RU140480U1 - HYBRID (CONVERTABLE) VEHICLE - Google Patents

Abstract

Hybrid (convertible) vehicle belongs to the field of small aviation. This device serves to move people on the ground, like a normal motorcycle and to move people through the air like a gyroplane. Hybrid devices can be used by citizens, organizations, state bodies to perform various tasks: personal and official transport, tourism, monitoring, patrolling, ambulance, etc. The essence of the described device is to change the basic design of the motorcycle so that it appears the mast, which can be folded up and the gyro rotor, which can be removed, as well as the possibility of transmitting torque from the motorcycle transmission not to the rear wheel, but to two looped rings a propeller, which can be connected to the chain by a system of parts: an angular gearbox - a shaft - a propeller - a rear wheel shaft - a propeller asterisk mounted on the rear wheel shaft. At the same time, looped propellers (together with the listed systems of parts, called air drive elements (EEC)) can be removed and also fixed in two positions. Firstly, in such a way that the plane of their rotation is perpendicular to the plane of rotation of the rear wheel (flight mode). Secondly, in such a way that the looped propellers (and with them the rest of the EEC) are pressed against the side parts of the hybrid apparatus in a plane parallel to the plane of rotation of the rear wheel (ground mode). In this case, the management and layout of the hybrid vehicle can be addressed in the following ways. The control device includes an upper steering rack with two bearings on its axis and a lower steering rack with two guide pins, both pillars are connected by a constant velocity joint, between which the sleeve of the control switch can be moved and installed in a position where it covers only the bearings of the upper steering rack, allowing tilt the steering wheel and rotate it around its axis, or when the sleeve of the control switch also covers the CV joint and the lower steering rack, allowing you to only rotate the steering wheel around its axis, at the same time, the control switch sleeve has a vertical gap through which guide rails pass, connected at one end with horizontal hinges to the outer sides of the bearings of the upper steering rack, and at the other ends connected with horizontal hinges with the rotor control handle, thus tilting the steering wheel is caused by the inclination of the rotor control handle, and steering wheel turns are transmitted using guide pins, cables, sprockets and chains to the rudder shaft, and the rudder, which edstavlyaet from itself two folding and fastening semicircular lid looped propellers. The layout of the hybrid (convertible) vehicle can be implemented by placing the center of mass inside the fuel tank, positioning the engine either directly below the center of mass, or at the same height, but somewhat in front, positioning the seat above the center of mass, while the seat can also be simultaneously fuel tank, and the axis of horizontal rotation of the rotor should pass through the center of mass, immediately behind the front wheel is the luggage-balancing compartment. When driving in ground mode, the layout allows the rotor to be located under the seat so that one end of the rotor is near the bottom of the front wheel and passes through the luggage and balancing compartment, then the rotor line can pass near the fuel tank, which is designed so that makes it possible to freely place the rotor, further, the rotor line runs above the rear wheel, and the other end of the rotor sticks out behind, at a height sufficient for safe movement. The horizontal stabilizer may consist of central, right and left parts, while the right and left parts of the horizontal stabilizer have flat protrusions at the ends with magnets that are inserted into the slit of the central part of the stabilizer, or the left part of the stabilizer to the right side inside the central part can not be fixed using magnets, and in other ways, for example, using special brackets that can be installed in the upper part of the central stabilizer and pass through the central hour s projections stabilizer and right and left side of the horizontal stabilizer (see. FIG. 1, FIG. 2, FIG. 6)

Description

Headings of the international patent classification (IPC) of a utility model:

B60F 5/02 - convertible aircraft.

The name of the utility model: "Hybrid (convertible) vehicle." The utility model relates to the field of small aviation. The utility model can be used to create hybrid vehicles that can move on ordinary roads like a motorcycle, and in the air like a gyroplane.

It is known from the prior art that most motorcycles currently use a chain (or belt) drive to transmit torque from the transmission to the rear wheel through an asterisk system.

It is also known that in gyroplanes the torque is transmitted from the engine to the propeller either directly or through a reduction gear. At the same time, firstly, to ensure sufficient traction for takeoff, the propellers of gyroplanes must be of significant diameter. Secondly, in order to avoid unstable behavior of the gyroplane in air, the propeller thrust vector must pass through the center of mass of the aircraft or slightly below the center of mass. To solve these problems, modern gyroplanes usually have small rear wheels mounted on sufficiently high boom-mounts, while the wheels are spaced apart by a distance sufficient to ensure the operation of one large propeller.

The use of high rods with small wheels and, accordingly, a high center of gravity are the cause of the very unstable behavior of the gyroplane when moving on the ground. In addition, the position of the propeller behind the pilot reduces the flow of air to the propeller, and therefore leads to power loss. This fundamental solution (one large marching propeller and small wheels on high rods) complicates the possibility of designing and using hybrids gyroplane-motorbikes that can confidently move on the ground and in airspace.

Known attempts to create hybrid devices that can move on the ground like a motorcycle, and in the air like a gyroplane. A similar significant feature of the utility model and its analogues is that they all use the technologies used in gyroplanes for flights. For example, the American company Butterfly, LLC patented a flying motorcycle called Super Sky Cycle (information taken from http://thebutterflyllc.com). The specified design contains structural solutions standard for gyroplanes (large marching propeller, small rear wheels and at the same time a high center of gravity), which reduces the stability of the device when moving on the ground.

The propeller in this design is partially obscured by the pilot and the engine, which leads to power loss.

