JP2012025391A - Straight gliding device for tail wheel type radio control airplane - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a device for improving straight gliding property of a tail wheel type radio control airplane.SOLUTION: A rod adjuster (13) is connected to right and left ends of a servo horn (26) attached to a ladder servo (25). An integral-type operation rod (21) and a connective operation tube (20) are connected to the rod adjuster to allow interlock (connection) of up to a coaxial gear (9) via each constitutional component such as a lower gear connection/disconnection rod (15) or the like to connect/disconnect the coaxial gear to/from a main wheel gear (8). The device is of the type that the coaxial gear (9) is connected/disconnected to/from the main wheel gear (8) depending on whether a ladder stick of a transmitter is not controlled or controlled to identically rotate or independently rotate right and left main wheels (2). Connection (crimp) of the coaxial gear (9) to the main wheel gear (8) allows straight gliding of this airplane. Separation of both gears facilitates lateral direction change of this airplane when taxiing.

Description

  The present invention is a straight running of a tail wheel type radio controlled airplane that solves the above-mentioned difficulties (problems) of a tail wheel type radio controlled airplane that has a very poor straight running ability during takeoff and landing of a tail wheel type radio controlled airplane (especially ground running at low speed). It relates to the device.

The arrangement of landing legs for ground landing of airplanes is roughly divided into two types, the front wheel type and the tail wheel type, depending on the position of the one leg on which the support wheel other than the main leg on which the main wheel is provided. The one that puts one leg (supporting wheel) other than the legs (main wheel) on the front nose lower part is called the “front wheel type”, and the one that puts it on the rear part of the fuselage is called the “tail wheel type”. In general, compared with the front wheel type, the tail wheel type is more difficult to maneuver at the time of ground landing during take-off and landing, and more skill is required.
However, the tail wheel type has the following advantages over the front wheel type.
・ When a propeller is installed at the nose, the ground clearance of the propeller increases, so it is more resistant to rolling up foreign objects on the runway and the propeller diameter can be increased.
・ Landing legs for ground-sliding must be strong to support the load and obstruct weight reduction, which is a major issue in aircraft design, but the tail wheel type is simpler and smaller than the front wheel type. Can be lightened.
-When using a fixed type instead of a retractable type, the tail wheel type is smaller and the resistance is lower than the front wheel type main landing gear.

Considering these advantages, there is an example in which a tail wheel type is adopted for a radio controlled airplane, but the tail wheel type radio controlled airplane has a very poor straight running property, which is also a characteristic of the machine as described above. Maneuvering during takeoff was a very difficult problem.
However, a tail wheel type radio controlled airplane that has solved the above-mentioned problems has not been manufactured and sold.
As an example of solving this difficulty, the following patent publication (Patent Document 1) proposed by the applicant of this patent is known for an actual machine (including a part of a radio controlled airplane).

Japanese Patent No. 3310870

As described in the above technical field, the tail wheel type radio controlled airplane has a very poor straight running property, which is also a characteristic of the aircraft, and is particularly difficult to take off.
Sometimes, it is dangerous because it may cause a ground loop that induces a spin phenomenon that causes the entire airplane to rotate horizontally.
The above-mentioned patent document 1 is an example of a structure that solves these problems.
(B) Radio-controlled airplane of claims (Claim 4): 5 to 6 pages (FIGS. 17 to 20)
As a result of repeated tests, it was confirmed that the effects described in Patent Document 1 were obtained. However, since there is no main wheel suspension mechanism that supports the fuselage, the main wheel shock absorber (4) The lower end of the aircraft tends to be subjected to severe impacts when landing, and there is a tendency for the aircraft to vibrate during ground sliding. Sex was also an issue.
The present invention has been made to solve the problems (problems) of the tail wheel type radio controlled airplane.

Hereinafter, means for solving the problem will be described.
B) A tail wheel type radio controlled airplane (hereinafter referred to as “radio control aircraft” or “airframe”) has a very poor straight running performance as described above, and is difficult to control during takeoff.
Therefore, in order to solve the above-mentioned difficulty (problem) for causing the radio-controlled aircraft to run straight when taking off, it is necessary to rotate the left and right main wheels (2) in the same direction.

In the present invention, as a method of rotating the left and right main wheels (2) in the same direction, a coaxial (11) is provided in which both ends at the lower part of the radio control machine are fixed by a coaxial gear (9).
The coaxial gear (9) rotates in the same direction on the left and right via the coaxial (11).
The coaxial gear (9) and the main wheel gear (8) fixed to the inner side of the left and right main wheels (2) are engaged and connected to each other via the coaxial (11), the coaxial gear (9), the main wheel gear (8), and the like. In this method, the left and right main wheels (2) are rotated in the same direction and the aircraft is slid straight.
On the other hand, when traveling on the ground, if the left and right main wheels (2) rotate in the same direction, the left and right direction of the aircraft cannot be changed.
In this case, the left and right main wheels are freed by releasing the main wheel gear (8) connected to the coaxial gear (9) (crimping engagement), and the left and right directions can be easily changed by rotating the main gear independently. I can do it.
In the present invention, a method for intermittently connecting the coaxial gear and the main wheel gear is as follows.
The two gears are linked (coupled) from the ladder servo (25) through the components such as the actuating rod (21), the coupling actuating tube (20), the actuating lever (18), the lower gear intermittent rod (15), etc. The gears (9) and (8) are intermittent.
If the coaxial gear (9) and the main wheel gear (8) are connected, the aircraft will run straight, and if the two gears are separated, the aircraft can be easily changed in the left-right direction when traveling on the ground.
For this purpose, if the ladder (28) integrated with the tail wheel (30) is not controlled in the straight running position, the coaxial gear (9) and the main wheel gear (8) are connected and run straight. To do.

On the other hand, when the rudder (28) is viewed from the rear of the fuselage and the posture switching is controlled to the right or left, both gears are separated and the left-right direction can be easily changed when traveling on the ground.
Although the operation and the like of this apparatus have been described above, the basic structure of the present invention is as follows.

A ladder servo (25) having a support shaft that is driven and controlled to rotate forward and backward by a radio control operation is attached to the center (center line) of the fuselage when the radio control machine is viewed from above.
A rod adjuster (13) is attached to the right end and the left end of a balance-type servo horn (26) that operates like a seesaw set on the spindle of the ladder servo, and an operating rod (21) that is curved in a curved shape is attached thereto. The actuating rod (21) can be rotated by being loosely screwed and engaged with the rod adjuster (13).

Further, when the operation rod (21) having a linear shape which is not curved is used instead of the operation rod (21), the material of the connection operation tube (20) to be joined to the operation rod (described later) is left and right. It is better to use brass, aluminum, etc. that can be expanded and contracted by bending and deforming.
A cylindrical connection working tube (20) that is pushed forward by the actuating rod (21) is provided.
The connection working pipe (20) is connected to the left and right by a pipe and a rod having a U-shape of katakana from the tip.
Left and right actuating rods (21) enter the pipe section, and either one moves forward or backward.
The distal end of the connection operation tube (20) is connected to the upper ends of the left and right operation levers (18).
An upper end of an in-machine spring (19) that functions to move the connected operating tube (20) forwardly moved back to its original position is attached to the upper end of the operating lever (18), and a lower end is attached to the lower part of the in-machine.
The lower end of the actuating lever (18) and the upper gear intermittent rod (16) are connected to each other, and there is a spring effect that induces a vertical cushioning action. A lower gear intermittent rod (15) having a crimping effect is attached.
The lower ends of the left and right lower gear interrupting rods (15) are connected to the tips of the left and right gear interrupting brackets (12) via rod adjusters (13).

B) An external spring (14) that allows the cushioning action of the main wheel is attached, and both ends of the main wheel receiver (10) are fixed to the lower front side of the left and right main wheel shock absorbers (4) whose ends extend vertically. To do.
A straight-running device for a tail wheel type radio controlled airplane constructed as described above.

A radio control machine equipped with this device is particularly suitable for beginner (high wing) training machines because it can easily control the ladder (28) during straight running and ground running.
In addition, as a model suitable for mounting this apparatus, a model other than a low-wing aircraft such as a high-wing aircraft, a shoulder wing aircraft, and a biplane is advantageous.
The rudder control of the aircraft equipped with this device is very convenient because it is not different from a general radio control machine as described above.
If the control method is different from that of a general radio control machine, it may be confusing and dangerous.
This machine (the radio-controlled machine with the device) does not cause a ground loop or the like during take-off and landing, and even if it landed unstablely on the ground, the aircraft is stable and can be stopped safely.
The above effect is similar to the actual machine.
In addition, on the aircraft (including the actual machine) equipped with a brake on this device, the left and right main wheels (2) rotate in the same direction even when the brake is applied. You can stop.
In addition, the cushioning effect of the lower gear intermittent rod (15) and the external spring (14) can be given to the airframe, and the lower end portion of the main wheel shock absorber (4) is shocked when landing. When it is received, it relaxes by moving up and down, and it is effective in reducing the vibration of the aircraft when running on the ground.

BRIEF DESCRIPTION OF THE DRAWINGS It is drawing which showed the state at the time of the straight run of the radio controlled machine of this invention, and is a left view of each component which is the right side from an aircraft centerline seeing an aircraft from back. However, the ladder, tail wheel, etc. are left side views as seen from the rear of the aircraft. It is the top view which showed the said state and operating state (part of the dotted line) of this invention. It is the front view which showed the said state and operating state (part of a dotted line) of this invention. It is the top view which showed the state of the main wheel of this invention, a main leg, etc. It is the bottom view which showed the attachment state of the main leg fixing component of the trunk | drum lower surface (lower board) of this invention. It is sectional drawing of the said main leg fixing screw part of this invention. It is the enlarged view which showed the main leg fixing component (FIG. 5, upper left) of this invention. It is the enlarged view of the left view which showed the shock absorber of the main wheel of this invention.

Embodiments of the present invention will be described below.
At the right and left ends of the servo horn (26) in the form of a seesaw attached to the support shaft of the ladder servo (25) of the radio control machine (having a support shaft that is controlled to rotate in the forward and reverse directions by the operation of the radio control) A rod adjuster (13) is attached, and a rotating actuating rod (21) that is curved in a curved shape is connected thereto. A male screw is provided at the base of the actuating rod (21), a female screw is provided at the tip of the rod adjuster (13), and the actuating rod (21) is loosely screwed into the rod adjuster (13). As a result, the operating lot (21) can be rotated as it moves back and forth, and the fitting with the cylindrical connecting operating tube (20), which will be described later, and the back and forth movement can be performed smoothly.
In the case of using a non-curved linear operation rod instead of the curved operation rod (21), the material of the connection operation tube (20) is expanded and contracted by the deformation of the left and right widths. It is better to use brass pipes and aluminum pipes that can be used.
As described above, the actuating rod (21) can be attached by selecting one of a curved type and a non-curved linear type.

The connecting actuating pipe (20) characterized by a frame structure that is pushed forward at the tip of the actuating rod (21) without being rattled and is integrated (integrated) with it is provided.
In the integration, the rotating operating rod (21) can be reliably pushed without rattling while rotating the connecting operating tube (20) forward.
The connection working pipe (20) is connected to the left and right by a U-shaped pipe and rod from the tip.
Left and right actuating rods (21) enter the pipe section, and either one moves forward or backward.
Unlike the actual machine, the integration is unique because it is a radio-controlled machine, and is characteristic.
Further, the tip of the actuating rod (21) must always be joined in such a manner that either the left or right or one side is in contact with the connecting actuating tube (20) so as to be freely contacted or separated.
If there is a gap between the joints, the coaxial gear (9) and the main wheel gear (8) will be intermittently disengaged, and the two gears will not be surely interrupted at the same time.

