GB2359286A - A vehicle,e.g.a remote controlled toy or model aircraft, a piloted aircraft or glider, or a land- or water-borne vehicle,having a V-shaped tail - Google Patents

Abstract

A vehicle, e.g.a remote controlled toy or model aircraft, a piloted light aircraft or glider, or a land- or water-borne vehicle e.g.a hovercraft, comprises a body, a wing without control flaps, propulsion means with an associated power source, and a V-shaped tail having two planar elongate fins angled about a centre line or axis. Directional and elevational control is provided by a rudder mechanism which comprises two flaps, one located on each tail fin. Each flap comprises a rudder section 9a and a stabilising section 9b. For a right turn both sections of the port side flap pivot upwardly and the stabiliser section 9b of the starboard side flap pivots downwardly, and for a left turn both sections of the starboard side flap pivot upwardly and the stabiliser section 9b of the port side flap pivots downwardly. The vehicle may include onboard control means regulated by circuitry located on a suspended circuit board (13, Fig.5) adapted to receive remote signals.

Description

2359286 1 VEHICLE The present invention relates to a vehicle, in

particular a vehicle which is controlled by aerofoil surfaces, such as an airplane or the like, a kit of parts comprising the vehicle, a method for assembly thereof, the use thereof and a method for production thereof. More specifically the invention relates to a remote controlled vehicle or light leisure vehicle having improved construction, providing for reduced weight, simplicity and stability of control, especially when turning and enhanced symmetry and robustness, the kit of parts, method for assembly, use thereof and production thereof.

The art of flying all toy or model airplanes typically takes many hours of practice to perfect. This is not least because of the efforts to get the airplane airborne in any attempts and the frequency and consequence of crashes caused by loss of control. The entire experience can be dispiriting to the extent that an enthusiast is discouraged from continuing to the stage of mastering the art. Moreover the cost incurred by frequent crashes can be significant whereby it can become too expensive for an individual to continue practising the art. Accordingly it is usual that the necessary skill is acquired only by enthusiasts who have the maturity and devotion to persist in the art.

The majority of remote controlled airplanes must be assembled prior to use and the assembly itself can be intricate and require many hours of time. The assembled airplane is typically intricate and of weight such that a crash or collision during flight renders the airplane incapable of further flight until repaired. Repair is usually not possible on the spot and the result is the end of a day's flying.

2 The art of flying light leisure aircraft and gliders, such as ultra light aircraft, hang gliders and the like, similarly takes much practice to perfect. Leisure craft of this type are typically designed to carry a single operator with minimum additional weight of structure. Such craft needs stable, easy to operate in-flight control systems. It is not desirable, given weight considerations and the need for simplicity of operation, to build complex flight controlling equipment of the sort which might be appropriate for the piloting of larger aircraft.

Typically, in-flight directional controls on remotely controlled model aircraft and on light leisure craft such as ultra light aircraft, have conventionally mimicked those employed in full-scale piloted aircraft. In such large aircraft, the common basic design involves provision of five control surfaces for effecting a stable controlled turn in the air. Each wing is provided with a wing flap or flaps. These are the primary control surfaces used to effect a turn in most circumstances. The aircraft is provided with a generally Tshaped tail to assist in stabilising the turn. The lateral extensions of the T-shaped tail are provided with elevator flaps which are worked co- operatively with the wing flaps in a turn primarily for the purpose of providing additional lift to counteract the tendency to roll generated by the wing flaps. The vertical portion of the T-shaped sail is provided with a rudder but the role of the rudder in turning is normally restricted to extreme circumstances, such as where a very rapid turn is required in an emergency, since rudder- based turns are difficult to control.

The necessary co-ordinated control of wing flap and tail elevator required to achieve a controlled, stable and level turn of the aircraft is complex. In large aircraft where at least one expert pilot is available to operate complex command and control systems this is not such a problem, but it means that 3 operation of light leisure aircraft or remotely controlled aircraft which merely attempt to employ scaled-down versions of such a control system is a difficult and skilled process. In particular, remote controlled airplanes typically have at least four control functions, which need to be manipulated in order to maintain the airplane in flight and there is no way of acquiring the dexterity and automatic response necessary, prior to the initial flight attempts, and for this reason the early flights usually fail.

Accordingly there is a need for a small airplane such as a remote controlled airplane or light leisure craft which is easy to master and control in flight, without requiring great levels of expertise or complex command and control systems.

1 r There is a particular need in relation to remote controlled model airplanes for a remote controlled airplane which is crash and collision resistant or on the spot repairable after suffering crash or collision, which is lightweight and robust, minimising damage on crash or collision and moreover is safe for use by children and adults alike.

We have now surprisingly found that a vehicle may be provided which meets the aforementioned needs in admirable fashion and which moreover provides a number of additional advantages, by virtue of its improved construction.

