 1 to 8 and 30) at the same time in the main plane of the support sail therefore in the longitudinal axis AA of the flying machine falls, but it is avoided that it coincides with the centroid of the support sail, but this center of gravity is relocated in front of the centroid around a piece to be discussed later with reference to FIG.

An ideal line QQ (Fig. 1, 2, 3, 5 and 30) of the gravity plane TT, which, placed through the center of mass, respectively on the plane of symmetry. is perpendicular to the longitudinal axis, is the aforementioned transverse axis of the flying machine, which is precisely located here, around which the automatically controllable periodic tilting is to take place, which will also apply if the mechanical tilting moment acts in the plane of symmetry; it is considered necessary that the main mass of the body structure and generally the inevitably heavy parts of the body

The total mass should be as close as possible to this transverse axis, so that the moment of inertia of the mass to be overcome during rapid tilting is reduced as much as possible; This is also one of the reasons for the relocation of the propellers in the vicinity of the transverse axis and for the two transverse girders to move closer together (Fig. 31) than would otherwise appear constructively indicated; the necessary low-lying ground of the wheels RR (FIG. 30), together with accessories of such provides the necessary high Laid pair of cross beams gg the counterweight with respect to inertia and lateral axis.

The various forms of movement of the flying machine in the air are now to be defined conceptually in the schematic FIGS. 5 and 20. At the front and rear, with respect to the direction of flight, the longitudinal axes AA shown as directional arrows in FIGS. 1, 3 and 5 are no longer in doubt. A rapid rotation of the machine about the transverse axis Q Q. (Fig. 5) respectively. a rapid rotation of the longitudinal axis AA in the plane of symmetry EE around the center of mass O in the direction of arrow 1 is called forward tilting, in the other sense of arrow 2 called backward tilting; a gradual turning of the longitudinal axis in the same double sense is referred to as tilting downwards and tilting upwards. The inclination is initiated by means of the manually operated inclination rudder N. Depending on whether the tilting occurs through the automatically actuated tilting rudder KK or through the shifting of the center of pressure, we want to distinguish between an artificial or mechanical and a natural tilting moment, and the latter should primarily be rendered harmless. A gradual rotation of the longitudinal axis in the gravity plane TT to the center of mass BEZW. of the entire flying machine around the otherwise meaningless vertical axis BB in the direction of arrow 3 may mean right-hand swiveling, in the other direction of arrow 4 swiveling left-hand, and this swiveling is initiated by the manually operated tilt rudder S. An oscillation of the whole machine about the longitudinal axis according to the direction arrows 5 and 6 is indicated by right-hand rolling and left-hand rolling, and the broken shape of the support sail is mainly used to prevent rolling, as will become clear later.

The support sail plane of gravity as a schematic area EF in FIG. 20 and, while remaining parallel to itself, brought it from position EF to E "F" in a second at a constant speed, has covered the straight flight path EE and has developed the orbit speed V in the process; the component C of this orbit speed in the direction of the carrier sail plane of gravity is the constant speed and the speed component N perpendicular to the plane is the normal displacement.

In the outline (Fig. 31) it can be seen how the trunk ends in a cutting edge at the front, whereby the air resistance in the direction of the longitudinal axis is to be reduced as much as possible; The cross-members gg shown in elevation (Fig. 30) are also intended to be constructed of sheet steel in such a way that they, like the sail surfaces and other construction parts, offer a cutting edge when flying in the axial direction of the resisting air; this resistance, which is as reduced as possible, which the flying machine experiences in the direction of gliding, is referred to as forehead resistance; the sum of the forehead resistance and the total frictional resistance of the air on the longitudinal surfaces of the flying machine is called sliding resistance or form resistance, because it depends on the shape of the construction parts. The resistance perpendicular to the plane of gravity of the support sail, which results from the changing inclination of the longitudinal axis to the flight path tangent, i.e. the resistance in the direction of the normal displacement is called the normal pressure component.

It is now considered necessary that the resulting point of application of the form resistance first of all into the resultant end of the form resistance which acts in the opposite direction Driving force falls so that a turning or tilting moment or couple of forces never emerges from driving force and form resistance; But these coincident directions of force also have to go through the center of mass go, thus from mass resistance and driving force on the one hand and from living force and form resistance on the other a couple of forces could never arise; this can be achieved by using a precisely tared model of the intended flying machine with a vertical longitudinal axis and a, exposes strong vertical downward air currents and improves the shape for as long as until the model is no longer noticeably vibrated by this air flow will.

It would now be desirable that this should be in the direction of the resultant of the driving force and the form resistance, which is the center of mass in order to avoid a force couple consisting of living force and normal pressure component also constantly with their points of attack on the support sail respectively. coincides with the center of pressure, but what is impossible without great mechanical and constructive arrangements, because precisely this The center of pressure always shifts depending on the inclination of the longitudinal axis to the flight path tangent, with simultaneous change

tion of the normal pressure component, as will be shown later. It can, however, be achieved, as already considered necessary, that the center of mass lying in the resultant of the form resistance and the driving force falls in that line and within those limits of the same in which the displacement of the center of pressure occurs when the longitudinal axis is tilted or inclined . However, according to what has been said above, this line is necessarily the intersection of the plane of gravity of the support sail with the plane of symmetry, i.e. the longitudinal axis itself, and accordingly in the elevation (Fig. 2) the point O denotes both the projection of the center of mass and the center of the sail surface pressure, the point of form resistance and the point of application of the driving force; All of this can be achieved constructively and empirically in the construction indicated in FIG. In the .Grundrisse (Fig. 3), however, O is only the center of mass; however, it lies within the limits D ¹ D ″ of the longitudinal axis, in which the center of pressure, which is located in the center of gravity D in the case of vertical air impact, must shift at the intended longitudinal axis inclinations.