The front end of the connection operation pipe (20) and the upper end of the operation lever (18) are connected.
An upper end of an in-machine spring (19) that functions to move the connected operating tube (20) forwardly moved back to its original position is attached to the upper end of the operating lever (18), and a lower end is attached to the lower part of the in-machine.
A lower end of the operating lever (18) and an upper gear intermittent rod (16) connected to the lower end are provided.
The lower gear intermittent rod (15) which is attached to the upper gear intermittent rod (16) and has a moderate pressure-bonding effect with a cushion and a restoring force to induce a vertical buffering action by bending it into a lateral V or U shape or the like Is provided.
The lower ends of the left and right lower gear interrupting rods are connected to the tip portions of the left and right gear interrupting brackets (12) via rod adjusters (13).
A coaxial (11) is inserted into the hole at the tip of the gear intermittent fitting, and the coaxial gear (9) is fixed to both ends.
A main wheel support (10) is provided at the lower part of the coaxial (11).
At both left and right end portions of the main wheel receiver, a main wheel (2) having a main wheel gear (8) fixed inside each main wheel (2) is equipped.
The coaxial gear (9) and the main wheel gear (8) are intermittently connected by a meshing combination of flat gears.
A left and right main wheel shock absorber (4) whose tip is extended and contracted vertically by attaching an external spring (14) that allows cushioning of the main wheel is provided, and a main wheel receiver (10 ) Fix both ends.

As shown in FIG. 1, the main wheel shock absorber (4) is stabilized through a rod up and down and fixed to the main leg (7) (a hole is formed in the top and bottom of the device, and the rod is inserted into this). Enter).
The main wheel cushioning device (4) is configured to have a configuration similar to a type of laundry pin that is closed by receiving the spring elastic force of the external spring (14).
When the external spring (14) is weak, the strength can be adjusted by inserting a coil spring in the rod located in the upper and lower sides.
Further, the lower end portion of the main wheel shock absorber (4) moves up and down when receiving an impact during landing.
Polypropylene, polycarbonate, stainless steel or the like is suitable for the main body shock absorber, and copper wire or the like is suitable for the external spring (14).
The upper part of the main wheel shock absorber is fixed to the main leg (7) previously attached to the main leg mounting plate (3) of the lower body plate with a piano wire of about 3 mm.

A) At Take-off Run The following describes the embodiment of the present invention and actions (use method, use state) with reference to the drawings.
This is shown in FIGS.
This figure is omitted because it is not directly related to patented devices such as the main wing, fuselage rear, and horizontal tail.
This device can control the straight running and the ground running of the ladder (28) and the main wheel (2) with one ladder servo (25).
When taking off, take this machine in the direction of takeoff and leave the transmitter rudder stick uncontrolled.
If the rudder stick is not controlled, the operating lever (18) is always in the in-machine spring by the action of the left and right in-machine springs (19) connected to the upper ends of the left and right operating levers (18) and the lower part of the in-machine. It is pulled by (19).
With this action, the left and right coaxial gears (9) and the main wheel gear (8) are always crimped by a series of joint actions such as the lower gear intermittent rod (15) having a moderate crimping effect.
The trouble that the both gears are disengaged at the time of takeoff run from the action does not occur.
From the series of actions, if the machine slides on the ground, the coaxial gear and the main wheel gear are connected, and the left and right main wheels (2) rotate through the same axis (11). Since the rotation speed of the wheels is the same, the aircraft (hereinafter referred to as “the machine”) slides straight ahead.
In this case, in general radio control machines, the side thrust of the engine is normally deflected to the right by 2 ° to 3 ° in order to facilitate straight running of the airframe, but this machine is also a general radio control machine. The side thrust should be attached 2 ° to 3 ° to the right in the same way.

Further, when the machine does not go straight but turns right or left, as shown in FIGS. 5 to 7, the straight adjustment groove (this) is provided on the main leg mounting plate (3) of the lower fuselage plate. The aircraft can be moved straight by adjusting the position.
The left and right gear interrupters (12) are attached to the rods attached to the rear ends of the left and right main wheel shock absorbers (4) and connected to the left and right.

In FIG. 1 and FIG. 3, the stoppers (23) attached to both sides of the rear end of the left and right gear intermittent fittings (12) are omitted (see the stopper in FIG. 4).
The stopper prevents the gear intermittent fitting (12) from rolling (laterally shaking).
Further, in FIG. 1, the position of the main wheel receiver (10) is not shown and is omitted because it is difficult to identify.
The main leg (7) to be described in FIG. 2 is omitted here because it is illustrated in FIG.
In FIG. 3, the actuating rod (21), the servo horn (26), etc. are omitted because they are located behind the connecting actuating tube (20) and are difficult to understand.
FIG. 5 is a bottom view showing an attachment state of a fixing portion of the main leg (7) at the lower part of the trunk.
The eight slanted solid lines (slightly curved) are the straight adjustment grooves described above (the length is less than 1 cm), and the direction of these eight grooves is to draw a circle as a whole. It has become.
If the above is not done, the direction of the main leg cannot be adjusted.
When the machine is slid on the ground, slide the groove (straight forward adjustment groove) of the main leg fixing screw (6) in the direction opposite to the direction of bending, adjust the direction of the main leg, move straight, and then screw Securely tighten and then run straight.

In FIG. 5, the gear interrupting bracket (12) and the upper gear interrupting rod (16) are omitted because they are connected to the lower gear interrupting rod (15) and are difficult to identify.
FIG. 6 is a sectional view showing the attachment state.
FIG. 7 is an enlarged view of the upper left part of FIG.
A slanted ellipse in FIG. 7 is a straight adjustment groove.
The length of the linear adjustment groove is shorter than the actual length.
In FIGS. 5 and 7, the head of the screw is omitted.
The rear end of the main wheel shock absorber (4) in FIG. 8 relaxes the impact by opening about 1 cm within the range indicated by the arrow due to the impact at the time of landing.
(A) of this figure is a front-end | tip of a main wheel receiver (10), and it fixes to the lower front side of a main wheel shock absorber (4).
Further, in FIG. 8, the gear intermittent fitting (12) is omitted.
In general, front-wheel (three-wheel) airplanes (including general radio-controlled aircraft) occupy the mainstream compared to tail-wheel airplanes because it has good straight-sliding performance. It has better straight running performance than an airplane.
This is also an advantage of this machine.

B) When traveling on the ground This also controls the rudder stick of the transmitter (transmitter) to the right (or left) when turning the unit to the right (or left) when traveling on the ground as shown in Figs. To do.
The arrow of the ladder (28) is the operating range when the rudder rudder angle is cut by about 30 ° at the maximum.
The servo horn (26) attached to the ladder servo (25) operates and advances to the right (or left) upward as shown in FIG.
The operating state of the servo horn advances to the position of the arrow shown in FIG. 2 (when the ladder is cut by about 30 °).
The servo horn (26) at this time operates about 30 ° upward.
The right (or left) rod adjuster (13) connected to the servo horn is also moved forward in conjunction with the operation.
A right (or left) actuating rod (21) that is connected to the rod adjuster, curves in a curved shape and moves forward while rotating, is connected and jointly moves forward.
Further, the connecting operating pipe (20) integrated with the operating rod (a pipe having a U-shape or the like in katakana) advances.
The actuating rod (21) goes into the connecting actuating tube and moves forward or backward.
On the other hand, the lower left side of the servo horn (26) on the opposite side is retreated, and the left (or right) actuating rod (21) connected to this retreats.
The series of actions so far advances the connecting operation tube while the operation rod (21) connected to the rod adjuster (13) rotates in accordance with the operation of the servo horn (26).
At this time, the connection working tube (20) remains advanced.
The next operation is after [0011] described later.
Here, the connecting operating pipe (20) integrated with the operating rod (21) has a structure different from that of the actual machine.

If this method is applied to an actual machine, it is necessary to provide a U-shaped bracket in front of the ladder pedal (foot bar) of the actual machine.
In the above structure, when the rudder pedal is stepped on, the rudder pedal and the U-shaped bracket may be wobbled as compared with the integrated type of this machine, and accordingly, countermeasures should be taken.
Therefore, the weight of the aircraft (actual machine) increases accordingly, which is disadvantageous.
The integral type of the point actuating rod (21) and the connecting actuating tube (20) is a unique configuration that can be made by a radio control machine, and is characteristic.
Further, this integrated type has a structure in which the left and right coaxial gears (9) and the main wheel gear (8) are intermittently and reliably interrupted by the above-described action, and is excellent and has a great advantage (effect).
However, if the left and right working tubes are not connected, only the right and left gears will be separated.
With this structure, it is easy for the two gears on the opposite side to leave halfway, and the left and right gears cannot be reliably interrupted at the same time.
In addition, the gears are likely to be worn out and easily cause a failure.

When the connection operation pipe (20) moves forward, the upper ends of the left and right operation levers (18) attached to the engine mount (1) are connected to the tip, and the operation lever tilts forward by this action.
The upper end of the operating lever at this time is tilted to the position shown in FIG. 1A (when the ladder is cut by about 30 °).
As a result, the upper gear intermittent rod (16) connected to the lower end of the operating lever rises.
By connecting to the upper gear interrupting rod and bending the middle to a horizontal V or U shape, the lower gear interrupting rod (15) having a moderate crimping effect with the cushion is also raised.
A tip end portion of the gear intermittent fitting (12) is connected to a lower end of the lower gear intermittent rod via a rod adjuster (13).
The gear intermittent fitting (12) is also pulled upward from the above action.
A coaxial (11) having both ends fixed by a coaxial gear (9) is attached to the tip of the gear intermittent fitting.
When the actuating lever (18) is tilted forward, the lower gear interrupting rod (15) is pulled upward by the action of each component described above, and the coaxial (11) is raised (separated) via the gear interrupting bracket (12). .
As a result of the series of actions, the coaxial gear (9) fixed coaxially and the left and right main wheel gears (8) being crimped are separated.
The main wheel gear is fixed inside the main wheel (2).
The coaxial (11) at this time moves away to the position of the dotted line shown in FIG. 3 (when the ladder is cut by about 30 °).
As a result of the series of actions, both gears are separated and the left and right main wheels (2) rotate independently, so that the direction of the aircraft can be easily changed when traveling on the ground.
At this time, the intermittent operation of both gears and the operation of the ladder (28) act in conjunction.

As mentioned above, the transmitter ladder stick is not controlled during takeoff.
At this time, the coaxial gear (9) and the main wheel gear (8) are pressure-bonded by the joint action of the in-flight spring (19), the lower gear intermittent rod (15), etc., and the left and right main gears are connected via the coaxial (11). The wheel (2) rotates in the same direction and the aircraft slides straight.
On the other hand, when traveling on the ground, when the rudder stick is controlled to the right (or left) and the aircraft is turned to the right (or left), the operation of each component is as follows.
The left and right coaxial gears (9) and the main wheel gear (8) are reliably separated at the same time via the integrated left and right operation rods (21), the connection operation tube (20), the lower gear intermittent rod (15), and the like.
From the series of actions, the left and right main wheels (2) rotate independently, so that the left and right directions can be easily changed when traveling on the ground.
The most important thing is to ensure that both gears are released at the same time even if the ladder (28) is slightly cut.
In the above operation, the aircraft changes its direction quickly by turning the rudder a little, so it can change direction even with a slight curve, and it can run on the ground like a car (results confirmed in a test run).
Even if the rudder (28) is cut a little, if the two gears are not reliably separated at the same time, the direction of the aircraft will change greatly and the ground will change, making it difficult to run on the ground.
Thus, even if the rudder is slightly cut, the two gears are surely separated at the same time because the actuating rod (21) and the connecting actuating tube (20) are integrated.
This is an improvement point that is greatly different from the working pipe in which the left and right of [Patent Document 1] described later are not connected.