Accordingly in a first aspect of the present invention there is provided a vehicle comprising a body, a wing, propulsion means with an associated power source, and a tail and having means for speed, directional and elevational control, wherein the vehicle and its component parts are of substantially symmetrical assembly in terms of balance and performance and wherein the tail is a V-shaped tail comprising two planar elongate fins angled 4 about a centre line or axisY and wherein directional and elevational control is provided by a rudder mechanism which comprises two flaps, one located on each tail fin, which flaps are adapted to be operated in unison in such manner that co-ordinated control is provided.

A V-shaped tail suitably comprises two planar elongate fins, angled about a centre line or axis, constructed in manner that in normal orientation each fin presents a given projected surface area, and on banking or turning of the vehicle the V is inclined to left or right whereby the "foot prinC or projected horizontal surface area presented by one fin is greater than that in level orientation.

The vehicle of the invention is characterised by symmetry and references herein to any feature or operation are to symmetrical features or operation providing the requisite balance, front to rear and side to side co- operation. In particular wing and tail are characterised by co-operating elevational performance and behaviour, and symmetry and weight balance side to side in all components provide for stability.

The vehicle may comprise any suitable arrangement of body, wing, tail, propulsion means, and control means. Suitably the body is suspended directly or indirectly by one or a combination of the wing and tail, propulsion means is associated directly or indirectly with the body, the control means comprising one or more components is comprised in or in association with the body, wing or tail.

A vehicle according to the invention may be any air, land or water borne vehicle which is supported and directed by elevation in and motion through air or water. Reference herein to flying or flight of the vehicle includes fully or partially airborne or waterborne motion, including hover motion at the surface of land or water.

Preferably the vehicle is suited for flight in given direction of travel with respect to its construction, ie forwardly, and references herein to direction as applied to construction, ie "nose", rear, sides and the like are to be construed accordingly. Multiple direction of travel is however not to be excluded, where the construction allows,, and in such case references to direction are to be construed according to the prevailing direction of travel at a given time. For example reference to wing and tail may be interchangeable in the case of a vehicle capable of forward and reverse flight, and components such as propulsion means may be plural for different directions or adapted to be aligned to a desired direction.

The wing may be any suitably configured wing to provide the necessary lift. In a particularly preferred embodiment of this aspect of the invention, the wing is of polyhedric configuration presenting a given projected surface area dependent on the orientation with respect to the horizontal in normal flight. In this manner a similar effect is provided in both wing and tail whereby loss of altitude is prevented, and importantly the response at both wing and tail is similar whereby the plane maintains a level orientation on banking or turning.

Preferably each fin angle to the vehicle vertical line is between 10 and 60 degrees, selected according to required responsiveness of turn and to diameter of any propulsion means, if projected through the tail V.

It is a particular advantage that the integration of directional and elevational control in this manner provides for enhanced handle ability and flight success.

6 Directional and elevational control is provided by rudder mechanism which comprises the two flaps, one located on each tail fin as above described, and optionally comprises two further flaps, one located on each wing tip. However, it is a particular advantage of the invention that providing directional and elevational control in the form of co-ordinated flaps on the fins of a V-shaped wing with the flaps suitable co-ordinated for co- operative movement during a turn is sufficient to stabilise the term without need for further flaps on the wings, particularly where the wing is a polyhedral wing. This greatly simplifies the control systems necessary. Such a simplified turning control blends itself particularly to use with remote controlled model aircraft and with light weight leisure piloted craft.

It is a particular advantage of the invention that a flap located on a fin or tip as hereinbefore defined has an orientation with respect to the level alignment such that any change in the flap position results in displacement both horizontally and vertically whereby the flap may be used for both directional and elevational control, ie as a rudder and stabiliser and also as an elevator in normal operation on an airplane. The flap may be of any type known in the art and may be of any shape or configuration. Suitably the flap comprises a portion of the fin or tip, at the trailing edge thereof in flight, which is hinged along the length thereof whereby it may be displaced from the plane of the fin or tip, at an angle thereto. It is a particular advantage that the two flaps are adapted to be operated in unison in such manner that co-ordinated control is provided. Accordingly the operation of raising one flap is suitably accompanied by the operation of lowering the corresponding flap by a corresponding amount or otherwise suitable amount to stabilise the turn, similarly displacing one flap to the "inside" of a turn is associated by displacing the corresponding flap by a corresponding amount or otherwise suitable amount to the "inside", and vice versa.