The Dutch company PAL-V is also developing a design for a flying motorcycle (information taken from the site http://www.pal-v.com). In order to maintain the stability of the device in the air, without violating its stability when moving on the ground, Dutch designers used rather sophisticated technologies. Firstly, it is a folding marching propeller. Secondly, the technology allows, when moving on the ground, to tilt the body of the device in the direction of the radius of the circle of rotation.

The solutions used by the PAL-V designers to create the hybrid unit are complex, expensive, and incomplete. These solutions make it possible to ensure satisfactory stability of the device when moving on the ground, but are expensive, and the issue of power losses due to insufficient air flow to the propeller is not resolved. To create a hybrid vehicle, it is also necessary to unify the device control devices on the ground and in the air. It is known that a V-shaped steering wheel is currently used to change the direction of motion of a motorcycle. The steering rack is attached directly to the front wheel fork, and is also connected to the frame of the motorcycle using a bearing (s). In this case, turning the steering wheel means turning the front wheel of the motorcycle in the right direction and, accordingly, changing the direction of movement.

It is also known that to change the direction of movement of the gyroplane, it is necessary not only to control the rotor by the rotor control knob by tilting it in the right direction, but also, in order to avoid “sliding”, it is necessary to align the apparatus body in the direction of movement. This alignment of the body is achieved by pressing the foot pedals, which set in motion the vertical tail of the gyroplane.

The lower part of the rotor control knob is usually connected to the two steering racks. The slopes of the rotor control handle back and forth cause corresponding longitudinal movements of one steering rack relative to another. Tilting the rotor control knob left and right causes the corresponding lateral movements of one steering rack relative to another. The steering racks are connected by hinges with vertical rods, which, in turn, are connected to the rotor head. Thus, the tilts of the handle cause changes in the angles of the plane of rotation of the rotor and, accordingly, the direction of movement of the apparatus.

In turn, in order to align the position of the gyroplane body relative to the direction of its movement, it is necessary to change the angle of the rudder. In modern gyroplanes, the rudder angle changes by pressing the right or left pedal, which are connected by cables to the rudder rails. If the pedals are not depressed, special springs return the rudder to the neutral position. An increase or decrease in engine speed occurs by moving the engine control lever (ORE).

Thus, to control a gyroplane, a person needs to use two hands (one hand changes the position of the rotor control handle, the other hand changes the position of the ore) and two legs (to control the rudder). The motion control of a motorcycle is often entirely carried out using the steering wheel and the switches located on it (gas, clutch, brake). Known attempts to create hybrid devices that can move on the ground like a motorcycle, and in the air like a gyroplane.

For example, Super Sky Cycle contains constructive solutions that are standard for controlling an autogyro (in addition to the motorcycle steering wheel, the design includes a rotor control knob and pedals for controlling the rudder), which leads to inconvenience of controlling the device.

The task of creating this utility model was to design an apparatus that would optimally combine the possibility of stable motion of the apparatus on the ground (when removing the rotor and its convenient placement) and in the air with the least cost and time. The result of using this utility model will be the emergence of a mobile tunable device that allows you to convert the drive and control systems of the device into ground and flight modes. At the same time, the device will not require airfield storage, but can be placed in an ordinary garage or even in a car park.

To solve this problem it is necessary to make the following significant decisions:

- develop a schematic diagram of a mobile tunable hybrid power plant;

- develop a schematic diagram of a hybrid vehicle control.

- develop a schematic diagram of the layout of a hybrid vehicle for movement on the ground and in the air;

Thus, the essence of the utility model is the use of the power plant of a hybrid vehicle, a device for controlling a hybrid vehicle, and the layout described below. A hybrid vehicle can, in principle, be created by making changes to the power plant of a motorcycle and adding elements of a gyroplane, such as a rotor mast, and a rotor, while the front wheel can, in principle, be a kind of rudder. However, for stable movement of a hybrid vehicle in air, at least the following layout conditions must be met: the traction force vector (1) must pass through the center of mass of the apparatus or below the center of mass, moments of gravity of the front and rear parts (relative to the center mass) of the apparatus must be equal, the attachment point of the rotor must be strictly above the center of mass of the apparatus. The following changes should be made to the layout of the motorcycle (see Fig. 1). The center of mass of the apparatus should be located inside the fuel tank (2) of the apparatus so that changes in the amount of fuel do not alter the equilibrium of the apparatus. The engine, depending on its mass, should be located either directly below the center of mass, or at the same height, but somewhat in front (so that the moment of gravity of the front of the apparatus is equal to the moment of gravity of the rear of the apparatus with EEC and a massive rear wheel). The seat of the crew member (3) should be directly above the center of mass of the apparatus (the seat can also be a fuel tank at the same time), and the axis of vertical rotation of the rotor should pass through the center of mass of the apparatus. In addition, it is advisable to provide a luggage-balancing compartment (7) in front of the apparatus.

In order for the device to move stably in ground mode, it is necessary to ensure convenient folding of such flight accessories as the rotor (4) and the horizontal stabilizer. A special cavity is provided for the rotor under the pilot's seat. Thus, when folded, the rotor is located obliquely, one end of the rotor is located near the lower part of the front wheel (5) of the device and passes through the baggage-balancing compartment (7), then the rotor line can pass near the fuel tank, which is made in this way , which makes possible the unobstructed placement of the rotor. For example, the tank can be made in the form of the letter “P” or in the form of a kind of hollow ring, etc. Next, the rotor line passes above the rear wheel (6), and the other end of the rotor sticks out behind the motorcycle at a height sufficient for safe movement.