According to the inventors, it is dynamic flying with a machine that has one or should carry several people, in a straight flight path, i.e. with constant normal displacement respectively with constant longitudinal axis inclination or sail surface inclination to Because of this lability of the pressure center point, trajectory only requires effort excessive forces possible, if not entirely impossible, and those still to be discussed The appearance of the shift in the center of pressure and the reduction in sinking urge the solution of the flight problem in the to seek free, curvilinear movement. Such a curve is also the throwing line, but which in the present invention according to the inevitable, but almost harmless and In part even usable instability of the center of pressure and that which can only ever be used effective sinking reduction appears significantly modified; it is up to the invention So the idea is based on a chain of throwing lines making use of the air resistance and gravity to fly only where the gently descending branch of the trajectory of a movement phase in the steep ascending branch of the next movement phase must be transferred, a considerable one To have to cover the effort, but in the rest of the course of the almost free path there, to gain time, the mass only in the Accelerate the ever-changing direction of gliding by the loss of speed without having to overcome any significant air resistance other than the low form resistance have to. It is therefore intended that in the total mass a great amount of living force to maintain (by moving through the propeller regardless of the respective position of the longitudinal axis only gliding speed is generated), and then the whole rigid flying machine automatically periodically to tilt backwards by an adjustable angle through this artificially induced enlargement of the normal displacement the air in front of the obliquely erect Compressing sail surfaces faster than she has time to evade, and so on to create an air cushion over which the flying machine slides upwards in a new throw line is to be deflected, which throw line is extended as an asymmetrical one Parabola is called, in contrast to the asymmetrically shortened parabola with ordinary throwing in the air.

For a more detailed discussion of the construction of the flying machine aimed at this purpose it is the definition of the concept of the shift in the center of pressure and the shifting with it natural overturning moment as well as the sinking reduction, which phenomena Edmund G er lach ("Deriving certain forms of motion of thrown disks from the law of air resistance"; "Journal of the German Association for the Promotion of Airship Travel", year 1886, issue III), on two older sentences fufsend, has declared, and the present invention to enable the intended Flight method were also used in a partially modified form.

The pressure center point is understood to mean that point D of a flat surface EF (FIG. 12) hit by an air flow, in which it must be supported against the air flow so that it remains in equilibrium. If the surface is not very irregularly bounded, this center of pressure D always coincides, and probably at all, with the centroid as long as the air flow is directed perpendicular to the plane in question (FIG. 12). If one supports this resistance surface eccentrically from the center of mass O of the materially imaginary plane, for example in D ' (FIG. 13), then the resistance surface adjusts itself to a certain inclined position E' F ' ; or vice versa, if the surface in the inclined position E 'F' is to be obtained by a single support point, this support point must be shifted against the direction of flow by a certain piece O D ' (Fig. 13) dependent on the area boundary, i.e. shifting the center of pressure depending on the inclination of the resistance surface to the direction of flow, which is also clear from FIG. 13, after the flow around the edge F 'has more resistance

drives around E ' , so the support must move closer to the edge F' . This shift of the center of pressure follows a law made known by Gerlach's explanation and is closely related to the limitation of the area of resistance and to its inclination against the air flow, regardless of whether the air is against the solid surface or the latter against the still air moves or both happens and so a relative flow direction comes into effect. This law is clearly shown in FIG. The gradual shift of the center of pressure from D to D " corresponds to a gradual decrease in the angle of inclination of the air flow to the rectangular area EF from 90 degrees to ο degrees, and the distance DD" is plotted in the correct scale over the entire length of the rectangular area; of these angles of inclination, those of go, 60, 40, 30, 20, 10, 5 and ο degrees are drawn and denote the points of intersection of these directional lines with the plane EF, the locations of the respective corresponding pressure center point. The perpendiculars P established in these pressure centers are proportional to the normal component of the flow pressure, which also changes according to a certain law with the angle of inclination, and it can be seen that their decrease takes place in a curve of the second order when the angle decreases from 90 degrees to zero. Supports to the surface at the point D ", then asks the same already precisely in the direction of flow and are normal pressure and tilt angle has become zero; in the points O '. BEZW D' or supported D, the surface oriented at 20 degrees BEZW 40th Degrees and 90 degrees to the current.Now there is no support point in the air in the flying machine, but one can think of the center of gravity O (Fig. 3) as such a support point when tilting rapidly, since it is the most inertial point of the flying machine; a force acting in the center of mass could shift this point only to the extent that it would be able to accelerate the whole mass, while a lesser force acting outside the center of mass is already more easily able to turn the whole mass around its center of gravity the lighter, the closer the main mass is concentrated around the center of gravity. If we consider now the rectangular area EF (Fig. 14) as the supporting cusps of the flying machine and its mass in Points O is concentrated, for example, at a 20 degree inclination to the air flow P 20, the normal pressure component, which, acting on the lever arm O 'O , tries to turn the support sail around the center of mass O , and this rotation will take place almost suddenly, if there is no moment of inertia at all is overcome, that is, when the whole mass is concentrated in the center of gravity; but it will only take place gradually and then, however, also lurch beyond the goal when a considerable part of the mass, further away from the center of gravity, surrounds it, as is the case with the flying machine. The product of the normal pressure component times the distance between the center of pressure and the center of gravity is what is meant by the natural overturning moment, in contrast to the artificial or mechanical overturning moment that results from the automatic actuation of a tipping device, and which periodic, artificial overturning of the construction of the flying machine underlying. The curve marked + ρ I (Fig. 14) symbolizes the increase and decrease of the natural overturning moment with the distance of the center of pressure D from O to D ", and one sees that the flow inclination is greatest between 30 and 35 degrees and at ο and 90 degrees becomes zero, which is immediately clear because at 90 degrees one factor, the lever arm, and at ο degrees the other factor, the normal pressure component, is zero, and the product must be greatest where both factors apply Regardless of how it is thrown, such a surface will in no way be able to describe a free path or a path that can be determined in advance, because under the threefold influences of the living force imparted to it, gravity and air resistance every position is in unstable equilibrium; for the surface will never be perpendicular to the direction of flight and in every other position a new overturning moment occurs continuously, as both of these factors en have to change constantly; therefore every surface of small and evenly distributed mass, which therefore has its center of mass in the center of gravity and opposes the tilting, a small moment of inertia, falls to the earth in different irregular curves every time it is thrown into the air; The constantly changing natural tilting moment occurring here is called the positive or upward tilting one, characterized by the fact that the center of pressure always falls outside the center of mass and the center of area and never between these two, because the latter always fall into one another.

