RU2124458C1 - Rotoplane and method of control of its flight - Google Patents

Abstract

FIELD: individual flights in atmosphere. SUBSTANCE: rotoplane consists of skeleton including rods and rotor provided with blades and mounted vertically in upper portion of skeleton. Connected with skeleton is control surface which turns about axis of rotor through angle exceeding 360 deg. Skeleton is provided with flexible coupling for holding the pilot at distance of action of one of extremities. Flexible coupling is also used for holding the pilot in any position and for motion in any direction for control of rotoplane. During motion, pilot may change force of action of his extremities on skeleton members, thus shifting CG of "rotoplane-pilot" system from vertical axis of rotor and causing respective inclination of rotoplane and giving rise to force making the rotoplane move in direction of this force. Pilot may perform take-off, light and landing in any position having turned the skeleton and himself in required direction. EFFECT: avoidance of dangerous mode in diving flight at the same aerodynamic efficiency as compared with deltaplanes. 4 cl, 19 dwg

Description

 The proposed solution relates to aviation and can be used for individual flights in the atmosphere.

 The hang glider and the method of controlling its flight are known (V.A. Zheglov, VB Rybkin and others. "Learn to fly on a glider", Moscow, DOSAAF USSR, 1980, p. 80, p. 60 - 72).

 The design of the hang glider contains a frame made of core elements, on the upper part of which a horizontally aerodynamic plane is installed, having the plan in the form of an isosceles triangle. The top of this triangle faces in the direction of flight.

 At least one flexible connection (belt, cable, or the like) is attached to the frame, on which the pilot is fixed during the flight. It is located near some of the rods of the frame and can interact with them with your hands or feet.

 The hang glider is operated as follows. The pilot secures on itself one end of the flexible connection, the second end of which is fixed to the hang glider, in the center of gravity. Then, holding the hang glider in weight by holding the frame rods with its hands and turning it so that the apex of the isosceles triangle of the aerodynamic plane would be facing in the direction of the future start (flight), the pilot scatter in the indicated direction and jumps off a cliff or takes off from the slope forward - down.

 The horizontal aerodynamic plane of the hang glider provides him with flight in the planning mode. In this case, the pilot hangs on a flexible connection and its center of gravity is located on the vertical, on which the center of gravity of the hang glider is located. To change the direction of flight to the right or left or change the speed, the pilot, hanging under the hang glider on a flexible connection, must shift his body to the right, left, forward, backward. The pilot performs these operations for the light of the force interaction of his hands and / or legs with the frame elements located in the zone accessible to the pilot. A shift of the pilot’s body to the right or left will cause a shift in the common center of gravity of the hang glider-pilot system. As a result of this rectilinear flying hang glider will receive a roll to the right or left, which will lead to a turn of the hang glider in an arc to the right or left.

 When flying a hang glider directly or when making a turn, the pilot must constantly be turned in the same direction where the top of the isosceles triangular aerodynamic plane is directed.

 When flying against the wind and the required flight path that does not coincide with the direction of the wind, the axis of symmetry of the aerodynamic plane (wing) does not coincide with the flight path (the direction of the axis of symmetry occupies an intermediate position between the flight path and the direction of the wind). Thus, in a crosswind, the hang glider is forced to fly sideways to the flight course, in this case the axis of symmetry of the aerodynamic plane is turned towards the wind. This U-turn is directly proportional to the strength of the wind. For example, at a speed of a hang glider of 10 m / s and a crosswind of 10 m / s, the angle of rotation of the axis of symmetry of the hang glider is 45 degrees to the direction (course) of the flight. If there is a need to land under such conditions, for example, on a road or a clearing, the pilot is forced to hold the hang glider sideways to the direction of landing. When flying, when the aerodynamic plane is at small angles of attack (less than 14 degrees), an unintentional entry into a diving flight is possible. At altitudes less than 20 - 30 meters, this can entail severe consequences.