7 Preferably each flap identically and symmetrically is provided in two hinged sections providing differential surface area. Sections may be adjacent, distanced apart, or coaxial (axis = hinge) one within the other. In a given turning operation, both sections are displaced by deflection at one fin or tip and only one section is displaced at the other fin or tip. By this means the deflection provides for directional control initiated by the "outside" fin only whilst maintaining its elevation, with stabilisation by the "inside" fin, outside and inside referring to the turning circle of the vehicle. The sectioned flaps on 10 each fin or tip provide for stabilisation and prevent irregular turning.

In a particularly preferred embodiment, each flap is sectioned into a major and a minor flap portion. The deflection provides for directional control initiated by the whole of the outside flap of a pair (ie both major and minor sections thereof). Paired flap portions are cooperably linked such that deflection of a major and minor portion of a first flap produces corresponding deflection in the opposite sense of a minor portion only of the second flap to stabilise a turn. In this way, directional control is initiated by the "outside" flap with stabilisation by the minor portion of the "inside" flap.

Preferably, each flap is sectioned transversely into a major and a minor flap portion. The minor flap portion comprises a surface area which is determined by the V-tail angle and total surface area. The optimum range for the surface area of the minor flap portion is typically between 15 and 60% of the total flap area (ie major and minor portions combined), more preferably 25 to 40% of total flap area. In one embodiment, it is substantially one third thereof.

Alternatively, each flap may comprise separate major and minor flap elements, cooperably linked and with preferred surface area ratios as above.

8 This system is particularly effective when the flaps are provided on the fins of a V-tail as above described, in particular to obviate the need for wing flaps, and especially where stability is optimised by use of a polyhedric wing.

In particular, the vehicle is a remote controlled vehicle such as a remote controlled model air plane. Reference herein to remote controlled vehicle is to a vehicle controlled remotely, ie wireless or wired.

A radio controlled vehicle comprises a receiver and aerial as known in the art of radio controlled technology, the aerial being located or suspended from any suitable point of the vehicle so as not to impede the vehicle or any component part thereof and being of suitable length and width to receive the desired transmitted signal without undue interference. A wire controlled vehicle suitably comprises attachment points for wires and transmission of signals therefrom to the appropriate control means of the vehicle.

In a further aspect of the invention the vehicle is remotely controlled and comprises a body, a wing, propulsion means with an associated power source, and a tail and having means for speed, directional and elevational control, wherein the vehicle and its component parts are of substantially symmetrical assembly in terms of balance and performance and incorporates on-board control means which is regulated by means of control circuitry located on a suspended circuit board adapted to receive remote signals.

The control circuitry in the vehicle of the invention is protected from damage on crash or collision since impact is minimised by means of suspended mounting within the body of the vehicle. Suspension may be in any desired orientation with respect to the upright position of the body in normal flight. In 9 a particular advantage of this embodiment of the invention the circuit board is suspended in vertical alignment and this has been found to minimise the risk of dislodgement or damage. Moreover this has the advantage of fashioning the body shape to accommodate the vertically aligned circuit board with associated reduction in volume and weight, reduction in width and increase in stability. Preferably components of the circuit board and connecting materials are weight balanced side to side for stability, and weight distributed front to rear for performance and impact protection.

Suspension may be vertically fixed or adjustable. It is a particular advantage of the invention that suspension means is adapted for positional adjustment, for example vertical adjustment to alter the centre of gravity, lowering the circuit board to increase stability and raising it to increase performance.

The circuit board may be suspended by any suitable means and is preferably suspended by one or more point suspension means, more preferably is suspended by a plurality of pins, studs, or the like passing through apertures in opposing side of the body and locating in apertures on the board or on a mounting therefor, whereby the board is mounted in a plane corresponding to 20 a vertical section taken through the body from nose to tail thereof.

Preferably suspension means includes a circuit board mounting comprising one or more coplanar aligned frames, the circuit board being held at its edges and aligned perpendicular to the frame(s). The mounting provides one or more suspension struts at each face of the circuit board, to which point suspension means may be located. The circuit board may be adjusted within the mounting, or alternatively the mounting may comprise a selection of mounting points for suspension means providing for vertical adjustment.

Preferably point suspension means comprise an expansion portion adapted to contract to pass through the body and circuit board apertures and expand thereby preventing unintentional return.

Preferably the suspension means is constructed of shock absorbing material which reduces damage on collision or impact, for example constructed of PU and ABS plastic, translating shock back to the body with dissipation thereof.

Preferably in the case of a front mounted body, the circuit board is mounted rearwardly within the body with the nose of the body being reserved for the accommodation of more robust, shake and impact resistant components such as the power source, suitably in the form of a battery, and the like, with suitable shock absorbing material such as foam, as required.

The circuit board may be constructed using conventional techniques. It is particularly preferred that the circuit board is constructed with the use of Service Mount Technology, enabling assembly of micro components, reducing the overall size and weight thereof Alternatively constructions such as with use of a flexible circuit board and embossed or integral control circuitry moulding are envisaged.