As described above, the present invention has a structure in which the left and right coaxial gears (9) and the main wheel gear (8) are intermittently connected by not controlling the ladder (28) or by controlling the ladder to the right or left.
Moreover, the ladder (28) control at the time of take-off / landing or running on the ground of this machine is the same as that of a general radio-controlled machine, and it is very convenient because it does not change at all.
If the control method is different from that of a general radio control machine, it may be confusing and dangerous.
As the ladder servo (25) for controlling the ladder described above, a strong servo should be used if it is possible because a load is applied to operate the patent apparatus.
Note that a small machine can be operated with a normal servo.

Further, when the aircraft landed (landed), a main wheel shock absorber (4) for protecting the airframe and the patent device by attaching a shock absorber to the main wheel (2) was provided.
An enlarged view of the main wheel shock absorber is shown in FIG.
In the drawing, the central rod (a) for supporting the left and right main wheels (2) is fixed to the lower front side of the main wheel shock absorber (4) as shown in FIG.
Since the main wheel shock absorber is independently attached to the left and right main wheels (2), it is very convenient to reduce the impact when landing on one wheel.
Even if the ground is uneven, the left and right main wheels (2) absorb the cushion of the ground independently, so that the aircraft receives less vibration.
In addition, this machine can perform figure-eight like a car, and can enjoy traveling on the ground.
In this case, the main wing may be removed, but the part is covered with a countermeasure against waste oil, and for safety, it travels on the ground with sufficient care (especially a rotating propeller).

B) Improvement of application example of radio-controlled machine: (Patent Document 1)
The application example of the 6th page of the patent 3310870 illustrated by patent document 1 was improved.
This is shown in FIGS. 21 to 24 of the patent publication of the above-mentioned Patent Document 1.
In the working tube having the structure of the patent (application example) of Patent Document 1, this is not connected left and right.
This proved to be a great hindrance to the right and left main wheel gear and the coaxial gear to be intermittently connected at the same time.
(Note) Both gears and the gears of the present invention are black for easy understanding.

Therefore, in the present invention, the connecting working tube (20) for connecting the right and left sides and the working rod (21) integrated with the connecting working tube (20) are provided.
If improved as described above, both the left and right gears can be reliably interrupted at the same time, and the left-right direction can be easily changed when traveling on the ground.

Also, in the present invention, in order to crimp both gears, a cushion that induces a vertical buffering action by bending a piano wire or the like not in the above patent into a horizontal V or U shape or the like and a moderate crimping effect between both gears. The lower gear intermittent rod (15) which took out was provided.
In the patent of Patent Document 1, both gears cannot be crimped because no crimping fitting is attached.
In the present invention, a crimp fitting is not required and can be made lighter.
In the patent document 1, the shock absorber for the main wheel was not attached, but the main wheel shock absorber (4) was attached as described above in the present invention.
When the aircraft lands violently, the impact received by the aircraft due to the operation of the device can be mitigated when the aircraft is slid on the ground.
In addition, in the present invention, a straight adjustment groove is provided so that the machine can go straight when taking off.
In the present invention, the above is improved.

B) Regarding the radio control machine of the scope of claim (Claim 4) and the radio control machine of the present invention of Patent Document 1 (Japanese Patent No. 3310870). It is.
In the patent document 1 (hereinafter referred to as “old patent”), a coaxial is attached to the inside of the machine body.
This is a significant difference from the present invention.
Therefore, in the old patent, an extra chain connecting gear or the like is required to connect the main wheel gear and the connecting gear in the fuselage.

In this respect, the present invention has a very simple structure with as few components as possible.
In the old patent, the structure is very complicated and trouble may occur. However, in the present invention, the structure is less likely to cause trouble.
Also, the structure of the old patent is disadvantageous because there are many components and the production cost tends to be high.
Furthermore, the old patent does not have a main wheel shock absorber.
From the above, it seems that the radio control machine equipped with the device of the present invention is improved from the radio control machine equipped with the device (mechanism) of the old patent.

Supplementary explanation of the drawings The engine, fuel tank, battery, receiver, encon servo, elevator, etc. are not shown because they are not directly related to this apparatus.
The actual area of the ladder (28) in FIG. 1 is larger than this and is narrowed in relation to the drawing.
In the plan view of FIG. 2, the in-machine spring (19) is located below the connecting working pipe (20), so it is difficult to understand even if it is filled in (omitted from the tail wheel).
Also, in the front view of FIG. 3, the in-machine spring (19) is located behind the operating lever (18) and is omitted because it is difficult to understand here.

Auxiliary explanation for making this machine The main wheel receiver (10) contains a rod (about 3 mm), and the main wheel (2) with the main wheel gear (8) is attached to both ends of this rod. (This rod does not rotate).
Further, both ends of the rod are fixed to the main wheel shock absorber (4).
It should be noted that a cover for protecting both gears from sand and the like is not particularly necessary because sand hitting the gears by the propeller wind is blown off and hardly adheres.
However, it is preferable to attach a cover to the main wheel shock absorber to prevent trouble caused by intrusion of mud and the like and to reduce harmful resistance by this cover.

Moreover, sewing oil etc. are put in rotation parts, such as a main wheel (2) and both gears, and rotation is smoothed. A hole for receiving the coaxial (11) is provided at the tip of the gear intermittent fitting (12).
A coaxial gear (9) is fixed to both ends of the coaxial.
In addition, it is convenient to provide a case (24) as shown in FIG. 1 and smoothly put a battery, a receiver, etc. in order to smoothly move the connecting working tube (20) back and forth.
Moreover, it is more convenient to attach the switch to the lower part of the body side plate near the case as shown in FIG.
Many switches of general radio control machines are attached from the center to the top of the fuselage side plate.
When the rudder (28) is cut, the left bulge of the servo horn (26) can change the mounting holes of the ladder rod (27) to various positions of the bulge in order to adjust the rudder angle of the left and right ladders. This is because it is possible (the right bulge is not necessary).
Although the Encon (engine control) servo is not shown in the drawing, when the Encon is linked, the Encon rod may be passed under the connecting operation pipe (20).
In this case, the rear ladder servo (25) is preferably raised one step higher than the encoder servo.
The weight of the patent device to be worried can be made within 150 g even if it is heavy because no heavy parts are used except for the weight of the main wheel shock absorber (4) which is not necessarily attached.
Therefore, the weight does not increase to the left.

For reference, as for the method of obtaining parts when trying to manufacture the device of the present invention, as a simple method, all the parts of the radio control machine and the radio control car necessary for this can be diverted and purchased at a model store or the like.
In addition, other parts are always available at home centers, etc., and special parts can be manufactured without any use.
In any case, it is best to make a radio-controlled machine precisely and lightly and robustly.

DESCRIPTION OF SYMBOLS 1 Engine mount 2 Main wheel 3 Main leg mounting plate 4 Main wheel shock absorber 5 Main leg stopper 6 Main leg fixing screw 7 Main leg 8 Main wheel gear 9 Coaxial gear 10 Main wheel receiver 11 Coaxial 12 Gear intermittent fitting 13 Rod adjuster 14 Machine Outer spring 15 Lower gear intermittent rod 16 Upper gear intermittent rod 17 Gear intermittent rod groove 18 Actuation lever 19 In-machine spring 20 Connection actuation tube 21 Actuation rod 22 Switch 23 Stopper 24 Case 25 Ladder servo 26 Servo horn 27 Ladder rod 28 Ladder 29 Ladder horn 30 Tail wheel

  The present invention is a straight running of a tail wheel type radio controlled airplane that solves the above-mentioned difficulties (problems) of a tail wheel type radio controlled airplane that has a very poor straight running ability during takeoff and landing of a tail wheel type radio controlled airplane (especially ground running at low speed). It relates to the device.

The arrangement of landing legs for ground landing of airplanes is roughly classified into two types, a front wheel type and a tail wheel type, depending on the position of the main leg on which the main wheel is provided and one leg on which the other support wheel is provided . .
The one that puts one leg (supporting wheel) other than the main leg (main wheel) in the front nose lower part is called “front wheel type”, and the one that puts it in the rear part of the fuselage is called “tail wheel type”.
In general, compared with the front wheel type, the tail wheel type is more difficult to maneuver at the time of ground landing during take-off and landing, and more skill is required.
However, the tail wheel type has the following advantages over the front wheel type.
• If the nose to have placed the propeller, because the ground clearance of the propeller is increased, the stronger the wind-up of foreign matter on the runway, also, Ru can increase the propeller diameter.
・ Landing legs for ground-sliding must be strong to support the load, obstructing weight reduction, which is a major issue in airplane design, but the tail wheel type is simpler and smaller than the front wheel type Can be lightened.
-When using the fixed type instead of the retractable type, the tail wheel type is smaller than the front wheel type main leg, and the resistance is less.

Considering these advantages, there is an example in which a tail wheel type is adopted for a radio controlled airplane, but the tail wheel type radio controlled airplane has a very poor straight running performance, which is also a characteristic of this machine as described above. In particular, maneuvering during takeoff was a very difficult problem.
However, tail wheel type radio controlled airplanes that have solved the above-mentioned problems have not been manufactured and sold so far.
As an example of solving this difficulty, the following patent publication (Patent Document 1) proposed by the applicant of the present patent is known for an actual machine (including a part of a radio controlled airplane).

Japanese Patent No. 3310870

As described in the above technical field, the tail wheel type radio controlled airplane has a very poor straight running property, which is also a characteristic of the aircraft, and is particularly difficult to take off.
Sometimes, it is dangerous because it may cause a ground loop that induces a spin phenomenon that causes the entire airplane to rotate horizontally.
The above-mentioned patent document 1 is an example of a structure that solves these problems.
(B) Radio-controlled airplane of claims (Claim 4): 5 to 6 pages (FIGS. 17 to 20)
As a result of repeating various tests, it was confirmed that the effects described in Patent Document 1 were exhibited .
However , since there is no suspension mechanism for the main wheel that supports the aircraft, there is a tendency to receive severe impact when landing, and there is a tendency for the aircraft to vibrate during ground sliding, and a shock absorber that reduces the impact on the aircraft The necessity of mounting and enhancing cushioning was also an issue.
The present invention has been made to solve the problems (problems) of the tail wheel type radio controlled airplane.

Hereinafter, means for solving the problem will be described.
B) A tail wheel type radio controlled airplane (hereinafter referred to as “radio control aircraft” or “airframe”) has a very poor straight running performance as described above, and is difficult to control during takeoff.
Therefore, in order to solve the above-mentioned difficulty (problem) for causing the radio-controlled aircraft to run straight when taking off, it is necessary to rotate the left and right main wheels (2) in the same direction.