In FIG. 2 shows the concept of horizontal stabilizer construction. The horizontal stabilizer of the device consists of three parts: central (1), right and left (2). The right and left parts of the horizontal stabilizer have flat protrusions at the ends that are inserted into the gap in the central part of the stabilizer. At the ends of the protrusions there can be magnets (3), due to which the right part of the stabilizer is firmly pressed to the left part inside the horizontal part of the stabilizer. The left part of the stabilizer can be fastened to the right part inside the central part also by other methods, for example, using special brackets that can be installed in the upper part of the central stabilizer and pass through the central part of the stabilizer and the protrusions of the right and left parts of the horizontal stabilizer. The stabilizer experiences only lateral loads, so such mounting methods are sufficient. The removed left and right parts of the horizontal stabilizer can be mounted in special wire frames-pockets to the right and left of the rear wheel. The rotor mast of the hybrid vehicle may fold, but it may not be folding, it consists of right and left power parts, between which it is possible to push the rotor to fold it under the seat and move the device in ground mode. Folding the rotor mast can be achieved by the presence of two large horizontal joints in the middle of the right and left parts of the apparatus. Fixing the mast in the folded or unfolded state can be achieved by fixing the horizontal hinges, for example, by installing special studs or bolts in the horizontal holes in the hinges of the mast.

In order to be able to use the power plant of the device both in motorcycle mode and in autogyro mode, it is necessary to make the following changes to the basic design of the motorcycle. On the shaft, which passes through the axis of the rear wheel (hereinafter referred to as the “rear wheel shaft”), an asterisk is installed (hereinafter referred to as the “ringed propeller sprocket”). The size of the sprocket, the number of teeth is selected so that the speed corresponds to the flight frequency of rotation of the looped propeller. In both branches of the fork, on which the rear wheel is mounted with the help of the aforementioned shaft, is mounted on the bearing. Now the rear wheel shaft passes through three bearings: two at the ends of the forks on both sides of the rear wheel and one in the wheel itself. If it is necessary to switch the power plant to flight mode, the chain (or belt) is switched from one sprocket (located on the outside of the rear wheel bearing) to another (located on the rear wheel shaft). On both sides of the rear wheel, air drive elements (EVPs) are fastened to the fork branches (through a hinged mount) and to the bearings mounted at the ends of the fork.

EEC consists of:

- sleeves of the strut of the balancing chassis, from which the strut of the balancing chassis can be pulled out and fixed, the sleeve is fixed at one end with a hinge to the rear wheel fork, and the side surface to the angular gear of the looped propeller,

- shaft sleeve of the looped propeller, inside of which the shaft of the looped propeller is mounted on the bearing (the shaft of the looped propeller can be connected through the driveshaft to the rear wheel shaft),

- an angular gear (you can also use a constant velocity joint or a cardan shaft), which is connected to the shaft of the looped propeller and the looped propeller itself,

- a looped propeller, which is connected to an angular gear;

When attaching the end of the shaft sleeve of the looped propeller shaft to the outside of the plug, the shaft of the looped propeller directly or through a small propeller shaft is connected to the shaft of the rear wheel. The diameter of the rear wheel must be larger than the diameter of the looped propellers, so that the looped propellers do not interfere with the movement of the device on the ground. Modern manufacturing techniques of rings, when the width of the ring is in a special ratio with the diameter of the propeller (usually one to four) and the gap between the inner walls of the ring and the edges of the blades is a few millimeters, increase the traction force up to 30% compared with the marching screw of the same diameter and weight, but without a ring. The use of looped propellers allows to obtain qualitatively different weights and sizes of devices. The movement of the chain (or belt) creates the rotation not of the rear wheel of the motorcycle, but of two looped propellers, standing on both sides of the rear wheel in a plane perpendicular to it. The rotation of the looped propellers occurs in opposite directions thanks to the angular gears. The diameter of both looped propellers will be less than the diameter of one propeller, which would be required to ensure the flight of the device of the same mass. This means that the center of gravity of the apparatus can be reduced by the amount of decrease in the radius of the propeller. Consequently, the device will be more stable than analogues when moving on the ground, while stability when moving in airspace will also increase.

When the apparatus moves on the ground without the intention of flying, the shaft of the looped propeller is disconnected from the rear wheel axis and folds, clinging to the sides of the motorcycle. EEC can also be removed at all. The rotor when moving in ground mode is also removed from the mast and can be mounted under the seat of the device.

The resulting device has a higher rear wheel than a conventional motorcycle, but the power plant allows switching from ground mode to flight mode and vice versa. When moving on the ground in motorcycle mode (when the gyro rotor is removed), such a device will be more stable than its closest analogues (PAL-V and Super Sky Cycle), since it has a stable circuit of a conventional motorcycle. When moving in air, the device will be more stable, not only than PAL-V, Super Sky Cycle, but even than a regular gyroplane, due to the presence of two looped propellers rotating in opposite directions (there are no reactive moments during a sharp drop in speed or a sharp acceleration, nose rotation apparatus with a counter flow of air in the presence of two working looped propellers is more difficult to implement). In order to be able to use the device control system both in motorcycle mode and in autogyro mode, it is necessary to make the following changes to the motorcycle design.