In a further embodiment of the invention direction and/or elevational control is by means of a servo unit integral with control circuitry and integrally mounted on a circuit board.

The servo unit in the vehicle of the invention may be mounted on any form or configuration of circuit board as known in the art and is preferably mounted on a suspended circuit board as hereinbefore defined. The servo unit may be any conventional unit employed in the construction of remote controlled 11 vehicle for controlling the flight thereof. Preferably however the servo unit of the embodiment of the invention comprises a motor and gear differentials, located in a shock absorbing (open) casing, mounted on the circuit board.

By mounting the servo unit in the manner of the invention the assembly and construction is simplified leading to reduction in volume and weight of the assembled unit. This has advantages in the controllability and damage reduction on impact or collision. Mounting the servo unit on the circuit board moreover aids balancing of the vehicle.

In a further embodiment of this aspect of the invention the wing and tail provide projected differential surface area in level flight and flight displaced from level, the projected surface area increasing when displaced from level. Preferably the wing is of polyhedric configuration and the tail is of polyhedric or V-shaped configuration, each presenting a given projected surface area dependent on the orientation with respect to the horizontal in normal flight. In particular, the tail is of V- shaped configuration as above described in accordance with the first aspect of the invention.

in a further embodiment of this aspect of invention directional and elevational control is provided by a rudder mechanism which comprises two flaps, one located on each wing tip or on each tail fin, and control wires to a servo unit. Preferably the flaps are of the form above described, in particular on a Vshaped tail as above described.

The polyhedric wing (and tail in embodiments of the invention wherein the tail comprises polyhedric elements) suitably comprises a central portion and two peripheral portions, hereinafter tips. The central portion is suitably of planar elongate configuration, the tips presenting planar elongate angular extensions.

12 In level flight the tips are angled upwardly. When caused to "bank" or turn, the wing (and tail if applicable) is displaced from its horizontal alignment and one or other tip assumes an alignment closer to horizontal whereby its "footprint", or projected horizontal surface area is greater than that in level alignment. It is a particular advantage that this "polyhedric" configuration prevents rapid loss of altitude on banking or turning of the vehicle which is a common cause of loss of control and crash or collision of the vehicle. It is a further advantage that by this means the need for dedicated elevation control means in the form of flaps on the wing is dispensed with, thereby simplifying construction.

The elevation of the wing tips with respect to the main portion is fixed or adjustable. Preferably tensioning stays are provided at pre-set locations bridging the interface of the main portion and each wing tip to maintain a desired angle. A selection of attachment points for or on the tensioning stays provides the option of varying the wing tip angle, enhancing or minimising the polyhedric effect, and thereby the emphasis on stability or performance.

Preferably, the wing tip angles are between 1' and 60' to the main portion more preferably between 30' and 60'.

Preferably, the angle between the elongate elements of the V-tail is between 60' and 120'. Preferably, the wing tips of the polyhedral wing are angled to the horizontal so as to be substantially parallel to the elements of the V-tail.

Preferably displacement of each flap is by means of control wires to a servo unit such that the unit retracts or extends the wires, thereby displacing each flap in one or other direction. Preferably the flaps are connected to a common control wire from the servo unit, by means of two linking spurs, one extending from to the underside of one fin or tip and the other extending from the upper 13 face of the other fin or tip, providing a turning mornent facilitating displacement and return of flaps.

Preferably the control wire is linked by means of the spur or horn to each stabilising section, at its upper face of one fin and at its lower face of the other, providing means for deflection thereof, and means is provided for associating the stabilising portion with its corresponding rudder portion, in manner to deflect both sections of one fin on retraction or extension of the control wire but only the stabilising portion on the other, and vice versa on the other of extension or retraction. Depending on the side to side arrangement, extension will generate a turn in one direction and retraction a turn in the other.

Preferably a stop is mounted at the lower most face of the stabilising section and extending across a part of the rudder section so as to abut the rudder section but unconnected thereto. Preferably a further stop means is mounted on the lowermost face of the fin and extending across a part of the rudder section so as to abut but unconnected thereto. Preferably biasing means is provided on the lowermost face of the fin, holding the rudder section in tension, providing for return and biasing against stops.

Retraction or extension of control wires provides deflection of both stabilising sections, at one fin the stop attached on the lowermost face of the rudder section abutting the rudder section, thereby also deflecting that section, and at the other fin, deflection of the stabilising section does not abut the stop located on the stabilising section against the rudder section and it is displaced out of contact therewith such that the rudder section is thereby maintained undeflected.

14 Preferably the rudder mechanism provides for variable responsiveness, by means of adjusting the wire with respect to each spur. A plurality of attachment points may be provided along the length of the spur, providing a plurality of deflection options. Suitably a spring is provided interfacing the control wire and each spur facilitating the variation of the attachment. The spring may be a resiliently deformable U shape or V shape section of the control wire, providing further enhancement of responsiveness.