If, however , one imagines the surface EF (Fig. 14) to be of such a material nature that the centroid remains in D , but the center of mass is fixed in O , for example where the center of pressure D is at 20 degrees

If the tendency to flow moves, the center of pressure can also fall between the center of mass and the center of gravity of the area, and the tilting moment, which changes in this case, becomes negative between 0 degrees and 20 degrees of flow inclination and only positive between 20 degrees and ο degrees, but without attaining a significant positive value to be able to, as this is made out by the curve lengthened downwards and denoted there by - ρ I (FIG. 14); here the law of the pressure center shift and the normal pressure decrease remains unchanged, only the tilting effects have become completely different, because now the pivot point respectively. The center of mass is no longer in the center of gravity of the area.- Such a surface is thrown upwards at will already describe a continuous curve and, when falling downwards, it gives way to the side, but falls in the direction taken in a continuous arc to the earth.

It can be seen in FIG. 14 that the positive tilting moment is again between two zero values, but only changes gradually, but the negative overturning moment or the downward tipping moment very quickly assigned to a large maximum amount which is not of further interest here.

This case is sought in the present invention, in which it is important to make the inevitable tilting as easy as possible, but to exclude the possibility of the flying machine overturning by a corresponding positive value of a natural overturning moment, and still a positive one that can be fixed in its maximum amount Overturning moment as well as that for larger ones. To make use of inclinations necessarily occurring negative overturning moments in the sense of the inevitable backward and forward tipping, as will be shown in the discussion of FIG. For the present explanation it is assumed, for example, that the center of mass is fixed in O ' (FIG. 14), that is, in the location of the center of pressure at 20 degrees; If in this case the inevitable tilting is initiated, the natural tilting moment helps up to the erection of the supporting sail plane by 20 degrees from the flight path tangent, because it has a positive upward tilting effect, as Fig. 15 shows; a greater inclination than 20 degrees is necessary to generate the necessary lift, e.g. B. when flying steeply upwards, and if the machine is to be tilted up to 25, 30 and more degrees, a very rapidly increasing negative, i.e. downward-acting, natural tilting moment occurs immediately, which prevents the flying machine from doing so due to its inertia to tilt and roll over beyond the intended extent, and initiate a forward tilt again without the special assistance of the mechanical tilting device; the flying machine has to swing around the transverse axis and around a central position, as it were indicated by FIG the mass rotational inertia and also a surface inertia so called can be determined. In addition to the inertia, which opposes the artificial tilting backwards and forwards and thereby influences the period of oscillation, the rapid tilting is also counteracted by a surface inertia, which, however, is sought as a regulating inhibitor within useful limits. The longer a material surface EF (Fig. 14), the lower the angular velocity it will tilt in the sense discussed, because apart from the inertia, the longer the longitudinal ends of the surface with the same angular velocity of tilting, the greater the square of the air resistance to overcome the area is. Gerlach has now shown that this area inertia of a surface of length α (Figs. 18 and 19) then increases according to a certain law if, for example, it is divided and the two halves are at a distance Z (Fig. 19). fixed against each other, namely the area moment of inertia is, for example, three quarters respectively. seven or nineteen times as large if Z equals Y ₂ α resp. is made equal to α or equal to 2 a . The propellers are therefore not only arranged to reduce the mass tilting resistance within the support sail boundary, but an increased area inertia due to the openings ZZ (Fig. 1 and 3) in the sense of Fig. 19 to moderate the natural tilting moments is viewed as an additional benefit , but at the same time also striving to increase the efficiency of the propellers by cutting the underside into somewhat denser air. and the supporting sail that surrounds it prevents damaging whirling motion of the air. For the rest, however, the main extension of the support sail is aimed mainly in the direction of the transverse axis as far as is compatible with the greatest possible rigidity of the transverse girders gg constructiv; for the longer the area extends in the direction of the transverse axis, the greater the area inertia against the rolling of the flying machine; However, the main aim is to prevent rolling due to the upward direction of the two outer sail surfaces, for example by rolling to the right

the right outer surface of the sail, inclining downwards, increases its projection against the normal pressure always acting from below, the left but inclining upwards reduces its horizontal projection, but at any rate experiences greater air resistance than if it were radial to the longitudinal axis (this time the roll axis), so that in this type of surface formation the flying machine necessarily has a tendency to return to the horizontal position of its transverse axis BEZW. to keep their transverse axis horizontal must have; However, the supporting air flows more easily downwards under these outer surfaces, which disadvantage can be countered by narrow vertical surfaces fastened in the sail edges t 't' and by the T-shaped formation of the longitudinal stiffeners e of the outer sail surfaces F (Fig. 30) But also the two inner sail surfaces are inclined towards each other like a roof and again cause the compressed air to be held together in the middle of the flying machine and all three oars are offered as it were compressed air, which is intended to increase the effectiveness of the tilting rudder in particular. The low-lying mass of the Laufrä'der will also contribute to the further prevention of rolling and it is also intended to span their circular area in a row-like manner to increase the inertia against rolling or to use otherwise funnel-like shaped aluminum sheet disks instead of the Se ichen. Furthermore, on the deep lines of intersection tt of the sail surfaces (Fig. G, 10 and 11) in the vicinity of the transverse axis, longitudinal stiffeners of the sail surfaces that are more massive than would be necessary constructively, all the more deeply laid and stepped towards the longitudinal axis, wider balancing weights which are at the same time stiffening parts of the construction. The inventors believe that they have to take several measures against rolling, because rolling could easily be initiated by periodic tilting; the arrangement of the sail surface intersection lines parallel to the longitudinal axis should form, as it were, air channels in which the gliding and tilting flying machine hangs; this is also intended to effectively prevent sideways evasion or unintentional swiveling of the machine without actuating the swivel rudder, in order to be able to effectively exploit the phenomenon of sinking reduction in this way.