The steering rack consists of two parts. The lower part of the steering rack has a cylindrical shape, the bottom end it is attached to the front wheel fork, the CV joint is attached to the other end, which connects the lower steering rack and the upper steering rack. On the surface of the lower steering rack, at its lower base, a hole is made for fastening the control switch sleeve with a stud. The lower steering rack is inserted into the round tube, which is connected to the beam of the frame of the motorcycle. Inside the tube there is a bearing that allows you to make free turns of the lower steering rack around its axis. The upper steering rack also has a cylindrical shape, however, of a smaller section. The upper end of the upper steering rack is attached directly to the steering wheel. Two bearings are fixed on the axis of the upper steering rack, near the upper and lower ends, the section size of which is equal to the size of the section of the lower steering rack. Guide rails are attached to the outer edge of each bearing by horizontal hinges. At the other ends, the guide rails are connected by horizontal hinges to the rotor control handle. The upper steering rack has an opening into which a stud can be inserted, on which the end of the control switch sleeve can be supported to fix the upper position of the sleeve. The sleeve of the control switch is a cylindrical tube that is capable of moving up and down along the axes of the steering racks. In this case, in the upper position, the sleeve of the control switch fits snugly enough to the surfaces of both bearings. In the lower position, the control switch sleeve is snug against the surface of the lower steering rack. In this case, the surface of the sleeve has a hole in the lower part that can be combined with the hole in the lower steering rack and the sleeve can be fixed in this position with a hairpin. The sleeve of the control switch has a vertical slot so that guide rails that connect the outer sides of the bearings and the rotor control knob through horizontal hinges can pass through this slot. The rotor control handle has a standard gyro mount for mounting with rotor control rails. Thus, when the sleeve of the control switch is in the upper position, tilting the steering wheel in any direction leads to corresponding tilting of the rotor control handle. On the lower part of the lower steering rack are mounted tail guides, which are two small pins. Tail cables are attached to their edges, which can be attached to the axle control pins. The control pins are attached to the steering axis, on which two sprockets are mounted to control the right and left rudders. A rudder shaft rotating on bearings is inserted into the propeller rings, to which semicircular ring covers are attached. One of the covers is rigidly attached to the rudder shaft, the other cover can freely rotate on the shaft and fasten with another cover, while the planes of the covers are in contact. On the top of the rudder shaft, an asterisk of the direction shaft is installed. Each of the sprockets located on the control axis is connected by a chain to the sprocket of the corresponding rudder shaft. Thus, the rotation of the steering wheel of the motorcycle causes horizontal movements of the tail guides, these movements are transmitted using the tail cables to the axle control pins, causing it to rotate. The rotation of the axis occurs simultaneously with the rotation of the sprockets located on it. The rotation from the sprockets located on the axis is transmitted using chains to the sprockets of the left and right rudder shafts and, accordingly, to the rudder shafts. The rotation of the rudder shafts causes the left and right rudders (which are folded and fastened covers of looped propellers). Thus, the rotation of the steering wheel around the axis will cause the rotation of the plane of the front wheel and changes the direction of the rudders.

The control of the device on the ground (when the sleeve of the control switch is locked in the lower position) is reduced to steering wheel rotations around the axis. In this position, the control switch sleeve does not allow steering wheel tilting. The control of the device in the air, or in the “take-off” or “landing” modes (when the sleeve of the control switch is fixed in the upper position) is reduced to steering wheel rotations around the axis and steering wheel tilts in any direction. In this position, the sleeve of the control switch allows not only to make steering wheel rotations around the axis, but also its inclinations in any direction. ORE with this control can be replaced, used on motorcycles, with a gas adjustment knob.

The calculations show approximate relations of flight mass, thrust and engine power (See table 1, information from the site http://www.prostor.webzone.ru).

Engine Power (hp) Examples of actually achieved static thrust (kgf) Flight mass of gyroplane (kg) Hirth 33 22 70 140 RMZ 640 "Buran" 35 110 220 RMZ 500 "Taiga" 45 140 280 Rotax 582 64 160 320 Rotax 912 80 200 400 Rotax 912 ULS one hundred 230 460 Subaru EJ 25 150 280 560

It is known that light models of motorcycles (cross-country off-road motorcycles) with an engine power of 50 hp (sufficient for flying a gyroplane with a flight weight of 300 kg) weigh about 90 kg. To calculate the mass of a single-seat hybrid vehicle, the rotor mass (about 17 kg), the mass of two looped propellers with balancing chassis (about 10 kg), the increase in the mass of the rear wheel, if carbon is used, will practically not change, the mass of the horizontal stabilizer ( about 5 kg) and the mass of the rotor mast (about 7 kg), the mass of the flexible rotor spin drive (2 kg). As a result, the mass of a single-seat hybrid vehicle (motorcycle-gyroplane) without a pilot should not exceed 133 kg.