In a further embodiment propulsion means comprises a pusher type propeller 10 mounted on the rear of the body proximal to the tail.

It is a particular advantage that pusher type propellers enable flight at lower speed, whereby the vehicle is easier to fly, also thereby improving the efficiency and battery life of the vehicle. The rear mounted propeller is protected in the event of crash or a collision whereby it does not suffer direct impact and merely suffers transmitted shock through the body of the plane. Preferably the propeller is mounted or engaged by means of ffiction fit or snap fit onto a propeller shaft in manner that extreme shock results in disengagement or dismounting thereof, thereby absorbing impact shock and 20 reducing the incidence of damage.

It is a further advantage that the rear mounted propeller is less prone to damage an object into which it crashes or with which it collides.

Preferably the wing is profiled in any manner to create lift, in manner that the forward motion of the vehicle creates a pressure differential between the upper and lower faces of the wing, thereby causing lift. It is a particular advantage of this embodiment of the invention that the wing is profiled to present a curved surface from the front to the rear thereof on both upper and lower faces, thereby providing pressure decrease at the upper face and differential pressure increase at lower face, whereby the airflow across the lower face is laminar flow. This creates a profiled lift effect which has been found to be particularly advantageous for use with wings and tail of lightweight construction, which are unable to withstand excessive lift forces. This enables power control by pulsing, generating bursts of speed, which requires less skill than uniform power control at constant speed, and/or provides the option of effective variable speed control.

Preferably the wing is profiled to a narrower section at its longitudinal centre line, and/or rearward therefrom, perpendicular to the direction of travel, providing maximum lift at its trailing and leading edges or at its trailing edge only.

Propulsion means may be adapted to direct air flow into the wing, and by this means elevational control is provided in simple manner by altering the speed of propulsion of the propulsion means, whereby the number of control channels required to operate the vehicle is reduced.

There is provided a motor for operating the propulsion means, and this is suitably located at the front or nose of the body, thereby vacating rearward locations for sensitive components. The motor is suitably mounted in known manner. The power source suitably comprises a current supplying battery, preferably Ni metal hydride.

In a further embodiment of the invention the plane is adapted for hand launching by means of a hand compatible portion of the body located remote from propulsion means.

16 It is a particular advantage that this discourages accidental or unintentional impeding of propulsion means by contact with the hand, and associated damage to either or both. Preferably the vehicle provides a safety catch, in known manner, which must be activated in suitable manner in order to initiate propulsion means. Preferably the safety catch is associated proximal to the hand compatible portion of the body, and remote from the propulsion means. In this manner the vehicle may only be launched by use of suitable hand positioning on the body thereof which is therefore prevented from coming into contact with the propulsion means.

In a further embodiment of the invention the vehicle is controlled by means of two control functions. It will be appreciated that typically remote control planes require four control features, i.e. left-right operation of the tail rudder, wings ascend and descend, tail elevator operation and engine speed. This requires manual dexterity and proficiency. The vehicle of the invention provides a direction and speed channel wherein speed in isolation may provide lift or both together provide lift. Remote control may be by any known means and is preferably by radio

control as known in the art.

The vehicle of any embodiments of the invention is adapted for gliding without power assistance, by virtue of its lightweight and this further enables the safe and efficient control thereof.

In a further embodiment of the invention the vehicle comprises a receiver for receiving signals from a transmitter, wherein the transmitter includes an audible waming which is adapted to activate in predetermined events for example in the event of power loss to indicate maximum field of range or low

17 battery. It is a particular advantage that the transmitter of the invention combines conventional visible warnings such as flashing light with an audible warning and this is found to be more effective by virtue of the nature of the art which requires the operator to watch the vehicle in flight, and allows him to operate the handset by touch without the need for visual assistance. It will be appreciated that this provides an additional safety feature in terms of crash or loss of the vehicle.

In a further aspect of the invention the wing and tail are constructed of 10 composite material comprising a layer of heat compressed polymer foam together with a heat laminated skin comprising a polymer film.

The composite construction of the wing and tail has been found to provide excellent resilience and durability and moreover to maintain its integrity on damage or impact. This means damage to one portion of the wing or tail does not affect the ability of the vehicle to continue controlled flight. It has the advantage both of ensuring the safe return of the vehicle from a flight, and moreover extends the useful life of the wings and tail.

The wing and tail may each be moulded in a single operation together with the heat compression and lamination thereof to provide the profile as hereinbefore defined and moreover to provide hinged portions suitable for deflection to form wing tips, V-shape and flaps as hereinbefore defined, and attachment locations for assembling the vehicle, in the forin of recesses, projections or insert or cleft sections to be received in or form shaped, insert or cleft mountings.