In the present invention, as a method of rotating the left and right main wheels (2) in the same direction, a coaxial (11) is provided in which both ends at the lower part of the radio control machine are fixed by a coaxial gear (9).
The coaxial gear (9) rotates in the same direction on the left and right via the coaxial (11).
Coaxial gear (9), left and right coaxial respectively allowed meshing linked the fixed main wheel gear (8) on the inside of the main wheel (2) (11), the coaxial gear (9) and the main wheel gear (8) or the like In this method, the left and right main wheels (2) are rotated in the same direction, and the airframe slides straight.
On the other hand, when traveling on the ground, if the left and right main wheels (2) rotate in the same direction, the left and right direction of the aircraft cannot be changed.
In this case, the left and right main wheels are freed by releasing the main wheel gear (8) connected to the coaxial gear (9) (crimping engagement), and the left and right directions can be easily changed by rotating the main gear independently. I can do it.
In the present invention, the method for intermittently connecting the coaxial gear (9) and the main wheel gear (8) is as follows.
The two gears are linked (coupled) from the ladder servo (25) through the components such as the actuating rod (21), the coupling actuating tube (20), the actuating lever (18), the lower gear intermittent rod (15), etc. The gears (9) and (8) are intermittent.
If the coaxial gear (9) and the main wheel gear (8) are connected, the aircraft will run straight, and if the two gears are separated, the aircraft can be easily changed in the left-right direction when traveling on the ground.
For this purpose, if the ladder (28) integrated with the tail wheel (30) is not controlled in the straight running position, the coaxial gear (9) and the main wheel gear (8) are connected and run straight. To do.

On the other hand, when the rudder (28) is viewed from the rear of the fuselage and the posture switching is controlled to the right or left, both gears are separated and the left-right direction can be easily changed when traveling on the ground.
Although the operation and the like of this apparatus have been described above, the basic structure of the present invention is as follows.

A ladder servo (25) having a support shaft that is driven and controlled to rotate forward and backward by a steering operation of the radio control machine is attached to the center (center line) of the fuselage when the radio control machine is viewed from above.
Rod adjusters (13) are respectively attached to the right end and the left end of a balance-type servo horn (26) operating in a seesaw shape set on a spindle of the ladder servo (25), and an operating rod (curved in a curved form) 21) is joined.
The operating rod (21) can be rotated by being loosely screwed and engaged with the rod adjuster (13).

In addition, when using an uncurved linear actuating rod (21) instead of the actuating rod (21), the material of the connecting actuating tube (20) joined to the actuating rod (described later) is It is better to use brass, aluminum, etc., whose width can bend and deform and expand and contract.
A cylindrical connection working tube (20) that is pushed forward by the actuating rod (21) is provided.
The connection working pipe (20) is connected to the left and right by a pipe and a rod having a U-shape of katakana from the tip.
Left and right actuating rods (21) enter the pipe section, and either one moves forward or backward.
The distal end of the connection operation tube (20) is connected to the upper ends of the left and right operation levers (18).
Wherein the upper end portion of the actuating lever (18), the upper end of the flight spring acts to retract returning forward actuated operatively connected tube (20) to the original position (19), also attach the lower end on board the bottom.
Connecting the lower end and upper gear intermittently rod (16) of the actuating lever (18), to which there is a spring effect of inducing a buffering action in the vertical direction, good extent and the cushion by bending the middle transverse V or U shaped, etc. A lower gear intermittent rod (15) having a crimping effect is attached.
The lower ends of the left and right lower gear interrupting rods (15) are connected to the tips of the left and right gear interrupting brackets (12) via rod adjusters (13).

B) An external spring (14) allowing the cushioning action of the main wheel (2) is attached, and both the main wheel receivers (10) are placed on the lower front side of the left and right main wheel shock absorbers (4) whose tips extend and contract vertically. Fix the tip.
A straight-running device for a tail wheel type radio controlled airplane constructed as described above.

A radio control machine equipped with this device is particularly suitable for beginner (high wing) training machines because it can easily control the ladder (28) during straight running and ground running.
In addition, as a model suitable for installing this apparatus, a model other than a low wing aircraft such as a high wing aircraft, a shoulder wing aircraft, and a biplane is desirable .
The rudder control of the aircraft equipped with this device is very convenient because it is not different from a general radio control machine as described above.
If the control method is different from that of a general radio control machine, it may be confusing and dangerous.
This machine (the device with a radio-controlled machine) there is no can cause a ground loop or the like during take-off and landing runway, also, the aircraft is stable even if the unstable land on the ground, safely be stopped.
The above effect is similar to the actual machine.
In addition, on the aircraft (including the actual machine) equipped with a brake on this device, the left and right main wheels (2) rotate in the same direction even when the brake is applied. You can stop.
Further, the cushion effect can be given to the airframe by the cushioning action of the lower gear intermittent rod (15) and the external spring (14) .
Furthermore, the lower end portion of the main wheel shock absorber (4) is relaxed by moving up and down when receiving an impact during landing, and also has the effect of reducing the vibration of the airframe during ground sliding.

BRIEF DESCRIPTION OF THE DRAWINGS It is drawing which showed the state at the time of the straight run of the radio controlled machine of this invention, and is a left view of each component which is the right side from an aircraft centerline seeing an aircraft from back. However, the ladder, tail wheel, etc. are left side views as seen from the rear of the aircraft. It is the top view which showed the said state and operating state (part of the dotted line) of this invention. It is the front view which showed the said state and operating state (part of a dotted line) of this invention. It is the top view which showed the state of the main wheel of this invention, a main leg, etc. It is the bottom view which showed the attachment state of the main leg fixing component of the trunk | drum lower surface (lower board) of this invention. It is sectional drawing of the said main leg fixing screw part of this invention. It is the enlarged view which showed the main leg fixing component (FIG. 5, upper left) of this invention. It is the enlarged view of the left view which showed the shock absorber of the main wheel of this invention.

Embodiments of the present invention will be described below.
The right end and the left end of a servo horn (26) in the form of a seesaw attached to the support shaft of a ladder servo (25) of a radio control machine (having a support shaft that is driven and controlled to rotate forward and backward by manipulating the radio control machine) Attach the rod adjuster (13) .
This is connected to a rotating actuating rod (21) which is curved in a curved shape.
And the external thread is provided in the base of the action | operation rod (21), and the internal thread is provided in the front-end | tip of the rod adjuster (13) .
The operating rod (21) can be rotated as the operating lot (21) moves back and forth by being loosely screwed into and engaged with the rod adjuster (13) .
This fitting of the tubular coupling actuating tube to be described later (20), Ru can be performed smoothly move back and forth.
In the case of using a non-curved linear operation rod instead of the curved operation rod (21), the material of the connection operation tube (20) is expanded and contracted by the deformation of the left and right widths. It is better to use brass pipes and aluminum pipes that can be used.
Thus, the actuating rod (21) has a type that is curved in a curved shape configuration, Ru can be mounted alternatively selected and what type of linear form is not curved.

The connecting actuating pipe (20) characterized by a frame structure that is pushed forward at the tip of the actuating rod (21) without being rattled and is integrated (integrated) with it is provided.
In the integration, in particular, the rotating operating rod (21) can be reliably pushed without rattling while rotating the connecting operating tube (20) forward.
The connection working pipe (20) is connected to the left and right by a U-shaped pipe and rod from the tip.
Left and right actuating rods (21) enter the pipe section, and either one moves forward or backward.
The integration is unique because it is a radio-controlled machine, unlike the actual machine.
Further, the tip of the actuating rod (21) must always be joined in such a way that either the left or right or one side is in contact with the connecting actuating tube (20) without looseness.
If there is a gap between the joints, the coaxial gear (9) and the main wheel gear (8) will be intermittently disengaged, and the two gears will not be surely interrupted at the same time.

The front end of the connection operation pipe (20) and the upper end of the operation lever (18) are connected.
At the upper end portion of the operating lever (18), an upper end of an in-machine spring (19) that functions to move the forward-operated connection operating pipe (20) back to its original position is attached, and a lower end is attached to the lower part of the in-machine.
A lower end of the operating lever (18) and an upper gear intermittent rod (16) connected to the lower end are provided.
The lower gear interrupting rod (15) which is attached to the upper gear interrupting rod (16) and has a moderate pressure-bonding effect with a cushion and a restoring force that induce a vertical buffering action by bending it into a lateral V or U shape, etc. Is provided.
The lower ends of the left and right lower gear interrupting rods are connected to the tip portions of the left and right gear interrupting brackets (12) via rod adjusters (13).
A coaxial (11) is inserted into the hole at the tip of the gear intermittent fitting, and the coaxial gear (9) is fixed to both ends.
A main wheel support (10) is provided at the lower part of the coaxial (11).
At both left and right end portions of the main wheel receiver, a main wheel (2) having a main wheel gear (8) fixed inside each main wheel (2) is equipped.
The coaxial gear (9) and the main wheel gear (8) are intermittently connected by a meshing combination of flat gears.
A left and right main wheel shock absorber (4) whose tip is extended and retracted by attaching an external spring (14) that allows cushioning of the main wheel (2) is provided, and the lower front of the main wheel shock absorber (4) The both ends of the main wheel receiver (10) are fixed to the base.

As shown in FIG. 1, the main wheel shock absorber (4) is stabilized through a rod up and down and fixed to a main leg (7) (a hole is formed in the top and bottom of the device, and a rod is inserted into the rod. ).
The main wheel cushioning device (4) is configured to have a configuration similar to a type of laundry pin that is closed by receiving the spring elastic force of the external spring (14).
When the external spring (14) is weak, the strength can be adjusted by inserting a coil spring in the rod located in the upper and lower sides.
Further, the lower end portion of the main wheel shock absorber (4) moves up and down when receiving an impact during landing.
The material of the body of the main wheel shock absorber (4) is polypropylene, Porika Po Natick de or stainless steel or the like, and in the material of the outside spring (14), seems to copper wire and the like are suitable.
The upper part of the main wheel shock absorber (4 ) is fixed to the main leg (7) previously attached to the main leg attaching plate (3) of the lower body plate with a piano wire of about 3 mm.

A) At Take-off Run The following describes the embodiment of the present invention and actions (use method, use state) with reference to the drawings.
This is shown in FIGS.
This figure is omitted because it is not directly related to patented devices such as the main wing, fuselage rear, and horizontal tail.
This device can control the straight running and the ground running of the ladder (28) and the main wheel (2) with one ladder servo (25).
When taking off, take this machine in the direction of takeoff and leave the transmitter rudder stick uncontrolled.
If the rudder stick is not controlled, the operation lever (18) is always in- machine spring ( 19).
With this action, the left and right coaxial gears (9) and the main wheel gear (8) are always crimped by a series of joint actions such as the lower gear intermittent rod (15) having a moderate crimping effect.
The trouble that the both gears are disengaged at the time of takeoff run from the action does not occur.
From this series of actions, if the machine runs on the ground, the coaxial gear (9) and the main wheel gear (8) are connected, and the left and right main wheels (2) rotate through the same axis (11). Of course, the number of rotations of the left and right main wheels is the same, so the aircraft (hereinafter referred to as “the machine”) runs straight ahead.
In this case, in general radio control machines, the side thrust of the engine is normally deflected to the right by 2 ° to 3 ° in order to facilitate straight running of the airframe, but this machine is also a general radio control machine. The side thrust should be attached 2 ° to 3 ° to the right in the same way.

Further, since the unit is sometimes turn the direction to the right or left without straight advance As shown in FIGS. 5 to 7, 8 places a straight adjusting groove in the main leg mounting plate of the body lower plate (3) Keep it.
When the aircraft does not go straight, adjust the four main leg stops (5) by moving them to the left and right to make the aircraft go straight.
The left and right gear interrupters (12) are attached to the rods attached to the rear ends of the left and right main wheel shock absorbers (4) and connected to the left and right.