Sink reduction is understood to mean that phenomenon, also referred to by Gerlach and discussed in more detail, according to which, in the case of a level, horizontally held parachute, the rate of descent is reduced as a result of the gravity by the addition of a speed parallel to the resistance surface, i.e. a gliding speed. This reduction in sinking is now to be used constructively with the addition of a new factor, and here too, for the sake of clarification, without reference to the literature, a closer look at this point is inevitable. As a result of the reduction in sinking, a level parachute EF (Fig. 21) held horizontally, with any useful limitation, will not get from O to O '" in a second, as one should expect, if, in addition to its peculiar parachute speed U , a gliding speed c is added - but in a second it will only sink to 0 ". The normal displacement is then no longer the entire parachute speed U, but just w, the resulting orbital speed is not v ', but just v, and o'"o" is the gain in altitude due to this decrease in descent at a B;> loss of speed v 'v. If the speed of glide is noticeably greater than the speed of fall, the time it takes for the parachute to descend from the same height is directly proportional to the speed of glide.

The diagram in Fig. 22 illustrates according to Gerlach by the curve 0 ', 1 ", 2", 3 ", etc. the mutual behavior of normal displacement and sliding speed of a horizontal held parachute, its parachute speed 00 'and its gliding speed 01 and 02, 03, 04 and so on. At a sliding speed 01 respectively. 02, 03, 04 and so on. the parachute falls in one. Secunde no longer until i '"or 2'", 3 '", 4'" etc., but only up to 1 "or 2", 3 ", 4" etc. And from the further course of the curve is it can be seen that at a very high sliding speed the normal displacement becomes very small must and a significant gain in height can be achieved. Essentially nothing changes here when the position of the parachute deviates a little from the horizontal up or down, it is only the sinking reduction a little greater or smaller.

It is clear that with such a parachute identifiable with the flying machine the Normal shift constant resp. is uniform when the parachute surface is horizontal respectively is kept parallel to itself, and under these circumstances must be the resulting trajectory be a downward sloping straight line, the inclination of which is different from the Inclination of the parachute surface respectively. Longitudinal axis of the flying machine to the horizontal and from the ratio of the gliding speed to the parachute speed of the flying machine as shown in FIG. 22. But the trajectory can no longer be one immediately

IO

Be even if one of the two speed components is uniform or non-uniform is accelerated or decelerated, and can be all the less a straight line if the slope of the parachute surface to Trajectory changes arbitrarily; these cases are without a change in the incline of the parachute surface respectively the longitudinal axis of the flying machine in FIGS. 23, 24, 25 explained in more detail and can from these flight curves with the help of a periodic change in inclination respectively a periodic, inevitable tilting of the flying machine the trajectories and schematic work and speed diagrams Fig. 26, 27, 28 and 29 derived will.

In FIGS. 23, 24 and 25 the same path section d is to be flown over at different gliding speeds, namely in FIG. 23 in, for example, four time units with a uniform gliding speed; in FIG. 24 also in four 'time units, but with an accelerated sliding speed, that is to say with the same average speed as in FIG. 23; in Fig. 25 but in three time units also accelerated sliding speed, so with _{a ^4/3} times higher, medium speed as in Fig. 23 and 24 supervisors Erdem have made two assumptions in all three figures, even That the flying machine horizontally held with the their peculiar parachute speed U already has the rate of descent or normal displacement corresponding to their gliding speed before reaching ο; at another time, when it has reached ο, it only begins to fall, which is true if ο were the apex of the above-mentioned elongated trajectory parabola. For the first case, the trajectory in FIG. 23 is a straight line o, 1 ", 2", etc., in FIG. 24 a more, in FIG. 25 a curve ο, 1 ", 2", etc. that bulges less downward, the loss of altitude Is naturally the lowest in Fig. -25, taking Fig. 22 into account, and is therefore larger in Fig. 24 than in Fig. 23, because here the flying machine, which is already falling, owing to the lower initial planing speed, would have to sink all the more rapidly and this loss of altitude could no longer be caught in spite of increasing sinking reduction.

In the second case, however, where ο must be regarded as the apex of an extended trajectory parabola, the upper curves o, 1 ', 2' etc. apply in all three figures arrives, but needs a certain time to first begin to sink beyond ο and to achieve its normal displacement corresponding to the gliding, the trajectory must initially show the effort to remain snuggled to the horizontal of the starting point, as well as the acceleration due to gravity here also the sinking reduction acting to a lesser extent is reduced to a certain extent. The normal shift does not become constant until the third or fourth second, and the trajectory o, 1 ', 2', etc., remains higher by the further gain in height h " , only from then on is incidentally at the same distance from the earlier trajectory o, 1", 2 "etc. run out. This amount / 2" is now an increase in the phenomenon of sinking reduction, which is also aimed at by the inevitable tilting, and may this whole modified phenomenon be designated as the initial sinking reduction.

The loss of height, which has been reduced even further, is also now smallest in FIG. 25, and this is the case sought by the present invention; it is intended with high sliding speed in ο, but also sliding in such a way the least necessary air resistance from the propellers to accelerate as much or more, than before the lift lost vital force before the flying machine as a result of the initial sink rate decreased to the previous level, being in the descending branch of the throwing line gravity acts in the sense of sliding acceleration and a part of the the loss of speed suffered when gliding upwards. For comparison that trajectory is indicated in all Figs. 23, 24 and 25 by the dashed line, in which the parachute would sink to earth if it were other things being equal there would be no sinking reduction, and the trajectory in Fig. 24 is dashed-dotted, too drawn by the way in case the horizontal speed would be uniform there, as in Fig. 23, while the dash-dotted lines o, o ", 3 in Figs. 24 and 25 show the sinking reduction given at constant sliding speed as a comparison to the descent reduction path o, 1 ", 2", 3 "for accelerated gliding and sinking reduction orbit 0, 1 ', 2 ', 3', which respectively by the throw. the initial sink rate reduction can be achieved.