18 In a further aspect of the invention there is provided a kit of parts comprising a body, wing, propulsion means, tail and control means for assembly of an vehicle according to any of the embodiments as hereinbefore defined.

Preferably the kit of parts comprises any additional components as hereinbefore defined, specifically control wires, spurs and stops for assembling the rudder mechanism for operating the flaps, tensioning stays and the like.

In a further aspect of the invention there is provided a method for assembly of a kit of parts as hereinbefore defined to provide an vehicle as hereinbefore defined comprising assembling the wing by means of angling the wing tips with respect to the wing main portion and locating tensioning stays, attaching the propeller on the propeller shaft of the body, locating the wing with respect to the body and attaching by resiliently deformable and shock release attachment means, such as retaining straps for example elastic bands; locating and connecting a power source such as battery pack in a cavity within the body; locating spurs on opposing faces of the flap stabilising section and stops on the lower face of both tail fins and stabilising sections in manner to abut, but be unattached to the respective flap rudder sections and connecting control wires to spurs; and associating the tail with respect to the body.

In a further aspect of the invention there is provided the use of an vehicle or component part as hereinbefore defined for leisure, skills training, reconnaissance for traffic control, adverse conditions and the like, coordination or other educational activity comprising powering the plane by means of a safety means as hereinbefore defined, launching and guiding by use of a handset as hereinbefore defined.

19 In a further aspect of the invention there is provided a method for the manufacture of an vehicle or kit of parts as hereinbefore defined comprising assembling control circuitry and servo unit on a circuit board, in a further embodiment suspending a circuit board within the body; in a further embodiment moulding and laminating a wing and tail as hereinbefore defined; in a further embodiment moulding a body having a forward cavity for impact resistant components and a rearward cavity for impact sensitive components and a rearward shaft for a propeller, providing means for associating the tail with respect to the body and locating tensioning stays at predetermined locations on the wing, spurs and stops at predetermined locations on the tail; and providing biasing means for return of rudder flaps.

The wing and tail may be made of any suitable material and are preferably made of dense polystyrene foam in manner as hereinbefore defined. Propeller and spurs are suitably made of resiliently deformable and flexible material such as polycarbonate or the like.

The body is suitably made of shock resistant impact resistant material such as polyurethane. The tail is suitably associated with respect to the body by means of an elongate member at a predetermined distance therefrom to provide controlled flight, the member may be constructed of any lightweight shock and impact resistance material and is preferably constructed of carbon fibre rod or the like.

The invention is now illustrated in non-limiting manner with reference to the following figures wherein:

Figure 1 represents a front elevation view of the vehicle; Figure 2 represents a front elevation view of the vehicle body illustrating control mountings; Figure 3 represents a rear elevation view of the tail illustrating the rudder mechanism of an embodiment of the invention; Figure 4 represents a cross section of the wing of an embodiment of the invention; Figure 5 illustrates the suspended circuit board of an embodiment of the invention; Figure 6 illustrates the body with hand compatible portion and safety catch of an embodiment of the invention.

is In Figure 1 is illustrated a vehicle in the form of an airplane, having a body (1) suspended from a wing (2), and supporting a push propeller (3). A rod (7) links the body to tail fins (4). Cavities (5,6) are provided in the body for circuit board and battery accessed by a window. These are shown in greater detail in figure 2 with the window open.

The tail is a V-tail comprising two planar elongate fins (4) angled at 60' about a centre line or axis. Directional and elevational control of the airplane is provided by a rudder mechanism which comprises two flaps, one located on each tail fin (4), which are described in greater detail with reference to figure 3.

The wing (2) is polyhedral and comprises a planar central portion (2a) and two tips (2b) presenting planar elongate angular extensions. In level flight the tips 21 (2b) are angled upwardly about hinges (2c) at around 30' to correspond generally to the angle of the tail fins (4). Tensioning stays (2d) stabilise this angle.

When caused to "bank" or turn, the wing is displaced from its horizontal alignment and one or other tip assumes an alignment closer to horizontal whereby its "footprint", or projected horizontal surface area is greater than that in level alignment. This prevents rapid loss of altitude on banking or turning of the vehicle and stabilises the turn. In conjunction with the V-tail it means the need for dedicated elevation control means in the form of flaps on the wing is dispensed with, thereby simplifying construction.

An antenna (19) receives control signals from a radio controller (not shown). These are transmitted to flaps (9) on the tails fins (4) by the control wires (8).

This is shown in greater detail in figure 3. Each flap (9) on the tail fin (4) consists of a flap rudder section (9a) and flap stabilising section (9b) configured as a portion of the fin at the trailing edge which is hinged along its length to be displaced from the plane of the fin at an angle thereto. Each flap stabilising section (9b) comprises around one third of the total flap area.