In FIG. 1 and FIG. 3, the stoppers (23) attached to both sides of the rear end of the left and right gear intermittent fittings (12) are omitted (see the stopper in FIG. 4).
The stopper prevents the gear intermittent fitting (12) from rolling (laterally shaking).
Further, in FIG. 1, the position of the main wheel receiver (10) is not shown and is omitted because it is difficult to identify.
The main leg (7) to be described in FIG. 2 is omitted here because it is illustrated in FIG.
In FIG. 3, the actuating rod (21), the servo horn (26), etc. are omitted because they are located behind the connecting actuating tube (20) and are difficult to understand.
FIG. 5 is a bottom view showing an attachment state of a fixing portion of the main leg (7) at the lower part of the trunk.
The eight slanted solid lines (slightly curved) are the straight adjustment grooves described above (length is less than 1 cm ), and the direction of these eight grooves is to draw a circle as a whole. It has become.
Without the above, the orientation of the main leg (7) cannot be adjusted.
When the machine is slid on the ground, slide the groove (straight forward adjustment groove) of the main leg fixing screw (6) in the direction opposite to the direction of bending, adjust the direction of the main leg, move straight, and then screw Securely tighten and then run straight.

In FIG. 5, the gear interrupting bracket (12) and the upper gear interrupting rod (16) are omitted because they are connected to the lower gear interrupting rod (15) and are difficult to identify.
FIG. 6 is a sectional view showing the attachment state.
FIG. 7 is an enlarged view of the upper left part of FIG.
A slanted ellipse in FIG. 7 is a straight adjustment groove.
In FIGS. 5 and 7, the head of the screw is omitted.
The rear end of the main wheel shock absorber (4) in FIG. 8 relaxes the impact by opening about 1 cm within the range indicated by the arrow due to the impact at the time of landing.
(A) of this figure is a front-end | tip of a main wheel receiver (10), and it fixes to the lower front side of a main wheel shock absorber (4).
Further, in FIG. 8, the gear intermittent fitting (12) is omitted.
In general, front-wheel (three-wheel) airplanes (including general radio-controlled aircraft) occupy the mainstream compared to tail-wheel airplanes because of the good straight running ability .
However, this machine is superior to the front-wheel airplane for straight running.
This is also an advantage of this machine.

B) Also this time taxiing, during taxiing shown in FIGS. 1-3, when the turning on the machine right (or left), right rudder stick of the transmitter (transmitter) (or left) To control.
The arrow of the ladder (28) is the operating range when the rudder rudder angle is cut by about 30 ° at the maximum.
The servo horn (26) attached to the ladder servo (25) operates and advances to the right (or left) upward as shown in FIG.
The operating state of the servo horn (26) advances to the position of the arrow shown in FIG. 2 (when the ladder is cut by about 30 °).
The servo horn (26) at this time operates about 30 ° upward.
The right (or left) rod adjuster (13) connected to the servo horn (26) is also moved forward in conjunction with the operation.
Connected to the rod adjuster (13) , the right (or left) actuating rod (21) which is curved in a curved shape and moves forward while rotating is connected to jointly advance.
Further, the connecting operating pipe (20) integrated with the operating rod (21) ( a pipe having a U-shape or the like in katakana) advances.
The actuating rod (21) enters the connecting actuating tube (20) and moves forward or backward.
On the other hand, the lower left side of the servo horn (26) on the opposite side is retreated, and the left (or right) actuating rod (21) connected to this retreats.
The series of actions so far advances the connecting operating tube (20) while the operating rod (21) connected to the rod adjuster (13) rotates in accordance with the operation of the servo horn (26).
At this time, the connection working tube (20) remains advanced.
The next operation is after [0024] which will be described later.
Here, the connecting operating pipe (20) integrated with the operating rod (21) has a structure different from that of the actual machine.

If this method is applied to an actual machine, it is necessary to provide a U-shaped bracket in front of the ladder pedal (foot bar) of the actual machine.
In the above structure, when the rudder pedal is stepped on, the rudder pedal and the U-shaped bracket may be wobbled as compared with the integrated type of this machine, and accordingly, countermeasures should be taken.
Therefore, the weight of the aircraft (actual machine) increases accordingly, which is disadvantageous.
The integral type of the point actuating rod (21) and the connecting actuating tube (20) is a unique configuration that can be made by a radio control machine, and is characteristic.
Further, this integrated type has a structure in which the left and right coaxial gears (9) and the main wheel gear (8) are intermittently and reliably interrupted by the above-described action, and is excellent and has a great advantage (effect).
However, if the left and right working tubes are not connected, only the right and left gears will be separated.
With this structure, it is easy for the two gears on the opposite side to leave halfway, and the left and right gears cannot be reliably interrupted at the same time.
In addition, the gears are likely to be worn out and easily cause a failure.

When the connection operation pipe (20) moves forward, the upper ends of the left and right operation levers (18) attached to the engine mount (1) are connected to the tip, and the operation lever tilts forward by this action.
The upper end of the operating lever at this time is tilted to the position shown in FIG. 1A (when the ladder is cut by about 30 °).
As a result, the upper gear intermittent rod (16) connected to the lower end of the operating lever (18) rises.
By connecting to the upper gear intermittent rod (16) and bending the middle to a horizontal V or U shape, the lower gear intermittent rod (15) having a moderate pressure-bonding effect with the cushion is also raised.
A tip end portion of the gear intermittent fitting (12) is connected to a lower end of the lower gear intermittent rod (15) via a rod adjuster (13).
The gear intermittent fitting (12) is also pulled upward from the above action.
A coaxial (11) having both ends fixed by a coaxial gear (9) is attached to the tip of the gear intermittent fitting (12).
When the actuating lever (18) is tilted forward, the lower gear interrupting rod (15) is pulled upward by the action of each component described above, and the coaxial (11) is raised (separated) via the gear interrupting bracket (12). .
As a result of the series of operations, the coaxial gear (9) fixed to the coaxial (11) and the left and right main wheel gears (8) are crimped apart.
The main wheel gear (8) is fixed inside the main wheel (2).
The coaxial (11) at this time moves away to the position of the coaxial (11) of the dotted line shown in FIG. 3 (when the ladder is cut by about 30 °).
As a result of the series of actions, both gears are separated and the left and right main wheels (2) rotate independently, so that the direction of the aircraft can be easily changed when traveling on the ground.
At this time, the intermittent operation of both gears and the operation of the ladder (28) act in conjunction.

As mentioned above, the transmitter ladder stick is not controlled during takeoff.
At this time, the coaxial gear (9) and the main wheel gear (8) are pressure-bonded by the joint action of the in-machine spring (19), the lower gear intermittent rod (15), etc., and the left and right main wheels are connected via the coaxial (11). (2) rotates the same way and the aircraft runs straight.
On the other hand, when traveling on the ground, when the rudder stick is controlled to the right (or left) and the aircraft is turned to the right (or left), the operation of each component is as follows.
The left and right coaxial gears (9) and the main wheel gear (8) are reliably separated at the same time via the integrated left and right operation rods (21), the connection operation tube (20), the lower gear intermittent rod (15), and the like.
From the series of actions, the left and right main wheels (2) rotate independently, so that the left and right directions can be easily changed when traveling on the ground.
The most important thing is to ensure that both gears are released at the same time even if the ladder (28) is slightly cut.
In the above operation, the aircraft changes its direction quickly by turning the rudder a little, so it can change direction even with a slight curve, and it can run on the ground like a car (results confirmed in a test run).
Even if the rudder (28) is cut a little, if the two gears are not reliably separated at the same time, the direction of the aircraft will change greatly and the ground will change, making it difficult to run on the ground.
As described above, both the gears are surely separated at the same time even if the rudder is slightly cut because the operating rod (21) and the connecting operating tube (20) are integrated.
This is an improvement point that is greatly different from the working pipe in which the left and right of [Patent Document 1] described later are not connected.

As described above, the present invention has a structure in which the left and right coaxial gears (9) and the main wheel gear (8) are intermittently connected by not controlling the ladder (28) or by controlling the ladder to the right or left.
Moreover, the ladder (28) control at the time of take-off / landing or running on the ground of this machine is the same as that of a general radio-controlled machine, and it is very convenient because it does not change at all.
If the control method is different from that of a general radio control machine, it may be confusing and dangerous.
As the ladder servo (25) for controlling the ladder (28) described above, it is preferable to use a powerful servo if possible because a load is applied to operate the patent apparatus.
Note that a small machine can be operated with a normal servo.

Further, when the aircraft landed (landed), a main wheel shock absorber (4) for protecting the airframe and the patent device by attaching a shock absorber to the main wheel (2) was provided.
An enlarged view of the main wheel shock absorber (4) is shown in FIG.
In the drawing, the central rod (a) for supporting the left and right main wheels (2) is fixed to the lower front side of the main wheel shock absorber (4) as shown in FIG.
Since the main wheel shock absorber (4) is independently attached to the left and right main wheels (2), the shock when landing with one wheel is reduced, which is very convenient.
Even if the ground is uneven, the left and right main wheels (2) absorb the cushion of the ground independently, so that the aircraft receives less vibration.
In addition, this machine can perform figure-eight like a car, and can enjoy traveling on the ground.
In this case, the main wing may be removed, but the part is covered with a measure against waste oil, and traveling on the ground with sufficient safety (especially a rotating propeller).

B) Improvement of application example of radio-controlled machine: (Patent Document 1)
The application example of Japanese Patent No. 3310870 , page 6 , exemplified in Patent Document 1, was improved.
This is shown in FIGS. 21 to 24 of the patent publication of the above-mentioned Patent Document 1.
In the working tube having the structure of the patent (application example) of Patent Document 1, this is not connected left and right.
This proved to be a great hindrance to the right and left main wheel gear and the coaxial gear to be intermittently connected at the same time.
(Note) Both gears and the gears of the present invention are black for easy understanding.

Therefore, in the present invention, the connecting working tube (20) for connecting the right and left sides and the working rod (21) integrated with the connecting working tube (20) are provided.
If improved as described above, both the left and right gears can be reliably interrupted at the same time, and the left-right direction can be easily changed when traveling on the ground.

In the present invention, in order to crimp both gears, a cushion that induces a vertical buffering action by bending a piano wire or the like not in the above patent into a horizontal V or U shape or the like and a moderate crimping effect of both gears. The lower gear intermittent rod (15) which took out was provided.
In the patent of Patent Document 1, both gears cannot be crimped because no crimping fitting is attached.
In the present invention, a crimp fitting is not required and can be made lighter.
In the patent document 1, the shock absorber for the main wheel was not attached, but the main wheel shock absorber (4) was attached as described above in the present invention.
When the aircraft lands violently, the impact received by the aircraft due to the operation of the device can be mitigated when the aircraft is slid on the ground.
In addition, in the present invention, a straight adjustment groove is provided so that the machine can go straight when taking off.
In the present invention, the above is improved.

B) Regarding the radio control machine of the scope of claim (Claim 4) and the radio control machine of the present invention of Patent Document 1 (Japanese Patent No. 3310870). It is.
In the patent document 1 (hereinafter referred to as “old patent”), a coaxial is attached to the inside of the machine body.
This is a significant difference from the present invention.
Therefore, in the old patent, an extra chain connecting gear or the like is required to connect the main wheel gear and the connecting gear in the fuselage.

In this respect, the present invention has a very simple structure with as few components as possible.
In the old patent, the structure is very complicated and trouble may occur. However, in the present invention, the structure is less likely to cause trouble.
Further, the structure of the old patent is disadvantageous because there are many components and the production cost tends to be high.
Furthermore, the old patent does not have a main wheel shock absorber.
From the above, it seems that the radio control machine equipped with the device of the present invention is improved from the radio control machine equipped with the device (mechanism) of the old patent.

Supplementary explanation of the drawings The engine, fuel tank, battery, receiver, encon servo, elevator, etc. are not shown because they are not directly related to this apparatus.
The actual area of the ladder (28) in FIG. 1 is larger than this and is narrowed in relation to the drawing.
In the plan view of FIG. 2, flight spring (19) is omitted because it is difficult to understand even fill to the position below the coupling actuating tube (20) (the tail wheel was also omitted).
Also, in the front view of FIG. 3, the in-machine spring (19) is located behind the operating lever (18) and is omitted because it is difficult to understand here.