The adjustment of the center of mass ο (Fig. 3) to the most expedient distance from the center of gravity D resulting from the first flight attempts can be done by appropriate displacement of the force accumulator weights, choice of the machinist's position, etc. or by sliding sail surfaces with which the openings ZZ are widened, shortened, at all can be changed.

The temporary automatic tilting of the flying machine could be caused by a temporary shift

1 I.

the center of gravity, through gas escapes or explosions at a corresponding distance and direction to the transverse axis or through regular pushing out of a symmetrically arranged surface that is inclined to the longitudinal axis. At best, most economical and in the constructiv simplest detachable manner but it is done by the automatic intermittently Bethätigung a particular Kippruders kb (Fig. I, 3, 4 and 30), which besides the still necessaries inclination rudder N and pivoting rudder S most advantageous at the back part of the The support sail is arranged so symmetrically that its effect falls into the plane of symmetry. This tilting rudder, arranged in this way, acts as a sail surface as long as it is parallel to the longitudinal axis; however, when it tilts forward downward, it not only pushes the rear of the flying machine downward, but rather, through this rearward reduction in the area of the sail, pushes the means of oscillation of the center of pressure more forward and, when the tilt rudder returns to the central position, back again, which is still higher Utilization of the natural tipping moments in the sense of artificial tipping equates.

The device shown schematically in FIG. 32 can be used for automatic, compulsory actuation of this tilting rudder. Here, the tilting rudder K receives a rapid tilting movement from a roller lever Rh by means of suitable rods or movement transmission organs Gs at suitable times, which is under the action of a thumb screw Di, which in turn is driven from a drive shaft Aw at a speed that can be regulated as required by between the latter and the thumbscrew Ds an intermediate gear of gear ratios that can be changed at will, such as a friction intermediate gear, as indicated in the drawing, is switched on. By setting this back gear, the periods of time between the successive tilts of the tilting rudder can be regulated; By adjusting the point of application of the movement transmission organs Gs on the roller lever, the deflection of the tilting rudder can be regulated, and by making the thumb of the thumb disk Ds from two parts lying next to one another, which can be adjusted by hand, the duration of the individual tilting movement of the rudder can be set be regulated so that the tilting thumb movement takes place inevitably and automatically, but can be precisely adapted to the respective requirement.

But it can also be the eccentric movement in connection with an inevitable Precision steam engine controls borrowed from lever mechanism for tilting number, The deflection and deflection duration can be set independently of the automatic tilting lever actuation can also be used to operate the tilting rudder while avoiding long rods or drawstrings Air or electromagnetic attraction or some other suitable Furnishings.

The inclination rudder N , which is mounted on the axis of the tilt rudder for the sake of constructive simplicity, and the swivel rudder S are adjusted and locked by a manual control device, either independently of one another or with one another at the same time.

Since the normal pressure on the sail surfaces fluctuates continuously as a result of the tilting and may even temporarily become zero or negative at the apex of the trajectory parabola and again reaches a high value at the moment of tilting, the sail surface is used and stretched very differently, and it is It is necessary to stretch it so elastically that it is immediately re-tensioned automatically after every turn, and to stiffen it so that the fluttering of the sail surfaces is effectively prevented. The inventors believe that these purposes can be achieved most suitably by the sail arrangement shown in FIGS. 30 and 31. First of all, to stiffen the sail surfaces in the direction of the longitudinal axis against fluttering, reinforcing tubes or strips ee (Fig. 30 and 31) are either sewn onto the sail surfaces parallel to the cutting lines tt or inserted under appropriately sewn-on fabric flaps or woven-in fabric tubes or in some other conventional way attached. The sail receives a similar longitudinal stiffening at e 'e' and where it is attached to the longitudinal beams WW . For stiffening respectively. Tensioning the sail perpendicular to the cutting lines tt , the end longitudinal stiffeners e 'e' are held by means of tension screws M , which by means of helical springs b, pressing against fixed points of the crossbeam g , exert a continuous, elastic tension on the sail that can be re-tensioned at will; thus this train is uneeschwächt about wear on the inner sail area, the bulky for counteracting the rolling in the vicinity of the transverse axis stringers held support at t by means of movable supports i against the crossmember g of ₇ with which they are rotatably hinged in vertical to the longitudinal axis planes . In addition, the longitudinal stiffeners e can be tightened somewhat against the cross members gg by means of tension members j in order to make the fluttering when tilting by this insertion more firmly

To prevent vibration nodes even more effectively.

The fact that the sails are arranged beneath the crossbeams also increases the veneer strived for and achieved that the air support on the painted sail surfaces is no obstacle find, but mainly aimed, that the center of gravity because of the high With regard to the low-lying mass of the impeller axle, the cross member is easier in the carrying sail plane of gravity can be relocated.

The breaking of the sail surfaces in cutting lines, parallel to the longitudinal axis, has in addition to the Prevention of rolling and, in addition to the aforementioned formation of air channels, also those that have now been carried out important purpose of the easier stiffening of the sail surfaces in small subsections against the flapping of the sails during artificial tilting.

In larger designs, auxiliary sails F 'F' (Fig. 2) can be similarly stiffened above the cross members in order to enlarge the wing and propulsive force insofar as these auxiliary sails absorb the denser air coming up through the openings ZZ as a further lift the propeller blades also have to cut through denser airflow above the support sail.

So that too. small fluctuations in sliding speed within each Tilting periods cannot have an effect on the moving mass of the motor through the propeller In the propeller axles, between the impeller and the drive wheel, an elastic coupling is switched on or the propeller axles are driven by means of a spiral hose, which coupling or spiral hose is then capable within a tilting period with the initially increasing propeller resistance to accumulate some force and to return it to the in the further course of the phase with decreasing propeller resistance Give off wings so that the angular velocity of the propellers is elastic and about those within two or more successive phases of movement incidentally constant engine speed can swivel up or down, so that the driving force remains constant without the oscillating masses of the motor fluctuating Follow the angular speed of the propellers within the individual movement phases have to.