For calculation purposes, it is necessary to be guided by the following ratio of traction forces and ring diameters (according to information provided by TrackAero, the developer of looped propellers, to the author personally, see table 2):

Single motorcycle Double motorcycle Static thrust, kg 133 132 132 253 259 The inner diameter of the ring, mm 550 600 750 750 The outer diameter of the ring, mm 634 692 865 865 Ring width mm 153 167 208 208 Number of Propeller Blades four 3 2 four Propeller speed, rpm 7200 6600 5300 5300 Engine Model XR50, Aixro Simonini Victor 1 Simonini Mini 3 Simonini Victor 2 Rotax 912 ULS Engine power hp fifty 44 36 92 95 The mass of the ring, kg 1.45 1.75 2.70 2.70 2.70 Propeller weight with hub, kg 3.41 2.95 2,50 4.15 4.25 Engine weight, kg 31.8 31.7 20,0 51.7 56.9 Combined mass, kg 26.5 41.1 30.3 65,4 70.7

Using this table, you can roughly determine the diameter of the rear wheel, it should be such that the looped propeller does not touch the ground when the device is moving in ground mode, namely, about 15 cm more than

looped propeller ring. From the same tables, you can roughly determine the engine power, which is necessary for single and double devices. For example, with the size of the rear wheel of a single-seat vehicle 105 cm and the weight of the vehicle 130 kg, an engine with only 36 horsepower will be needed to take off the vehicle (with a pilot). This means that fuel consumption will be only 3 liters per hour. With such a flow rate and a fuel tank capacity of 35 liters, a single unit can theoretically cover distances of more than 1300 km.

Preliminary calculations show that it is even possible to create an ultra-light aircraft weighing up to 115 kg, for the use of which, according to the laws of several countries, there is no need to obtain pilot licenses and registration procedures. The ratio of the weights of the main parts of the apparatus allows us to draw this conclusion. The use of Wankel rotary engines of the German company Aixro (Aixro), along with the use of wheels, looped propellers and frame parts made of carbon fiber, will allow to design such an apparatus. Thus, the XR50 engine with a mass of only 17 kg has a power of about 50 hp, in addition, it vibrates much less compared to conventional piston engines. According to information provided to the author upon request by the South African company BlackStoneTek (BST), the carbon-fiber rear wheel drive made by the company, with a diameter of 70 cm (sufficient size for a single-seat unit), will have a mass of not more than 4 kg. The mass of two looped propellers according to information provided upon request by the North American company TrekAero (TrekAero) will be less than 10 kg.

The technical result of the application of the developed layout, power plant and control device of a hybrid vehicle will be the creation of such a hybrid vehicle that can stably move both on the ground and in the air, will be more economical, easier and easier to drive than its closest analogues.

Eight figures are attached to the description, reflecting the essential features of a utility model.

In FIG. 1 shows a schematic diagram of a layout of a hybrid vehicle.

In FIG. 2 is a schematic diagram of a horizontal stabilizer mechanism of a hybrid vehicle.

In FIG. 3 and 4 show a schematic diagram of the power plant of a hybrid vehicle (protected by the author’s patent for utility model No. 133470). For ease of illustration, the diagram shows non-looped propellers.

In FIG. 5 shows a schematic diagram of a device for controlling a hybrid vehicle (in accordance with a previously filed application by the author for a utility model patent No. 2013144942).

In FIG. 6 shows a schematic diagram of controlling rudders.

In FIG. 7 (figure) shows a hybrid vehicle without EVP. Its appearance differs from the usual motorcycle with a large rear wheel and the presence of an additional sprocket on the rear wheel shaft.

In FIG. Figure 8 (figure) shows a hybrid vehicle with an EVP installed but not built for driving along the road, as well as with a rotor placed under the seat.

In FIG. 9 (figure) shows a hybrid vehicle with an installed but brought to flight state EVP, as well as with a rotor installed for flight and a horizontal stabilizer.

The utility model can be materialized by using the layout of the hybrid vehicle described above by mounting the parts of the hybrid vehicle on a frame that matches the layout, as well as using the power plant and control device described below.

The power plant of a hybrid (convertible) vehicle can be materialized as follows.

The power plant device contains (see. Fig. 3 and 4):

1 Metal (or metal carbon fiber reinforced) rear wheel forks with long branches. The fork covered the rear wheel on both sides with its branches. A steel shaft of the rear wheel passed through the ends of each fork of the fork and through the axis of the rear wheel.

2 Rear wheel of a diameter exceeding the diameter of the ring of the looped propeller, made of light alloy, carbon fiber or carbon-reinforced alloy. The rear wheel is attached to the fork with the steel shaft of the rear wheel and three bearings. One bearing is mounted on the axis of the rear wheel, and two others are mounted at the ends of each fork.

3 Rear wheel sprocket that is rigidly mounted on the outside of the rear wheel bearing. Through this sprocket, the rear wheel receives torque from a chain or belt, stretching from the transmission.

4 An asterisk of a looped propeller, which is also rigidly mounted on the shaft of the rear wheel. When moving the chain from the rear wheel sprocket to the ring propeller sprocket, the torque is transmitted to the ring propellers already through a system of connected elements: the rear wheel shaft - the propeller shaft - the ring propeller shaft - an angular gearbox.

5 rear wheel fork bearings. They allow the rear wheel shaft to rotate freely, which means to transmit rotation from the sprocket of the looped propeller to the looped propellers through the system mentioned above: the rear wheel shaft - the propeller shaft - the ringed propeller shaft - the angular gearbox.

6 The metal shaft of the rear wheel is cylindrical. The rear wheel shaft can have rectangular grooves at the ends, allowing them to dock small steel cardan shafts (if used, having corresponding protrusions) connected to the shafts of the looped propellers.

7 A metal chain (or belt) transmitting rotation from the transmission to any of the sprockets. When driving in ground mode, the chain transmits rotation to the rear wheel sprocket. When moving in air, in the “take-off” and “landing” modes, the chain transmits rotation to the asterisk of looped propellers. The chain can be shifted from one sprocket to another by means of a switch implemented on racing bicycles (the switch is not reflected in the attached figures).