The disadvantages of the design of the hang glider are as follows:
- large dimensions of the aerodynamic plane;
- the need for a constant certain orientation of the structure in flight (the top of the isosceles triangle of the aerodynamic plane should be constantly directed towards the velocity vector of the glider’s movement);
- in a crosswind, the axis of the hang glider, which is the axis of symmetry for its aerodynamic plane, does not coincide with the direction of movement;
- the impossibility of stable vertical descent;
- the impossibility of "freezing";
- the inability to perform a flight, due to the desire of the pilot, sideways and backwards.

 The first drawback complicates the storage and transportation of the hang glider in between flights. Other disadvantages limit the operational capabilities of the design of the hang glider.

The disadvantages of the hang glider flight control method are as follows:
- the duration of the flight of turns to the left and to the right due to the fact that the hang glider, when shifted to the right or left by the general center of gravity of the hang glider-pilot system, cannot immediately fly in a straight line in the required direction, but is forced to make this turn in an arc, t .e. combine forward movement and sideways movement;
- making a turn on a hang glider in an arc of small radius or at insufficient speed leads to stalling on the wing and entering the tailspin;
- flying at low speed or at low angles of attack of the aerodynamic plane can lead to entry into a diving flight, which is very dangerous;
- the need to give and maintain a constant orientation of the hang glider relative to the direction of flight, in which the apex of the isosceles triangle of the aerodynamic plane should be facing in the direction of the velocity vector and in the presence of a crosswind, the apex will deviate somewhat from this direction;
- when the glider’s course does not coincide with the direction of the wind, the glider’s axis and the pilot’s position do not coincide with the direction of movement, and the higher the wind speed and the lower the glider’s speed, the greater the angle between the glider’s axis and the direction of flight, both the pilot and the device will fly sideways to the direction flight
- the need to give and maintain a constant orientation of the pilot in the direction of the apex of the isosceles triangle of the aerodynamic plane, as a result of which the pilot cannot be turned sideways or backward in the indicated direction;
- the inadmissibility of flying backwards or sideways, due to the desire of the pilot, and not external factors, because this will cause the hang glider to tip over in the air.

 The first drawback lengthens the operation of controlling the hang glider, which reduces the effectiveness of the control method. The second and subsequent disadvantages limit the possibilities of the hang glider flight control method, and also complicate the implementation of the hang glider flight control method, forcing the pilot to maintain his desired position with respect to the glider unchanged.

 The decision is known according to the book by K. S. Gorbenko and Yu. V. Makarov “We build the planes ourselves”, M., “Mechanical Engineering”, 1989, pp. 180 - 181, helicopter “Whirlwind”. Its design is adopted as a prototype. This is a single-seat helicopter with a two-bladed main rotor. At the ends of the rotor blades, ramjet engines with a static thrust of about 2 kgf (20 N) are installed. Fuel from the fuel tank located under the pilot's seat is supplied under pressure through the hollow rotor blades to the engines. Tricycle helicopter landing gear. The front wheel is self-orienting. Direct helicopter control - by deflection of the rotor plane of rotation. There is no step-gas control knob. Rotor pitch control is automatic. To do this, the helicopter is equipped with the simplest automatic screw hub (similar to the helicopter type of A.I. Boldyrev). The sleeve has a common horizontal hinge mounted at an angle of 45 degrees to the axis of the two-bladed main rotor. With an increase in the speed of the screw (increase in "gas"), the angle of attack of its blades increases. And when the "gas" is minimal, the blades rise upward relative to the horizon and are automatically set to zero angle of attack. Helicopter safely autorotates.

 The helicopter blades were made of a duralumin tube of a drop-shaped profile with the tail of the blade attached to it from a thin duralumin sheet. The helicopter has an open cockpit. Its tail unit consists of a keel with a rudder handed out on a tubular tail boom. "Whirlwind" has a component and a completely perfect design. Ramjet engines have been tested at the stand. The engine was blown by a stream of air.

 The position of the pilot on the seat is fixed by means of flexible connections (belts, straps), by which the pilot is connected to the seat and frame.