After this deductive description of the construction of the flying machine and the by the way Once the terms used have been determined, refer to the more detailed explanation the intended peculiar flight method at the hand of Figs. 26, 27, 28 and 29 passed over in order to show further that the here developed new constructive moments consistently a new unified purpose: flying in Throw lines respectively. serve in a chain of free, curvilinear paths to save energy.

26a shows a hypothetical trajectory to be discussed later. 26 b shows a trajectory of a flying machine of the present invention still achievable under unfavorable arithmetic assumptions, of certain weights, certain size of the wing area, certain propulsive force at a certain average speed and certain number of tilts for the minute and also shows the incidental positions of the flying machine in individual points of the Train; this trajectory is to be understood as the practically achievable replica of the hypothetical model Fig. 26a. Fig. 26c shows a resistance work diagram corresponding to Fig. 26b and is intended to visualize in the continuous, narrow part Fw the average value of the form resistance, which is fairly constant at a certain average speed, plus the likewise fairly constant, low, natural normal pressure component, in the areas Sw but the sailing resistance artificially generated by the periodic tilting BEZW. the artificially generated by the periodically artificially initiated normal shift, always acting in the sense of the positive natural overturning moment, the temporary increase in the normal pressure component can be recognized in its incidental increase and decrease from zero to zero.

27 a, 27 b and 27 c show the necessary run-up path length s and the two next tilt phase lengths / / extended reductions in FIGS. 26 a, 26 b and 26 c, with FIG of the approach on earth is made apparent by the part of the diagram Ru. Fig. 27d is the incidental working diagram of the motor corresponding to the previous one, in which P _{1 is} to represent the motor force ρ from the rolling friction and p., That directly consumed by the form resistance and p _s the amount of the motor force ρ remaining for mass acceleration, from which mass acceleration force ^ ₃ then indirectly the periodic sailing resistance Sw is covered and, depending on the speed already achieved or the average orbit inclination, must also be exceeded.

Fig. 27 ε shows the increase in the live amount to be piled up in the mass during the start-up Force or kinetic energy and their fluctuations according to the other subsections of Fig. 27, thus also corresponding to the speed diagram Fig. 27t ", where it for the present general considerations

It is quite irrelevant whether one considers Fig. 27f as the diagram of the horizontal velocity or the path speed.

FIGS. 28 and 29 are modifications of FIG. 28 extended to only one phase of movement Fig. 27, whereby in Figs. 28c and 29c the periodic sail resistance is omitted and in 28d and 29d the working diagram of the engine as a short piece Jn the relevant Energy diagram is inserted; in addition, the speed diagram in FIG. 29 is off Place considerations with the energy diagram on a common abscissa line.

The three groups of figures 27, 28 and 29 correspond to the maximum web speeds of 12 respectively. 17 and 20 m for a second, which does not exclude the expectation that flying at 30, 50 or more meters orbital speed may also be possible in a second, with which increase in speed the energy supply would also increase in a quadratic ratio. The double hatched part of the energy diagram roughly corresponds to the respective energy loss with each artificial tilting backwards, and this energy loss is always given by the amount p _{3 of} the motor diagram or of the driving force ρ during a phase length / covered again or overtaken or only partially covered, depending on whether one has the. medium speed constant or able to accelerate or slow down; the amount p. ₂ is directly consumed by the form resistance and grows quadratically with the speed; in this way, it is simply the form resistance which, for a given engine of any number of revolutions, can increase the trajectory speed in average. Horizontal path limited; Only when the mean trajectory slopes upwards is the trajectory speed also limited by the mass, which must be lifted by the difference H in each movement phase.

One sees from the energy diagrams FIGS. 27ε, 28e and 29ε, and this corresponds also the preliminary results of analytical investigation, that that percentage of the accumulated Kinetic energy, which is required to maintain the mobile mass in the air, all other things being equal, all the more so becomes smaller, the higher the sliding speed.

In FIG. 26 b, the angle of inclination α of the central path, assuming a certain assumption of the total weight of the support sail size, the speed and the phase length, corresponds to the drawn elevation angle ε and the periodic height gain H \ in FIG. 28, this H is the same driving force P. , but higher web speed V correspondingly smaller, and in FIG. 29 the same is equal to zero, ie the mean web direction is horizontal. If H becomes negative, resp. if the mean trajectory is inclined downwards, the driving force may also have to be negative, resp. The propellers must also be able to be braked and thereby the form resistance increased in order to destroy the energy equivalent to be taken back from the force of gravity, the loss of living power associated with the previous gain in height, or to somehow regain the force accumulator and not with one that would make safe landing impossible To get the energy supply too close to the ground, it may also be necessary to set up the propellers so that they can be moved for this purpose.

26a, 27a, 28a and 29a are now all hypothetical flight curves, which, however, serve as an unattainable model for the intended flight method; they would have to result in the same way if the described flying machine, while maintaining all other properties required by the construction discussed, of the correct attachment of the center of gravity for the purpose of rapid tilting with the aid of the natural positive and negative tilting moments, the reduction in descent and the drive acting in the direction of the shift in the center of pressure - and shape resistance resultant would also have the ability to temporarily, and precisely in those moments of time, transform itself into a completely elastic ball and thereby tilt backwards by the angle of deflection, in which it would at the appropriate intervals against correspondingly inclined hard surfaces ff'f " ü. sw stöfst.

Such would be the work which is necessary to maintain the gliding speed of the flying machine in the air to get zero because of the loss of speed when changing direction of a moving mass through the completely elastic substance is equal to zero, or in other words, the distracting one Power, however great it may be at the moment of the matter, is infinite only during one short time in which the mass covered the path zero, so that the product from strength and path respectively. the work must also be zero.