8 The rear wheel bearing, which is installed in the rear wheel axle.

To each branch of the rear wheel fork, in two places by means of a hinge mount (which can be rigidly fixed), a system of parts is attached, called in this description the air drive element (EEC).

9 Upper mount of EVP. Allows rigid fixation of the EVP to the fork of the rear wheel fork in its upper part.

10 Ring propellers made of composite materials. The diameter of the ring is selected depending on the weight of the apparatus and, accordingly, the necessary traction.

11 A small steel propeller shaft (which may, but does not have to be, used in construction) can be rigidly attached by one of the ends to the shaft of the looped propeller. The other end of the shaft of the looped propeller has a rectangular protrusion that allows docking with the shaft of the rear wheel (which has rectangular grooves at the ends). Thus, the torque is freely transmitted from the rear wheel shaft to the shaft of the looped propeller, even in a situation where the axes of both shafts are at a certain angle.

12 The ring propeller shaft bearing is mounted inside the ring propeller shaft sleeve and connects the sleeve and the ring propeller shaft, allowing the ring of the ring propeller to rotate freely.

13 Metal shaft of a looped propeller. The shaft of the looped propeller is in the form of a simple cylinder and allows you to transfer rotation from the shaft of the rear wheel to the bevel gear, which transmits the rotation of the looped propeller. The shaft of the looped propeller is fastened, on the one hand, by the shaft bearing of the ringed propeller, on the other hand to the bevel gear.

14 Metal bevel gear. It is rigidly attached with its casing to the sleeve of the shaft of the looped propeller, while the end is the sleeve of the rack of the balancing chassis. The shaft of the looped propeller is rigidly connected to one of the bevel gears inside the bevel gear, while the other bevel gear is rigidly connected to the axis of the looped propeller. So, the rotation of the shafts of the looped propellers is transmitted to the looped propellers.

15 Metal rack of the balancing chassis. It has a cylindrical shape. A balancing chassis is attached to it. The rack can be retracted into the sleeve and rigidly fixed both in the retracted and unfolded state using the holes in the rack and sleeve and small steel pins or screws and nuts.

16 Metal sleeve of a rack of the balancing chassis. It has the form of a hollow cylinder with holes for mounting the rack of the balancing chassis. Inside the sleeve, the rack of the balancing chassis can be located when the balancing chassis is removed for operating the device in ground mode. The top end of the sleeve of the rack balancing chassis is attached to the upper mounting of the EVP. An angular gearbox is rigidly attached to the outside of the liner of the rack of the balancing chassis.

17 Balancing chassis. Serve for balancing the device in the “take-off”, “landing” modes. Prevent rings from touching ringed propellers on the ground. For use as a balancing chassis, wheels from small country wheelbarrows for transporting land may well be suitable. They do not perceive the load of the device, but serve to balance the device in the above modes.

18 Metal shaft sleeve of the looped propeller. It is a tube of circular cross section. One of the ends is attached to the branch of the rear wheel forks with a hinge that allows rigid fixation (not shown in the figures). A shaft of a looped propeller is fixed inside the specified sleeve using a bearing, transmitting rotation from the wheel shaft to the bevel gear. The other end of the shaft sleeve of the looped propeller is rigidly attached to the bevel gear.

19 Metal sliding mount. It can be a tube of round or rectangular cross-section (depending on the cross-section of the motorcycle frame). The tube is dressed on the motorcycle frame and can be moved along it and fixed in two positions on the frame (in the position when the EVP is folded along the side of the motorcycle for ground movement and the position when the looped EVP propellers are installed in a plane perpendicular to the plane of the rear wheel). Fixing can be done by installing a small pin in the holes on the sliding mount and frame of the motorcycle. The sliding mount is connected to the frame bar using a small steel ball joint. The sliding mount can also be implemented in another way, for example, in the form of a simple cylinder moving in the groove of the frame or other horizontal part of the motorcycle.

20 The metal rod of the frame can be of any profile, but strong enough. It serves to fix the EVP in two positions: flight, when the looped propellers are located in a plane perpendicular to the plane of the rear wheel and ground, when the EVP and looped propellers are located along the apparatus body. The frame rod is connected at one end with a sliding mount, the other end with a hinge mount on the sleeve of the landing gear.

21 A metal swivel mount on the chassis pillar sleeve connects the frame bar and the chassis pillar sleeve.

22 Composite rings of looped propellers attached to the shaft of the looped propeller, can also be attached to the sleeves of the struts of the balancing chassis. Propellers rotate inside them.

When the apparatus is operated in ground mode, chain (7) is installed by a switch on the rear wheel sprocket (3). Now the torque is transmitted from the transmission through the chain and the rear wheel sprocket to the rear wheel. The sliding mount (19) is moved along the horizontal element of the motorcycle and is installed in the most extreme position (as close as possible to the front wheel) and fixed in this position. In this case, the EVP and looped propellers occupied a position along the sides of the motorcycle. The struts of the balancing chassis (15) are removed in the sleeves (16) and fixed. The power plant of the device is ready for movement in the ground mode of the motorcycle. The large rear wheel (2) with a reduced center of gravity (lowering is achieved by reducing the diameter of the looped propellers (10)) ensures stable movement of the device in motorcycle mode.