Auxiliary explanation for making this machine The main wheel receiver (10) contains a rod (about 3 mm), and the main wheel (2) with the main wheel gear (8) is attached to both ends of this rod. (This rod does not rotate).
Further, both ends of the rod are fixed to the main wheel shock absorber (4).
It should be noted that a cover for protecting both gears from sand and the like is not particularly necessary because sand hitting the gears by the propeller wind is blown off and hardly adheres.
However, a cover may be attached to the main wheel shock absorber (4) to prevent troubles caused by intrusion of mud and the like and to reduce harmful resistance.

Further, it is preferable to insert a sewing machine oil or the like into the main wheel (2), rotating parts such as both gears, etc., so that the rotation is smooth .
A hole for receiving the coaxial (11) is provided at the tip of the gear intermittent fitting (12).
A coaxial gear (9) is fixed to both ends of the coaxial (11) .
In addition, it is convenient to provide a case (24) as shown in FIG. 1 and smoothly put a battery, a receiver, etc. in order to smoothly move the connecting working tube (20) back and forth.
Moreover, it is more convenient to attach the switch to the lower part of the body side plate near the case as shown in FIG.
However, many switches of general radio control machines are attached from the center to the upper part of the fuselage side plate.
The bulge on the left side of the servo horn (26) changes the mounting holes of the ladder rod (27) to various positions of the bulge when the rudder (28) is cut to match the rudder angle of the left and right ladders (28). This is because the right bulge is not necessary.
Although the Encon (engine control) servo is not shown in the drawing, when the Encon is linked, the Encon rod may be passed under the connecting operation pipe (20).
In this case, it is convenient to make the rear ladder servo (25) one step higher than the encoder servo.
The weight of the entire patent apparatus to be worried can be made within 150 g even if it is heavy because no heavy parts are used.
Therefore, I don't think it will increase the weight to the left.

For reference , as a handy way to obtain the parts when trying to manufacture the device of the present invention, all the parts of the radio control machine and radio control car necessary for this can be diverted and purchased at a model store or the like.
In addition, other parts are always available at home centers, etc., and special parts can be manufactured without any use.
In any case, it is best to make a radio-controlled machine precisely and lightly and robustly.

DESCRIPTION OF SYMBOLS 1 Engine mount 2 Main wheel 3 Main leg mounting plate 4 Main wheel shock absorber 5 Main leg stopper 6 Main leg fixing screw 7 Main leg 8 Main wheel gear 9 Coaxial gear 10 Main wheel receiver 11 Coaxial 12 Gear intermittent fitting 13 Rod adjuster 14 Machine Outer spring 15 Lower gear intermittent rod 16 Upper gear intermittent rod 17 Gear intermittent rod groove 18 Actuation lever 19 In-machine spring 20 Connection actuation tube 21 Actuation rod 22 Switch 23 Stopper 24 Case 25 Ladder servo 26 Servo horn 27 Ladder rod 28 Ladder 29 Ladder horn 30 Tail wheel

  The present invention is a straight running of a tail wheel type radio controlled airplane that solves the above-mentioned difficulties (problems) of a tail wheel type radio controlled airplane that has a very poor straight running ability during takeoff and landing of a tail wheel type radio controlled airplane (especially ground running at low speed). It relates to the device.

The arrangement of landing legs for ground landing of airplanes is roughly classified into two types, a front wheel type and a tail wheel type, depending on the position of the main leg on which the main wheel is provided and one leg on which the other support wheel is provided. .
The one that puts one leg (supporting wheel) other than the main leg (main wheel) in the front nose lower part is called “front wheel type”, and the one that puts it in the rear part of the fuselage is called “tail wheel type”.
In general, compared with the front wheel type, the tail wheel type is more difficult to maneuver at the time of ground landing during take-off and landing, and more skill is required.
However, the tail wheel type has the following advantages over the front wheel type.
-When a propeller is placed on the nose, the ground clearance of the propeller increases, making it more resistant to foreign objects on the runway and increasing the propeller diameter.
・ Landing legs for ground-sliding must be strong to support the load, obstructing weight reduction, which is a major issue in airplane design, but the tail wheel type is simpler and smaller than the front wheel type Can be lightened.
-When using the fixed type instead of the retractable type, the tail wheel type is smaller than the front wheel type main leg, and the resistance is less.

Considering these advantages, there is an example in which a tail wheel type is adopted for a radio controlled airplane, but the tail wheel type radio controlled airplane has a very poor straight running performance, which is also a characteristic of this machine as described above. In particular, maneuvering during takeoff was a very difficult problem.
However, tail wheel type radio controlled airplanes that have solved the above-mentioned problems have not been manufactured and sold so far.
As an example of solving this difficulty, the following patent publication (Patent Document 1) proposed by the applicant of the present patent is known for an actual machine (including a part of a radio controlled airplane).

Japanese Patent No. 3310870

As described in the above technical field, the tail wheel type radio controlled airplane has a very poor straight running property, which is also a characteristic of the aircraft, and is particularly difficult to take off.
Sometimes, it is dangerous because it may cause a ground loop that induces a spin phenomenon that causes the entire airplane to rotate horizontally.
The above-mentioned patent document 1 is an example of a structure that solves these problems.
(B) Radio-controlled airplane of claims (Claim 4): 5 to 6 pages (FIGS. 17 to 20)
As a result of repeating various tests, it was confirmed that the effects described in Patent Document 1 were exhibited.
However, since there is no suspension mechanism for the main wheel that supports the aircraft, there is a tendency to receive severe impacts when landing, and there is a tendency for aircraft vibrations to be large when running on the ground. The necessity of mounting and enhancing cushioning was also an issue.
The present invention has been made to solve the problems (problems) of the tail wheel type radio controlled airplane.

Hereinafter, means for solving the problem will be described.
B) A tail wheel type radio controlled airplane (hereinafter referred to as “radio control aircraft” or “airframe”) has a very poor straight running performance as described above, and is difficult to control during takeoff.
Therefore, in order to solve the above-mentioned difficulty (problem) for causing the radio-controlled aircraft to run straight when taking off, it is necessary to rotate the left and right main wheels (2) in the same direction.

In the present invention, as a method of rotating the left and right main wheels (2) in the same direction, a coaxial (11) is provided in which both ends at the lower part of the radio control machine are fixed by a coaxial gear (9).
The coaxial gear (9) rotates in the same direction on the left and right via the coaxial (11).
The coaxial gear (9) and the main wheel gear (8) fixed to the inner sides of the left and right main wheels (2) are meshed and connected to each other to connect the coaxial (11), the coaxial gear (9), the main wheel gear (8), and the like. In this method, the left and right main wheels (2) are rotated in the same direction, and the airframe slides straight.
On the other hand, when traveling on the ground, if the left and right main wheels (2) rotate in the same direction, the left and right direction of the aircraft cannot be changed.
In this case, the left and right main wheels (2) are freed by releasing the main wheel gear (8) connected to the coaxial gear (9) (crimping engagement), and the left and right main wheels (2) can be rotated independently. Can be easily done.
In the present invention, the method for intermittently connecting the coaxial gear (9) and the main wheel gear (8) is as follows.
The two gears are linked (coupled) from the ladder servo (25) through the components such as the actuating rod (21), the coupling actuating tube (20), the actuating lever (18), the lower gear intermittent rod (15), etc. The gears (9) and (8) are intermittent.
If the coaxial gear (9) and the main wheel gear (8) are connected, the aircraft will run straight, and if the two gears are separated, the aircraft can be easily changed in the left-right direction when traveling on the ground.
For this purpose, if the ladder (28) integrated with the tail wheel (30) is not controlled in the straight running position, the coaxial gear (9) and the main wheel gear (8) are connected and run straight. To do.

On the other hand, when the rudder (28) is viewed from the rear of the fuselage and the posture switching is controlled to the right or left, both gears are separated and the left-right direction can be easily changed when traveling on the ground.
Although the operation and the like of this apparatus have been described above, the basic structure of the present invention is as follows.

A ladder servo (25) having a support shaft that is driven and controlled to rotate forward and backward by a steering operation of the radio control machine is attached to the center (center line) of the fuselage when the radio control machine is viewed from above.
Rod adjusters (13) are respectively attached to the right end and the left end of a balance-type servo horn (26) operating in a seesaw shape set on a spindle of the ladder servo (25), and an operating rod (curved in a curved form) 21) is joined.
The operating rod (21) can be rotated by being loosely screwed and engaged with the rod adjuster (13).

In addition, when using a non-curved linear operation rod (21) instead of the operation rod (21), the material of the connection operation tube (20) joined to the operation rod (21) (described later) is It is better to use brass, aluminum, etc. that can be expanded and contracted by bending the left and right width.
A cylindrical connection working tube (20) that is pushed forward by the actuating rod (21) is provided.
The connection working pipe (20) is connected to the left and right by a pipe and a rod having a U-shape of katakana from the tip.
Left and right actuating rods (21) enter the pipe section, and either one moves forward or backward.
The distal end of the connection operation tube (20) is connected to the upper ends of the left and right operation levers (18).
At the upper end portion of the operating lever (18), an upper end of an in-machine spring (19) that functions to retract and return the forward-operated connection operating pipe (20) to its original position, and a lower end are attached to the lower part of the in-machine.
The lower end of the actuating lever (18) and the upper gear intermittent rod (16) are connected to each other, and there is a spring effect that induces an up-and-down buffering action. A lower gear intermittent rod (15) having a crimping effect is attached.
The lower ends of the left and right lower gear interrupting rods (15) are connected to the tips of the left and right gear interrupting brackets (12) via rod adjusters (13).

B) An external spring (14) allowing the cushioning action of the main wheel (2) is attached, and both the main wheel receivers (10) are placed on the lower front side of the left and right main wheel shock absorbers (4) whose tips extend and contract vertically. Fix the tip.
A straight-running device for a tail wheel type radio controlled airplane constructed as described above.

A radio control machine equipped with this device is particularly suitable for beginner (high wing) training machines because it can easily control the ladder (28) during straight running and ground running.
In addition, as a model suitable for mounting this apparatus, a model other than a low wing aircraft such as a high wing aircraft, a shoulder wing aircraft, and a biplane is desirable.
The ladder (28) control of the airframe equipped with this device is very convenient because it is not different from a general radio control machine as described above.
If the control method is different from that of a general radio control machine, it may be confusing and dangerous.
This machine (the radio-controlled machine equipped with the device) does not cause a ground loop or the like during take-off and landing, and even if it landed unstablely on the ground, the aircraft is stable and can be stopped safely.
The above effect is similar to the actual machine.
In addition, on the aircraft (including the actual machine) equipped with a brake on this device, the left and right main wheels (2) rotate in the same direction even when the brake is applied. You can stop.
Further, the cushion effect can be given to the airframe by the cushioning action of the lower gear intermittent rod (15) and the external spring (14).
Furthermore , the lower end portion of the main wheel shock absorber (4) is relaxed by moving up and down when receiving an impact during landing, and also has the effect of reducing the vibration of the airframe during ground sliding.