In level flight (top view) these are level. Each major flap portion (9a) is cooperably linked such that deflection of a whole flap comprising rudder section (9a) and flap stabilising section (9b) of a first flap produces corresponding deflection in the opposite sense of a flap stabilising section (9b) only of the second flap to stabilise a turn. For a right turn (middle view) the control wires (8) cause the whole port flap (9a and 9b) to hinge upwards, and the starboard stabilising section (9b) to hinge downwards to stabilise the turn. The position is reversed for a left turn (bottom view).

22 Figure 4 represents a cross section of the wing of an embodiment of the invention. The wing is profiled to present a curved surface from the front to the rear on both upper and lower faces, thereby providing pressure decrease at the upper face and differential pressure increase at lower face, whereby the airflow across the lower face is laminar flow. This creates a profiled lift effect and enables power control by pulsing, generating bursts of speed, or by variable speed control.

Figure 5 illustrates the suspended circuit board of an embodiment of the invention, in which a circuit board (13) is retained on one or more mounting frames (14) within a cavity (5) in the body (1) by use of retaining pins (16) through apertures (15) in the body ( 1).

Figure 6 illustrates the body (1) with a specially configured hand compatible portion (18) and safety catch (17). The safety catch (17) is positioned relative to the hand compatible portion (18) of the body so as to be away from the propeller (3). Thus, the catch may only be operated and the airplane may only be launched by use of suitable hand positioning on the body which is safely 20 away from the propeller (3).

23 REFERENCE NUMERALS 1 Body 5 2 Wing 2a Wing main portion 2b Wing tip (2) 2c Hinge (2) 2d Tensioning stay (2) 3 Propeller 4 Tail fins (2) Cavity for circuit board 6 Cavity for battery 7 Tail attachment rod 8 Control wires 9a Flap rudder section 9b Flap stabilising section Spur (2) 11 Stop (4) 12 Biasing means (2) 13 Circuit board 14 Mounting frame (1 shown) Apertures 16 Pins 25 17 Safety catch 18 Configuring for hand hold 19 Antenna 24

Claims (35)

1. A vehicle comprising a body, a wing, propulsion means with an associated power source, and a tail and having means for speed, directional and elevational control, wherein the vehicle and its component parts are of substantially symmetrical assembly in terms of balance and performance and wherein the tail is a V-shaped tail comprising two planar elongate fins angled about a centre line or axis, and wherein directional and elevational control is provided by a rudder mechanism which comprises two flaps, one located on each tail fin, which flaps are adapted to be operated in unison in such manner that coordinated control is provided.

2. A vehicle as claimed in claim 1 wherein the wing is of polyhedric configuration presenting a given projected surface area dependent on the orientation with respect to the horizontal in normal flight.

A vehicle as claimed in claim 1 or claim 2 wherein directional and elevational control flaps are not provided on the wing.

4. A remotely controlled vehicle comprising a body, a wing, propulsion means with an associated power source, and a tail and having means for speed, directional and elevational control, wherein the vehicle and its component parts are of substantially symmetrical assembly in terms of balance and performance and incorporates on-board control means which is regulated by means of control circuitry located on a suspended circuit board adapted to receive remote signals.

5. A vehicle as claimed in claim 4 wherein the control circuitry in the vehicle of the invention is protected from damage on crash or collision by means of suspended mounting within the body of the vehicle.

6. A vehicle as claimed claim 4 or claim 5 wherein direction and/or elevational control is by means of a servo unit integral with the control circuitry and integrally mounted on a circuit board.

7. A vehicle as claimed in claim 5 or claim 6 wherein components of the circuit board and connecting materials are weight balanced side to side for stability, and weight distributed front to rear for performance and impact protection.

8. A vehicle as claimed in any one of claims 5 to 7 wherein suspension is vertically adjustable.

9. A vehicle as claimed in any one of claims 5 to 8 wherein the circuit board is suspended by a plurality of point suspension means.

10. A vehicle as claimed in claim 9 wherein the circuit board is suspended by a plurality of pins, studs, or the like passing through apertures in opposing side of the body and locating in apertures on the board or on a mounting therefor, whereby the board is mounted in a plane corresponding to a vertical section taken through the body from nose to tail thereof.

11. A vehicle as claimed in any one of claims 5 to 10 wherein the suspension means includes a circuit board mounting comprising one or more coplanar aligned frames, the circuit board being held at its edges and 26 aligned perpendicular to the frame(s), and the mounting providing one or more suspension struts at each face of the circuit board, to which point suspension means may be located.

12. A vehicle as claimed in claim 11 wherein the suspension means is constructed of shock absorbing material which reduces damage on collision or impact by translating shock back to the body with dissipation thereof.