When operating the device in gyroscope mode, the circuit (7) is set by a switch to the asterisk (4) of the looped propeller. The sliding mount (19) is moved along the horizontal element of the motorcycle and is installed in the most extreme position (as close as possible to the rear wheel) and fixed in this position. In this case, the EVP and the looped propellers occupied a position perpendicular to the rear wheel. The tips of the propeller shafts (11) are inserted into the grooves of the rear wheel shaft (6). The struts of the balancing chassis (15) are extended from the sleeves (16) and fixed. Now, the torque is transmitted from the transmission through the chain (7), the ring of the looped propeller (4), the shaft of the rear wheel (6), the shafts of the ringed propellers (13) and the angle gears (14) to the ringed propellers (10). The power plant of the device is ready for movement in the air mode of a gyroplane. Since the angular gears (14) are located in opposite directions, the rotation of the looped propellers (10) is carried out in opposite directions. This allows you to compensate for the reactive moments of the looped propellers with a sharp increase in engine speed or a sharp decrease. Therefore, the apparatus in these situations does not deploy in the air in directions transverse to the movement. The low position of the thrust vectors of the looped propellers (due to the reduced diameter of each of the two looped propellers (10), compared with the situation when one large marching screw would be used, provides longitudinal stability of the device when moving in air - the device does not swing up and down in flight relative to its center of gravity).

The control device of a hybrid vehicle can be materialized as follows. The device contains (see. Fig. 5 and 6):

1. Metal V-shaped steering wheel, which is attached to the upper end of the upper control rack.

2. The metal sleeve of the control switch has the shape of a cylindrical tube. A hole was drilled in the tube to secure the tube with a pin to the lower control post. There is a vertical slot in the tube through which horizontal joints of the guide rails must pass.

3. The metal bearings of the control switch are fixed to the axis of the upper control rack. The diameter of the bearings is slightly smaller than the inner diameter of the control switch sleeve and the control switch sleeve can move along the axis of the upper control column. Guide rails are attached to the outer surface of the bearings using horizontal hinges.

4. The metal guide rails are in the form of thin elongated cylinders. They are attached at one end with horizontal joints to the outer sides of bearings mounted on the axis of the upper steering rack, and at the other ends with horizontal joints at the rotor control handle.

5. The metal upper steering rack has a cylindrical shape. The steering wheel is attached to the upper end of this rack, the lower end is connected to the CV joint. On the axis of the upper steering rack are two bearings of the control switch. The upper steering rack has a hole above the junction with the constant velocity joint for installation with a pin (there is no pin in the diagram) of the upper position of the control switch sleeve.

6. The metal rotor control handle has a cylindrical shape, fastened with the lower part to the rotor control rails. Guide rails are attached to the side of the rotor control knob using horizontal hinges.

7. SHRUS of the lower steering rack connects the upper and lower steering rack, which are attached to it by the ends. The diameter of the CV joint is slightly smaller than the inner diameter of the sleeve of the control switch.

8. The metal lower steering rack has a cylindrical shape. Its lower end is connected to the front wheel fork, and rudder guides are attached to the lateral surfaces at the lower end. The diameter of the lower steering rack is slightly smaller than the inner diameter of the sleeve of the control switch, and when moving the sleeve onto this steering rack, it is snug enough to it. The upper end of the lower steering rack is connected to the CV joint of the lower steering rack.

9. The metal rails of the rotor control are cylindrical, connected by hinges to the rotor control handle. At the same time, the lower rail is hinged to the frame beam. Thus, the rails can move relative to each other in the longitudinal and transverse planes.

10. The metal beam of the frame has a cylindrical shape, is part of the design of the apparatus frame. A steel tube with an integrated steering bearing is attached to its front end.

11. The metal steering bearing is mounted in a steel tube, which ends the frame beam. A lower steering rack is attached to the inside of the bearing, which can rotate freely around its axis.

12. The metal fork of the front wheel is connected to the end of the lower steering rack, which transmits rotation to it. The lower parts of its branches fork connected to the axis of the front wheel, which passes through the front wheel bearing.

13. The front wheel of the device. It can be made as a light wheel of a motorcycle or moped and have spokes and a rim. In the case when the front wheel also plays the role of a rudder in the air in a hybrid apparatus, instead of the spokes, the wheel rim is connected to the bearing using a continuous (or half-solid) plate of light material.

14. The tail guides are steel pins, one of its ends attached to the sides of the lower steering rack. At the opposite ends of the steel pins, the ends of the tail cables are fixed.

15. The metal cables of the tail unit are attached at one end to the ends of the tail unit guides, and at the other end are connected to the rudder guides (not shown in the diagram).

16. The metal axis control pins are mounted on the axis, connected to the tail guides using tail cables.

17. The metal axis is a thin section shaft, on which are rigidly fixed: axis control pins, asterisk of the right rudder and asterisk of the left rudder.

18. Metal stars of the right and left rudders are fixed on the axis, chains are put on them, connecting them, respectively, with the left and right asterisks of the rudder shafts.

19. The metal chains of the sprockets connect the corresponding sprocket of the rudder and the sprocket of the shaft of the rudder.

20. The metal sprockets of the left and right rudder shafts are fixed respectively on the axes of the left and right rudder shafts, are connected with chains, respectively, to the sprockets of the right and left rudders in such a way that rotation of the sprocket of the rudder causes rotation of the sprocket of the rudder shaft.

21. The metal left and right rudder shafts pierce the rear parts of the rings of the looped propellers vertically in diameter and are fixed in the rings using bearings, or can be mounted using bearings on hinges attached to the backs of the rings of the ringed propellers. On the axis of the rudder shafts, over the rings of the looped propellers, sprockets of the rudder shafts are mounted. Covers of looped propellers are attached to the outer surface of the rudder shafts, so that one of the covers can rotate freely on the shaft, and the other is rigidly connected to it.