BRIEF DESCRIPTION OF THE DRAWINGS It is drawing which showed the state at the time of the straight run of the radio controlled machine of this invention, and is a left view of each component which is the right side from an aircraft centerline seeing an aircraft from back. However, the ladder, tail wheel, etc. are left side views as seen from the rear of the aircraft. It is the top view which showed the said state and operating state (part of the dotted line) of this invention. It is the front view which showed the said state and operating state (part of a dotted line) of this invention. It is the top view which showed the state of the main wheel of this invention, a main leg, etc. It is the bottom view which showed the attachment state of the main leg fixing component of the trunk | drum lower surface (lower board) of this invention. It is sectional drawing of the said main leg fixing screw part of this invention. It is the enlarged view which showed the main leg fixing component (FIG. 5, upper left) of this invention. It is the enlarged view of the left view which showed the shock absorber of the main wheel of this invention.

Embodiments of the present invention will be described below.
The right end and the left end of a servo horn (26) in the form of a seesaw attached to the support shaft of a ladder servo (25) of a radio control machine (having a support shaft that is driven and controlled to rotate forward and backward by manipulating the radio control machine) Attach the rod adjuster (13).
This is connected to a rotating actuating rod (21) which is curved in a curved shape.
And the external thread is provided in the base of the action | operation rod (21), and the internal thread is provided in the front-end | tip of the rod adjuster (13).
The operating rod (21) can be rotated as the operating lot (21) moves back and forth by being loosely screwed into and engaged with the rod adjuster (13).
This makes it possible to smoothly perform fitting and back-and-forth movement with a cylindrical connection working tube (20) described later.
In the case of using a non-curved linear operation rod instead of the curved operation rod (21), the material of the connection operation tube (20) is expanded and contracted by the deformation of the left and right widths. It is better to use brass pipes and aluminum pipes that can be used.
As described above, the actuating rod (21) can be attached by selectively selecting a curved type and a non-curved linear type.

The connecting actuating pipe (20) characterized by a frame structure that is pushed forward at the tip of the actuating rod (21) without being rattled and is integrated (integrated) with it is provided.
In the integration, in particular, the rotating operating rod (21) can be reliably pushed without rattling while rotating the connecting operating tube (20) forward.
The connection working pipe (20) is connected to the left and right by a U-shaped pipe and rod from the tip.
Left and right actuating rods (21) enter the pipe section, and either one moves forward or backward.
The integration is unique because it is a radio-controlled machine, unlike the actual machine.
Further, the tip of the actuating rod (21) must always be joined in such a way that either the left or right or one side is in contact with the connecting actuating tube (20) without looseness.
If there is a gap between the joints, the coaxial gear (9) and the main wheel gear (8) will be intermittently disengaged, and the two gears will not be surely interrupted at the same time.

The front end of the connection operation pipe (20) and the upper end of the operation lever (18) are connected.
At the upper end portion of the operating lever (18), an upper end of an in-machine spring (19) that functions to move the forward-operated connection operating pipe (20) back to its original position is attached, and a lower end is attached to the lower part of the in-machine.
A lower end of the operating lever (18) and an upper gear intermittent rod (16) connected to the lower end are provided.
The lower gear interrupting rod (15) which is attached to the upper gear interrupting rod (16) and has a moderate pressure-bonding effect with a cushion and a restoring force that induce a vertical buffering action by bending it into a lateral V or U shape, etc. Is provided.
The lower ends of the left and right lower gear interrupting rods (15) are connected to the tip portions of the left and right gear interrupting brackets (12) via the rod adjusters (13).
A coaxial (11) is inserted into the hole at the tip of the gear intermittent fitting, and the coaxial gear (9) is fixed to both ends.
A main wheel support (10) is provided at the lower part of the coaxial (11).
On both left and right ends of the main wheel receiver (10) , a main wheel (2) having a main wheel gear (8) fixed inside each main wheel (2) is equipped.
The coaxial gear (9) and the main wheel gear (8) are intermittently connected by a meshing combination of flat gears.
A left and right main wheel shock absorber (4) whose tip is extended and retracted by attaching an external spring (14) that allows cushioning of the main wheel (2) is provided, and the lower front of the main wheel shock absorber (4) The both ends of the main wheel receiver (10) are fixed to the base.

As shown in FIG. 1, the main wheel shock absorber (4) is stabilized through a rod up and down and fixed to a main leg (7) (a hole is formed in the top and bottom of the device, and a rod is inserted into the rod. ).
The main wheel cushioning device (4) is configured to have a configuration similar to a type of laundry pin that is closed by receiving the spring elastic force of the external spring (14).
When the external spring (14) is weak, the strength can be adjusted by inserting a coil spring in the rod located in the upper and lower sides.
Further, the lower end portion of the main wheel shock absorber (4) moves up and down when receiving an impact during landing.
Polypropylene, polycarbonate, stainless steel or the like is suitable for the main body shock absorber (4), and copper wire or the like is suitable for the external spring (14).
The upper part of the main wheel shock absorber (4) is fixed to the main leg (7) previously attached to the main leg attaching plate (3) of the lower body plate with a piano wire of about 3 mm.

A) At Take-off Run The following describes the embodiment of the present invention and actions (use method, use state) with reference to the drawings.
This is shown in FIGS.
This figure is omitted because it is not directly related to patented devices such as the main wing, fuselage rear, and horizontal tail.
This device can control the straight running and the ground running of the ladder (28) and the main wheel (2) with one ladder servo (25).
When taking off, take this machine in the direction of takeoff and leave the transmitter rudder stick uncontrolled.
If the rudder stick is not controlled, the operation lever (18) is always in-machine spring ( 19).
With this action, the left and right coaxial gears (9) and the main wheel gear (8) are always crimped by a series of joint actions such as the lower gear intermittent rod (15) having a moderate crimping effect.
The trouble that the both gears are disengaged at the time of takeoff run from the action does not occur.
From this series of actions, if the machine runs on the ground, the coaxial gear (9) and the main wheel gear (8) are connected, and the left and right main wheels (2) rotate in the same direction via the coaxial (11). Therefore , since the rotation speeds of the left and right main wheels (2) are naturally the same, the aircraft (hereinafter referred to as “this machine”) slides straight ahead.
In this case, in general radio control machines, the side thrust of the engine is normally deflected to the right by 2 ° to 3 ° in order to facilitate straight running of the airframe, but this machine is also a general radio control machine. The side thrust should be attached 2 ° to 3 ° to the right in the same way.

In addition, since the machine may not turn straight and turn right or left, as shown in FIGS. 5 to 7, eight straight adjustment grooves are provided in the main leg attachment plate (3) of the fuselage lower plate. Prepare it.
When the aircraft does not go straight, adjust the four main leg stops (5) by moving them to the left and right to make the aircraft go straight.
The left and right gear interrupters (12) are attached to the rods attached to the rear ends of the left and right main wheel shock absorbers (4) and connected to the left and right.

In FIG. 1 and FIG. 3, the stoppers (23) attached to both sides of the rear end of the left and right gear intermittent fittings (12) are omitted (see the stopper in FIG. 4).
The stopper prevents the gear intermittent fitting (12) from rolling (laterally shaking).
Further, in FIG. 1, the position of the main wheel receiver (10) is not shown and is omitted because it is difficult to identify.
The main leg (7) to be described in FIG. 2 is omitted here because it is illustrated in FIG.
In FIG. 3, the actuating rod (21), the servo horn (26), etc. are omitted because they are located behind the connecting actuating tube (20) and are difficult to understand.
FIG. 5 is a bottom view showing an attachment state of a fixing portion of the main leg (7) at the lower part of the trunk.
The eight slanted solid lines (slightly curved) are the straight adjustment grooves described above (length is 1 cm), and the direction of these eight grooves is to draw a circle as a whole. ing.
Without the above, the orientation of the main leg (7) cannot be adjusted.
When the machine is slid on the ground, slide the groove (straight forward adjustment groove) of the main leg fixing screw (6) in the direction opposite to the direction of bending, adjust the direction of the main leg, move straight, and then screw Securely tighten and then run straight.

In FIG. 5, the gear interrupting bracket (12) and the upper gear interrupting rod (16) are omitted because they are connected to the lower gear interrupting rod (15) and are difficult to identify.
FIG. 6 is a sectional view showing the attachment state.
FIG. 7 is an enlarged view of the upper left part of FIG.
A slanted ellipse in FIG. 7 is a straight adjustment groove.
In FIGS. 5 and 7, the head of the screw is omitted.
The rear end of the main wheel shock absorber (4) in FIG. 8 relaxes the impact by opening about 1 cm within the range indicated by the arrow due to the impact at the time of landing.
(A) of this figure is a front-end | tip of a main wheel receiver (10), and it fixes to the lower front side of a main wheel shock absorber (4).
Further, in FIG. 8, the gear intermittent fitting (12) is omitted.
In general, front-wheel (three-wheel) airplanes (including general radio-controlled aircraft) occupy the mainstream compared to tail-wheel airplanes because of the good straight running ability.
However, this machine is superior to the front-wheel airplane for straight running.
This is also an advantage of this machine.

B) When traveling on the ground This is also the case when turning the unit to the right (or left) during ground traveling as shown in Fig. 1 to Fig. 3. Set the transmitter ladder to the right (or left). To control.
The arrow of the ladder (28) is the operating range when the rudder rudder angle is cut by about 30 ° at the maximum.
The servo horn (26) attached to the ladder servo (25) operates and advances to the right (or left) upward as shown in FIG.
The operating state of the servo horn (26) advances to the position of the arrow shown in FIG. 2 (when the ladder is cut by about 30 °).
The servo horn (26) at this time operates about 30 ° upward.
The right (or left) rod adjuster (13) connected to the servo horn (26) is also moved forward in conjunction with the operation.
Connected to the rod adjuster (13), the right (or left) actuating rod (21) which is curved in a curved shape and moves forward while rotating is connected to jointly advance.
Further, the connecting operating pipe (20) integrated with the operating rod (21) (a pipe having a U-shape or the like in katakana) advances.
The actuating rod (21) enters the connecting actuating tube (20) and moves forward or backward.
On the other hand, the lower left side of the servo horn (26) on the opposite side is retreated, and the left (or right) actuating rod (21) connected to this retreats.
The series of actions so far advances the connecting operating tube (20) while the operating rod (21) connected to the rod adjuster (13) rotates in accordance with the operation of the servo horn (26).
At this time, the connection working tube (20) remains advanced.
The next operation is after [0024] which will be described later.
Here, the connecting operating pipe (20) integrated with the operating rod (21) has a structure different from that of the actual machine.

If this method is applied to an actual machine, it is necessary to provide a U-shaped bracket in front of the ladder pedal (foot bar) of the actual machine.
In the above structure, when the rudder pedal is stepped on, the rudder pedal and the U-shaped bracket may be wobbled as compared with the integrated type of this machine, and accordingly, countermeasures should be taken.
Therefore, the weight of the aircraft (actual machine) increases accordingly, which is disadvantageous.
The integral type of the point actuating rod (21) and the connecting actuating tube (20) is a unique configuration that can be made by a radio control machine, and is characteristic.
Further, this integrated type has a structure in which the left and right coaxial gears (9) and the main wheel gear (8) are intermittently and reliably interrupted by the above-described action, and is excellent and has a great advantage (effect).
However, if the left and right working tubes are not connected, only the right and left gears will be separated.
With this structure, it is easy for the two gears on the opposite side to leave halfway, and the left and right gears cannot be reliably interrupted at the same time.
In addition, the gears are likely to be worn out and easily cause a failure.