13. A vehicle as claimed in any one of claims 4 to 12 wherein the circuit board is mounted rearwardly within the body with the nose of the body being reserved for the accommodation of more robust, shake and impact resistant components and/or suitable shock absorbing material.

14. A vehicle as claimed in any one of claims 4 to 13 wherein directional and elevational control is provided by a rudder mechanism which comprises at least one pair of flaps, one located on each tail fin or wing tip, which flaps are adapted to be operated in unison in such manner that coordinated control is provided.

15.

A vehicle as claimed in any claim 14 wherein the tail is a V-shaped tail comprising two planar elongate fins angled about a centre line or axis, the wing is of polyhedric configuration presenting a given projected surface area dependent on the orientation with respect to the horizontal in normal flight, and wherein directional and elevational is provided by a rudder mechanism which comprises at least one pair of flaps, one located on each tail fin and directional and elevational control flaps are not provided on the wing.

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16. A vehicle as claimed in any one of claims 1 to 3 or 14 to 15 wherein each flap identically and symmetrically is provided in two hinged sections providing major and minor flap portions of differential surface area.

17. A vehicle as claimed in claim 16 wherein the sections are cooperably linked such that in a turn both sections are displaced by deflection at one fin or tip and only one section is displaced at the other fin or tip.

18. A vehicle as claimed in claim 17 wherein paired flap portions are 10 cooperably linked such that deflection of a major and minor portion of a first flap produces corresponding deflection in the opposite sense of a minor portion only of the second flap to stabilise a turn.

19. A vehicle as claimed in any one of claims 16 to 18 wherein each flap is sectioned transversely into a major and a minor flap portion.

20. A vehicle as claimed in any one of claims 16 to 19 wherein the minor flap portion comprises a surface area of between 15 and 60% of the total flap area.

21. A vehicle as claimed in claim 20 more wherein the minor flap portion comprises a surface area of substantially one third of the total flap area.

22. A vehicle as claimed in any preceding claim wherein the wing is of 25 polyhedric configuration and the tail is of V-shaped configuration, each presenting a given projected surface area dependent on the orientation with respect to the horizontal in normal flight.

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23. A vehicle as claimed in claim 22 wherein the polyhedric wing comprises a central portion of planar elongate configuration and two peripheral tips presenting planar elongate angular extensions angled upwardly therefrom in level flight.

24. A vehicle as claimed in claim 23 wherein tensioning stays are provided at pre-set locations bridging an interface of the main portion and each wing tip to maintain a desired angle.

1025. A vehicle as claimed in claim 23 or claim 24 wherein the wing tip angles are between 30' and 60' to the main portion.

26. A vehicle as claimed in any one of claims 23 to 25 wherein the wing tips of the polyhedral wing are angled to the horizontal so as to be substantially parallel to the elements of the V-tail.

27. A vehicle as claimed in any one of claims 23 to 26 wherein the angle between the elongate elements of the V-tail is between 60' and 12T.

28. A vehicle as claimed in any preceding claim wherein the propulsion means comprises a pusher type propeller mounted on the rear of the body proximal to the tail.

29. A vehicle as claimed in any preceding claim wherein the wing is profiled to present a curved surface from the front to the rear thereof on both upper and lower faces, thereby providing pressure decrease at the upper face and differential pressure increase at lower face, whereby the airflow across the lower face is laminar flow.

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30. A vehicle as claimed in any preceding claim adapted for hand launching by means of a hand compatible portion of the body located remote from propulsion means.

31. A vehicle as claimed in claim 30 provided with a safety catch associated proximal to the hand compatible portion of the body, and remote from the propulsion means such that the vehicle may only be launched by use of suitable hand positioning on the body thereof which is therefore prevented from coming into contact with the propulsion means.

32. A vehicle as claimed in any preceding claim wherein the wing and tail are constructed of composite material comprising a layer of heat compressed polymer foam together with a heat laminated skin comprising a polymer film.

33. A kit of parts comprising. a body, wing, propulsion means, tail and control means for assembly of an vehicle according to any preceding claim.

34. A method for assembly of a kit of parts to provide an vehicle according to any preceding claim comprising assembling the wing by means of angling the wing tips with respect to the wing main portion and locating tensioning stays, attaching the propeller on the propeller shaft of the body, locating the wing with respect to the body and attaching by resiliently deformable and shock release attachment means; locating and connecting a power source in a cavity within the body; locating spurs on opposing faces of the flap stabilising section and stops on the lower face of both tail fins and stabilising sections in manner to abut, but be unattached to the respective flap rudder sections and connecting control wires to spurs; and associating the tail with respect to the body.

35. A vehicle substantially as hereinbefore described with reference to the accompanying drawings.