22. Covers of looped propellers are made of composite materials. Geometrically represent the halves of a circle. Attached by straight sides to the rudder shafts. One of the covers is attached rigidly, the other can freely rotate around the shaft. Covers can be connected using magnets located on rounded surfaces, or using other fasteners. The covers of each of the looped propellers connected together represent the right or left rudders.

When operating the device in ground mode, the sleeve of the control switch (2) is installed in the lower position - it covers the lower steering rack (8). The lower bearing of the control switch (3) is pressed against the inner upper part of the sleeve of the control switch (2), the other end of the sleeve is attached through the hole with a pin to the lower steering rack (8) Now the torque from the steering wheel (1) is transmitted through the upper steering rack (5) , CV joint (7), lower steering rack (8), front wheel fork (12) to the front wheel (13), causing it to turn in the desired direction. When the sleeve of the control switch (2) is in the lower position, it does not allow tilting the steering wheel (1), since it tightly covers the lower bearing of the control switch (3) and the lower steering rack (8). As soon as the sleeve of the control switch (2) is moved to the upper position and mounted on top of the stud placed in the hole in the lower edge of the upper steering rack (5), the tilt of the steering wheel (1) becomes possible, since the sleeve of the control switch (2) does not simultaneously fix the position of the bearing control switch (3) and lower steering rack (8), and covers only two bearings. The tilt of the steering wheel (1) is transmitted through the guide rails (4) to the rotor control handle (6), and through it to the rotor control rails (9). In this case, rudder rotations (1) around the axis are possible, which, firstly, rotate the front wheel (13), which can act as a rudder, and secondly, rotate the rudder (1) cause the tail guides to move (14), which, through the tail cables (15), cause the displacement of the axis control pins (16) and, accordingly, the rotation of the axis (17). The rotation of the axis (17) is transmitted to the sprocket wheels of the right and left rudders (18), and from them the rotation is transmitted using the chain (19) to the sprockets of the left and right rudder shafts (20) and, accordingly, to the rudder shafts ( 21), which are folded covers of looped propellers (22).

Thus, the utility model "Hybrid (convertible) vehicle" allows you to create an apparatus that can move on the ground like a normal motorcycle, can be stored in ordinary garages and in parking lots, and if necessary, can take off and fly over long distances.

Claims (5)

1. A hybrid (convertible) vehicle designed for long-term movement on the ground like a two-wheeled motorcycle, and in the air like a gyroplane, having a mast, a gyroplane rotor, characterized in that it includes two looped propellers that are laid out and fixed in planes perpendicular to the rear wheel, connected using a system of elements - angular gears or CV joints or cardan shafts and shafts, with a shaft passing through the axis of the rear wheel, on which there is an asterisk, which can move nb or motorcycle belt transmitting the rotation of the sprocket of the transmission, with the bearing mounted on a rear wheel axle, so that the rear wheel shaft extends inside it and possible to transmit the rotation of the chain or belt only on the rear wheel or only on the looped propellers. 2. A hybrid (convertible) vehicle according to claim 1, characterized in that it has a control device that includes an upper steering rack with two bearings on its axis and a lower steering rack with two guide pins, both pillars are connected by a constant velocity joint, between which it can be moved control switch sleeve and be installed in a position where it covers only the bearings of the upper steering rack, allowing you to tilt the steering wheel and rotate it around its axis, or when the control switch sleeve reaches There is also a constant velocity joint and lower steering rack, allowing you to only rotate the steering wheel around its axis, while the control switch sleeve has a vertical slot through which guide rails pass, connected at the ends with horizontal hinges to the outer sides of the bearings of the upper steering rack, and at the other ends connected by horizontal hinges to the rotor control knob, so that the tilt of the steering wheel causes the tilt of the rotor control, and the steering turns are transmitted using the guide their pins, ropes, chains and sprockets rudder shaft and the rudder, which is a two semicircular folding and fastening the lid looped propellers. 3. The hybrid (convertible) vehicle according to claim 1, characterized in that it provides the ability to move in the ground mode to remove the rotor under the seat so that one end of the rotor is near the bottom of the front wheel and passes through the luggage-balancing compartment, then , the rotor line can pass near the fuel tank, which is made in such a way that makes it possible to freely place the rotor, further, the rotor line passes above the rear wheel, and the other end of the rotor sticks out behind, on sufficient for safe movement height. 4. The hybrid (convertible) vehicle according to claim 1, characterized in that it has a horizontal stabilizer, which consists of a central, right and left parts, while the right and left parts of the horizontal stabilizer have flat protrusions at the ends with magnets that are inserted into the gap of the central part of the stabilizer, or the fastening of the left part of the stabilizer to the right part inside the central part can be carried out not using magnets, but in other ways, for example using special brackets that can be installed vatsya in the upper part of the central stabilizer and pass through the central part of the stabilizer and the projections of the right and left side of the horizontal stabilizer. 5. The hybrid (convertible) vehicle according to claim 1, characterized in that it has a layout in which the center of mass is located inside the fuel tank, the engine is either directly below the center of mass, or at the same height, but somewhat in front, the seat is above center of mass, while the seat can also be a fuel tank at the same time, and the axis of horizontal rotation of the rotor must pass through the center of mass, immediately behind the front wheel is the luggage-balancing compartment.

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