If coupling actuating tube (20) is advanced, the upper end is connected to the actuating lever of the right and left attached to the engine mount (1) to the tip (18), tilts the operating lever (18) is pre This action.
The upper end of the actuating lever (18) at this time is tilted to the position shown in FIG. 1A (when the ladder is cut by about 30 °).
As a result, the upper gear intermittent rod (16) connected to the lower end of the operating lever (18) rises.
The lower gear intermittent rod (15) having a moderate pressure-bonding effect with the cushion is also raised by connecting the upper gear intermittent rod (16) and bending the middle to a horizontal V or U shape.
A tip end portion of the gear intermittent fitting (12) is connected to a lower end of the lower gear intermittent rod (15) via a rod adjuster (13).
The gear intermittent fitting (12) is also pulled upward from the above action.
A coaxial (11) having both ends fixed by a coaxial gear (9) is attached to the tip of the gear intermittent fitting (12).
When the actuating lever (18) is tilted forward, the lower gear interrupting rod (15) is pulled upward by the action of each component described above, and the coaxial (11) is raised (separated) via the gear interrupting bracket (12). .
As a result of the series of operations, the coaxial gear (9) fixed to the coaxial (11) and the left and right main wheel gears (8) are crimped apart.
The main wheel gear (8) is fixed inside the main wheel (2).
The coaxial (11) at this time moves away to the position of the coaxial (11) of the dotted line shown in FIG. 3 (when the ladder is cut by about 30 °).
As a result of the series of actions, both gears are separated and the left and right main wheels (2) rotate independently, so that the direction of the aircraft can be easily changed when traveling on the ground.
At this time, the intermittent operation of both gears and the operation of the ladder (28) act in conjunction.

As mentioned above, the transmitter ladder stick is not controlled during takeoff.
At this time, the coaxial gear (9) and the main wheel gear (8) are pressure-bonded by the joint action of the in-machine spring (19), the lower gear intermittent rod (15), etc., and the left and right main wheels are connected via the coaxial (11). (2) rotates the same way and the aircraft runs straight.
On the other hand, when traveling on the ground, when the rudder stick is controlled to the right (or left) and the aircraft is turned to the right (or left), the operation of each component is as follows.
The left and right coaxial gears (9) and the main wheel gear (8) are reliably separated at the same time via the integrated left and right operation rods (21), the connection operation tube (20), the lower gear intermittent rod (15), and the like.
From the series of actions, the left and right main wheels (2) rotate independently, so that the left and right directions can be easily changed when traveling on the ground.
The most important thing is to ensure that both gears are released at the same time even if the ladder (28) is slightly cut.
The operation can be changed even with a slight curve because the aircraft quickly changes its direction just by turning the ladder (28) a little, and it can run on the ground like a car ( it could be confirmed by a test run ). ).
Even if the rudder (28) is cut a little, if the two gears are not reliably separated at the same time, the direction of the aircraft will change greatly and the ground will change, making it difficult to run on the ground.
As described above, both the gears are surely separated at the same time even if the rudder (28) is slightly cut because the operating rod (21) and the connecting operating tube (20) are integrated.
This is an improvement point that is greatly different from the working pipe in which the left and right of [Patent Document 1] described later are not connected.

As described above, the present invention has a structure in which the left and right coaxial gears (9) and the main wheel gear (8) are intermittently connected by not controlling the ladder (28) or by controlling the ladder to the right or left.
Moreover, the ladder (28) control at the time of take-off / landing or running on the ground of this machine is the same as that of a general radio-controlled machine, and it is very convenient because it does not change at all.
If the control method is different from that of a general radio control machine, it may be confusing and dangerous.
As the ladder servo (25) for controlling the ladder (28) described above, it is preferable to use a powerful servo if possible because a load is applied to operate the patent apparatus.
Note that a small machine can be operated with a normal servo.

Further, when the aircraft landed (landed), a main wheel shock absorber (4) for protecting the airframe and the patent device by attaching a shock absorber to the main wheel (2) was provided.
An enlarged view of the main wheel shock absorber (4) is shown in FIG.
In the drawing, the central rod (a) for supporting the left and right main wheels (2) is fixed to the lower front side of the main wheel shock absorber (4) as shown in FIG.
Since the main wheel shock absorber (4) is independently attached to the left and right main wheels (2), the impact when landing on one wheel is reduced, which is very convenient.
Even if the ground is uneven, the left and right main wheels (2) absorb the cushion of the ground independently, so that the aircraft receives less vibration.
In addition, this machine can perform figure-eight like a car, and can enjoy traveling on the ground.
In this case, the main wing may be removed, but the part is covered with a measure against waste oil, and traveling on the ground with sufficient safety (especially a rotating propeller).

B) Improvement of application example of radio-controlled machine: (Patent Document 1)
The application example of Japanese Patent No. 3310870, page 6, exemplified in Patent Document 1, was improved.
This is shown in FIGS. 21 to 24 of the patent publication of the above-mentioned Patent Document 1.
In the working tube having the structure of the patent (application example) of Patent Document 1, this is not connected left and right.
This proved to be a great hindrance to the right and left main wheel gear and the coaxial gear to be intermittently connected at the same time.
(Note) Both gears and the gears of the present invention are black for easy understanding.

Therefore, in the present invention, the connecting working tube (20) for connecting the right and left sides and the working rod (21) integrated with the connecting working tube (20) are provided.
If improved as described above, both the left and right gears can be reliably interrupted at the same time, and the left-right direction can be easily changed when traveling on the ground.

In the present invention, in order to crimp both gears, a cushion that induces a vertical buffering action by bending a piano wire or the like not in the above patent into a horizontal V or U shape or the like and a moderate crimping effect of both gears. The lower gear intermittent rod (15) which took out was provided.
In the patent of Patent Document 1, both gears cannot be crimped because no crimping fitting is attached.
In the present invention, a crimp fitting is not required and can be made lighter.
In the patent document 1, the shock absorber for the main wheel was not attached, but the main wheel shock absorber (4) was attached as described above in the present invention.
When the aircraft lands violently, the impact received by the aircraft due to the operation of the device can be mitigated when the aircraft is slid on the ground.
In addition, in the present invention, a straight adjustment groove is provided so that the machine can go straight when taking off.
In the present invention, the above is improved.

B) Regarding the radio control machine of the scope of claim (Claim 4) and the radio control machine of the present invention of Patent Document 1 (Japanese Patent No. 3310870). It is.
In the patent document 1 (hereinafter referred to as “old patent”), a coaxial is attached to the inside of the machine body.
This is a significant difference from the present invention.
Therefore, in the old patent, an extra chain connecting gear or the like is required to connect the main wheel gear and the connecting gear in the fuselage.

In this respect, the present invention has a very simple structure with as few components as possible.
In the old patent, the structure is very complicated and trouble may occur. However, in the present invention, the structure is less likely to cause trouble.
Further, the structure of the old patent is disadvantageous because there are many components and the production cost tends to be high.
Furthermore, the old patent does not have a main wheel shock absorber.
From the above, it seems that the radio control machine equipped with the device of the present invention is improved from the radio control machine equipped with the device (mechanism) of the old patent.

Supplementary explanation of the drawings The engine, fuel tank, battery, receiver, encon servo, elevator, etc. are not shown because they are not directly related to this apparatus.
The actual area of the ladder (28) in FIG. 1 is larger than this and is narrowed in relation to the drawing.
In the plan view of FIG. 2, since the in-machine spring (19) is located below the connecting working pipe (20), it is omitted because it is difficult to understand (the tail wheel is also omitted).
Also, in the front view of FIG. 3, the in-machine spring (19) is located behind the operating lever (18) and is omitted because it is difficult to understand here.

Auxiliary explanation for making this machine The main wheel receiver (10) contains a rod (about 3 mm), and the main wheel (2) with the main wheel gear (8) is attached to both ends of this rod. (This rod does not rotate).
Further, both ends of the rod are fixed to the main wheel shock absorber (4).
It should be noted that a cover for protecting both gears from sand and the like is not particularly necessary because sand hitting the gears by the propeller wind is blown off and hardly adheres.
However, a cover may be attached to the main wheel shock absorber (4) to prevent troubles caused by intrusion of mud and the like and to reduce harmful resistance.

Further, it is preferable to insert a sewing machine oil or the like into the main wheel (2), rotating parts such as both gears, etc., so that the rotation is smooth.
A hole for receiving the coaxial (11) is provided at the tip of the gear intermittent fitting (12).
A coaxial gear (9) is fixed to both ends of the coaxial (11).
In addition, it is convenient to provide a case (24) as shown in FIG. 1 and smoothly put a battery, a receiver, etc. in order to smoothly move the connecting working tube (20) back and forth.
Moreover, it is more convenient to attach the switch to the lower part of the body side plate near the case as shown in FIG.
However, many switches of general radio control machines are attached from the center to the upper part of the fuselage side plate.
The bulge on the left side of the servo horn (26) changes the mounting holes of the ladder rod (27) to various positions of the bulge when the rudder (28) is cut to match the rudder angle of the left and right ladders (28). This is because the right bulge is not necessary.
Although the Encon (engine control) servo is not shown in the drawing, when the Encon is linked, the Encon rod may be passed under the connecting operation pipe (20).
In this case, it is convenient to make the rear ladder servo (25) one step higher than the encoder servo.
The weight of the entire patent apparatus to be worried can be made within 150 g even if it is heavy because no heavy parts are used.
Therefore, I don't think it will increase the weight to the left.

For reference, as a handy method for obtaining parts and the like when manufacturing the device of the present invention, all the parts of the radio control machine and the radio control car necessary for this can be diverted and purchased at a model store or the like.
In addition, other parts are always available at home centers, etc., and special parts can be manufactured without any use.
In any case, it is best to make a radio-controlled machine precisely and lightly and robustly.

DESCRIPTION OF SYMBOLS 1 Engine mount 2 Main wheel 3 Main leg mounting plate 4 Main wheel shock absorber 5 Main leg stopper 6 Main leg fixing screw 7 Main leg 8 Main wheel gear 9 Coaxial gear 10 Main wheel receiver 11 Coaxial 12 Gear intermittent fitting 13 Rod adjuster 14 Machine Outer spring 15 Lower gear intermittent rod 16 Upper gear intermittent rod 17 Gear intermittent rod groove 18 Actuator 19 In-machine spring 20 Connected actuating tube 21 Actuating rod 22 Switch 23 Stopper 24 Case 25 Ladder servo 26 Servo horn 27 Ladder rod 28 Ladder 29 Ladder horn 30 Tail wheel

Claims (1)

(A) Rod adjusters at the right and left ends of a servo horn (26) in the form of a seesaw set on a spindle of a ladder servo (25) having a spindle that is controlled to rotate forward and backward by a radio control operation. (13) is attached, and either an operating rod (21) which is curved in a curved shape and can be rotated by the rod adjuster, or an uncurved linear shaped operating rod is selected. A connecting operation pipe (20) which is selectively joined and is formed in a U shape from the tip which is pushed by the operating rod (21) and which is connected to the left and right is provided, and the connection operating pipe is curved. When using a non-linear shape, use a brass tube, aluminum pipe, etc. that can be expanded and contracted by bending and deforming the left and right widths. Further, the front end of the connection operation tube and the upper ends of the left and right operation levers (18) are connected to each other, and the connection operation tube (20) that is advanced to the upper end portion of the operation lever is moved back to the original position. The upper end of the in-machine spring (19) is attached at the lower end to the lower part of the in-machine, and the lower end of the actuating lever (18) and the upper gear intermittent rod (16) connected to this are bent halfway into a horizontal V or U shape A lower gear intermittent rod (15) having a cushion for inducing an up-and-down cushioning and a restoring force is attached, and the lower end of the lower gear intermittent rod and the distal ends of the left and right gear intermittent fittings (12) are connected.
(B) Fix both ends of the main wheel receiver (10) to the lower front side of the left and right main wheel shock absorbers (4).
A straight-running device for a tail wheel type radio controlled airplane constructed as described above.

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