In order to fly to a certain target in such a way, assuming a completely elastic material, it would only be necessary to arrange the baffles ff'f " correctly and to ensure that the kinetic energy of the mass always remains at its average height regardless of the changing direction of flight ; for the latter purpose

the driving force to cover only those two power losses, which result from the form resistance and the height difference H , by which the latter the total mass appears to be raised in the one throwing length / corresponding time. The driving force would only have to do the form resistance and the lifting work, whereby the latter can also be negative under the circumstances already discussed. The purpose of this theoretical consideration is to be able to make it understandable, without algebraic derivation, that a very minimal force would actually be necessary for hovering in the air, if it were possible to always use a modified line of throw, that is, describing an almost free path living force animated mass of the flying machine in the time zero, so suddenly to steer into a new throw line. The latter, however, is practically impossible to achieve, and after a certain time is necessary for this, a certain loss of energy also results, which we shall call distraction work in the following. From the law of the speed parallelogram it follows first of all that this work of deflection increases with the size of the intended angle of deflection and with the speed of the mass to be deflected, and so on, and this part of the work of deflection remains constant, regardless of whether the deflection takes place in a shorter or longer time. Another source of energy loss during the deflection is that the effect of gravity on the mass to be deflected is negated for so long by a lift equal to the weight of the mass, which is also achieved by a certain inclination of the wings against the respective tangent of the direction of movement must, as the deflection upwards, according to the law of the parallelogram of speed, continues, respectively. until the flying machine, left to itself again, continues its flight path upwards at the intended elevation angle.

Extensive investigations have now shown that a mass provided with support sails in the manner described here and aimed at by the inventors, depending on the mutual relationships between their weight, size and wing, speed and duration of the deflection and the size of the deflection angle achieved, respectively. The magnitude of the upward acceleration in relation to the sliding speed V can take place in a more or less economical manner, in relation to the loss of the living force of the mass. Under all circumstances, however, the repetitive work of distraction can be kept within such limits that it amounts to only a small fraction of the work which would be necessary to put the mass in a straight direction by means of a driving force and by constantly tilting it against the movement devices Wing to move the same piece forward.

In certain cases, if one were to base one on higher sliding velocities Construction wants to strive for increased energy economy, it appears appropriate while to deflect the mass upwards for a relatively longer period of time than at lower speeds. The height of rise obtained in this way, possibly significant, would, if it were for the greater part or entirely during one single uninterrupted descent reduction curve to accelerate the mass of the flying machine would be used, or (taking into account the more or less unstable state of equilibrium of the longitudinal axis) could give the mass such a speed that the form drag would reach an undesirable size, with the flight apparatus also covering a relatively small horizontal path would. To enlarge the latter, respectively. to reduce the sink rate for the entire duration of the exploitation of the relatively longer-lasting distraction gained climbing height for horizontal locomotion of the flying apparatus at a high value should be in the descending branch Larger primary movement phases switched on a series of smaller secondary movement phases so that this descending branch of a larger primary line of throw again there is a chain of smaller secondary throwing lines in which the respective deflection angle, hence the work of deflection is only very small, but what is achieved is that the normal shift is in the descending branch the primary throwing line repeatedly decreased to zero, thus repeating the initial one Descent reduction can be initiated, the latter discussed in discussion of FIG became.

Fig. 26b shows the ascent from the earth viewed in more detail; it shows us the curve described by the center of mass, apart from the inclination of the longitudinal axis to the flight path tangent. It can be determined by calculating the horizontal speed at which the flying machine with its center of gravity must arrive at point 1 of the path so that at point 2 it is possible to start moving the tilt rudder quickly into the position shown in position 3 and to disengage the impeller drive and to fold the rear idler wheel r ' upwards, thereby causing the machine to tilt backwards and rise from the ground.

At first the rear part will lower itself, the wheel axis the center of mass advance a little and the front idler wheel rise from the ground; is the longitudinal axis once at an angle to the horizontal, a normal shift is created, as a result, an increasing normal pressure component and as a result of the arrangement described of the center of mass a positive tilting moment in the sense of FIG. 15, which now helps with the backward tilting caused even further by the tilt rudder.

So long with an example of an arrangement of the center of gravity according to FIG. 14 (as a supplement to Fig. 1, 2, 3 and 4) the longitudinal axis inclination is less than 20 degrees, the air resistance will support the tilting more than it does the downward slope the center of pressure of the tilt rudder has been shifted even more forward; Has but the inclination of the longitudinal axis once reaches 20 degrees, this is the natural overturning moment Became zero, and the further tilting only happens through the inertia of the rotation offset mass and by the tilting powder. Over 20 degrees longitudinal axis inclination there is a natural negative overturning moment im increasing rapidly from zero 14 and 16. This increases rapidly with increasing upward slope Moment will stop the flying machine from tilting backwards with all the greater force and seem tipping forward again, as the tilting rudder has meanwhile done again back to its central position, possibly beyond it and turned back to the front would, and thereby the center of pressure again behind the center of mass has moved. However, this natural negative overturning moment only guides the forward tipping vigorously and do not continue in a dangerous manner as it tilts forward in decreases just as steeply as it increased when tilting backwards beyond 20 degrees is and at 20 degrees of inclination of the longitudinal axis again zero and under this inclination again positively, i.e. acts backwards tilting. This renewed positive overturning moment now protects the flying machine again from that it Due to the inertia of the mass, tilt too far forward and the longitudinal axis inclination is negative will. Everything up to now has to take place between positions 2 and 4 and is in 4 completes the deflection and meanwhile the sail resistance illustrated by FIG. 26c has been overcome by a corresponding loss of vitality. This loss of strength has for a short time that The force of gravity is canceled and, with an excess, the horizontally moving mass too accelerated upwards respectively. diverted; that the flying machine is not too steep and too tight sloping far upwards and not too much alive because the gain in height is too great Force is being consumed, from which it protects its rotational inertia; because the crowd has through the negative overturning moment incidentally get a tendency to tilt forward between 3 and 4, which directs the flying machine to position 5; should this, according to the previous description Rotational inertia that is to be reduced as far as possible is not sufficient for this purpose, so only needs the tilt rudder to be moved back and forth a little over the middle position, or it is the position of the center of mass or that of the center of gravity of the support sail surface changed something in order to help by means of the natural overturning moment. Should the mass rotational inertia be too great as if it could be stopped in time by the positive overturning moment, so can be remedied by the same means and the change happens in the opposite direction Senses.

But it is clear, that it be accessible, the same, so to reach must, with a horizontal longitudinal axis and with no ^one remaining rotation tendency of the vertices of the trajectory to position 5, where from then on the declared initial Sinkverminderung and simultaneous Gleitbeschleunigung by the severity begins. In the meantime, the driving force has never ceased to act in the sense of sliding, and it is now also acting in the sense of sliding acceleration. It must be measured in such a way that, constantly overcoming the form resistance, it has accelerated the mass again to the sliding speed it had at point 2 until it reached point 7 and, under otherwise identical circumstances, again in the next phase of movement by the height difference H. to climb and to get a further stretch 1 forward when the tilting rudder movement starts again at point 7.

In order to save most of the distraction during the flight, a springboard-like ramp Sp (FIG. 26 b) can also be used; This causes the first tilt without normal displacement, so without sail resistance, and only the friction and lifting work has to be overcome because the force of gravity is canceled by the solid base.

Of . In the absence of space and for the sake of clarity, the flight phase length is shortened in FIG drawn, but the deflection path is somewhat drawn apart, and the flying machine should be steeper in positions 3 and 8 be drawn upright.

In this flight method that can be achieved by the present invention, power is saved

to use a continuous drive that offsets the weight of the aircraft produce. The driving force only has to constantly overcome the form resistance and with it to accelerate the mass in a chain of almost free orbits with a corresponding excess, and the power requirement necessary for the temporary diversion into a new free path is derived from the living power supply covered in the economic way required by the construction and in no way motor power used directly to lift the weight of the flying machine.

Claims (10)

Patent Claims: 1. Method of moving flying machines with support sails and a device for propulsion in the longitudinal direction along a kind of wavy line, characterized in that the ship, which is continuously moving forward in the longitudinal direction, is at random determining points of the descending branch of each wave automatically around its The transverse axis is tilted backwards by the resulting change the air resistance and the resulting deflection of the center of gravity from its orbit the transition of the machine from the descending branch of the wave to the ascending branch to cause a new wave. 2. A flying machine for carrying out the method according to patent claim i, characterized by a device for automatic backward tilting of the machine, in which a tilting rudder (K) rotatably arranged on the machine about an axis perpendicular to the plane of symmetry on the side facing the center of gravity quickly is rotated downwards in order, as soon as the longitudinal axis of the machine has assumed the new desired direction, to return to the position parallel to the longitudinal and transverse axes. 3. For the automatic movement of the tilting rudder in the device characterized by patent claim 2 one of a drive shaft (Aw) with the mediation of a back gear of arbitrarily to regulating transmission ratio driven thumb disk (Ds), which acts on a roller lever (Rh) , which on a Any point adjustable in its longitudinal direction is connected to the tilting rudder (K) by means of movement transmission organs (Gs) and the thumb of the thumb disk consists of two adjacent, mutually adjustable parts, so that the movement of the tilting rudder takes place automatically, but the duration and the deflection of each tilting movement, as well as the period between two successive tilting movements, can be arbitrarily regulated as required. 4. A flying machine for carrying out the method protected by patent claim 1, characterized by the arrangement of two running wheels (R) on an axis (s) on the underside of the machine, which allow the backward tilting of the same at the end of the approach on the ground , and a guide wheel (r ') at the rear end of the machine, which is folded up to enable tilting for transition into the ascending branch of the first shaft. 5. A flying machine for carrying out the method protected by patent claim 1, characterized by the support sail (FF ¹ J) which are arranged symmetrically to the plane of symmetry of the machine and which consist of parts which intersect in cutting lines (tt) parallel to the longitudinal axis of the machine, the The parts closest to the plane of symmetry are inclined upwards and downwards from the plane of symmetry, and are inclined upwards and upwards from the plane furthest away from it, thereby reducing the rolling of the machine and the fluttering of the sails when it is tilted. 6. A flying machine for carrying out the method protected by patent claim 1, characterized by the arrangement of the masses of the same in such a way that the center of gravity of the entire machine is in the line of symmetry (AA) of the plane of gravity (AA), which coincides with the resultant of the form resistance and the driving force. TT) of the support sail, namely so far in front of the center of gravity of the same that the center of pressure with the greatest inclination of the longitudinal axis against the trajectory, which is considered to be permissible, is already behind the center of gravity, but in the case of small values of this inclination in front of it, so that On the one hand, the value of the natural tilting moment of the support sail is reduced and, on the other hand, this tilting moment changes its sign before the greatest inclination considered permissible between the longitudinal axis and the flight path tangent is reached, whereby the support sail tilting moment initially supports the effect of the tilt rudder, but continues to do so he counteracts the effect to prevent the machine from overturning. A flying machine for the execution of the method protected by patent claim ι, characterized by the arrangement of the propulsion device designed as one or more pairs of screws in recesses (ZZ) of the support sail (FF) in the immediate vicinity of the transverse axis of the machine, which on the one hand results in the natural tilting moment of the support sail is included in narrower limits and, on the other hand, the moment of inertia of the latter, which is related to the transverse axis of the machine, which counteracts the tilting action of the tilting rudder, is also reduced in order to be able to accomplish the intended tilting as quickly as possible. In the case of the support sail device characterized by patent claim 5, the arrangement of the sail supports (g) above the support sail surface (F), which facilitates the relocation of the center of gravity in the plane of gravity of the support sail without the use of special ballast for the purpose of increased tilting of the machine. 9. In the case of the carrying sail device characterized by patent claim 5, the arrangement of stiffening strips (e) parallel to the longitudinal axis of the machine on the underside of the carrying sail area (F), which are tensioned against the sail girders by tension members and have a T-shaped cross-section can, whereby the otherwise necessary caused by tilting flutter of the sail area is reduced, respectively. the evasion of the air located under the support sail to the side is made more difficult. 10. In the case of the support sail arrangement characterized by patent claim 5, a device for tensioning the sails in the transverse direction, consisting in the fact that the sails are placed over rods (tt) which. are carried by rods (i) that are pivoted on the underside of the sail supports, and the outer edge of the sails is tensioned by springs (b) attached to the sail supports to prevent the sails from fluttering when they are tilted. In addition 3 sheets of drawings.