 A horizontal bar with a steering wheel lying in a vertical plane is rigidly fixed to the frame. The steering wheel mounted on the rod using the vertical axis has the ability to rotate about 180 degrees around this axis due to the kinematic chain connecting it to the control handle. The specified handle is combined with one of the rods of the frame located in the range of the hands of the pilot.

 During the flight of the helicopter, the pilot, using the control knob described above, rotates the steering wheel in one direction or another, rotates the frame with the seat in the corresponding direction.

 A known method of controlling the flight of the above-described helicopter "Whirlwind", adopted as a prototype. Since the prototype method is simultaneously a description of the operation of the prototype device, the author found it possible to combine the sections "description of the operation of the prototype device" and "description of the prototype method".

 In the selected prototype method, the pilot is placed on the seat of the helicopter described above and connected to the seat and the frame with flexible connections (belts, straps) that ensure that the pilot is held near the frame. The frame has a configuration bent in the vertical plane, which ensures that the flying helicopter - pilot system is located on the vertical axis of the rotor of the common center of gravity. This condition eliminates the inclination of the vertical axis of the rotor when it is in the air, if the pilot with the seat is in the initial position, when the frame bend is turned away from the back of the sitting pilot and lies in an imaginary vertical plane dividing the pilot's body into symmetrical left and right halves. To take off (start), flight, it is necessary to supply fuel to the jet nozzles at the ends of the blades, which brings these blades into rotation.

 The helicopter will take off vertically up to a certain height and will be there as long as the amount of fuel in the tank allows, then the helicopter will make a slow vertical decrease, which is slowed down by the rotation of the blades from the incoming air stream. With the above-mentioned initial position of the pilot, when the common center of gravity of the flying helicopter and the pilot is on the vertical axis of the rotating rotor, there is no horizontal component of the force that would force the helicopter to fly in the horizontal direction.

 When a pilot wants to perform an inclined or horizontal flight by helicopter, he interacts with his hands with the control handle and tilts the rotor plane to the right or left, forward or backward. This will cause a tilt to the right or left of the vertical axis of the rotating rotor, which will cause the horizontal component of the force to appear, which will ensure horizontal movement of the helicopter in the direction of tilt of its axis.

 The design of the prototype device eliminated some of the shortcomings noted above in the hang glider. Unlike a hang glider, a helicopter is small, does not require a constant and definite orientation depending on the direction of flight, can rise and fall vertically, and may hang in the air.

 The disadvantages of the prototype device are as follows. Since the pilot is attached to the pilot's seat and cannot move relative to the center of gravity of the helicopter-pilot system, therefore, the helicopter cannot be tilted and fly in the horizontal direction toward which the center of gravity of the helicopter-pilot system cannot be shifted . As a result, the helicopter's operational capabilities are reduced. Since the pilot on the seat has an unchanged position, the position of the center of gravity of the helicopter-pilot system remains unchanged, which reduces the operational capabilities of the helicopter. Since the pilot must take a sitting position on the seat and fasten to it with flexible ties before starting, such a position of the pilot eliminates his independent take-off with idle or absent engines, for example, from a hillside. This also reduces the operational capabilities of the helicopter.

 Since when the helicopter lands, the pilot is in a sitting position and fastened to the seat and frame by flexible connections, this position of the pilot is dangerous when landing with the presence of horizontal speed when landing with a crosswind, since the axis of the frame will not coincide with the direction of landing. This reduces the safety during operation of the helicopter.

 It should be noted as a disadvantage and the presence of a seat in the design of the prototype. It aggravates and complicates the design, and also degrades the aerodynamic qualities of the prototype. The sitting position of the pilot also impairs the aerodynamic performance of the helicopter. The steering wheel, mounted in the extension rod and mainly intended to ensure the pilot's orientation in the direction of flight, in the presence of a crosswind, turns the pilot in the direction of the wind direction. A pilot within small limits can rotate the frame and with it his body in the direction of flight using the rudder. But these capabilities are limited by a small steering angle (less than 180 degrees).

 A rigid fastening on the helicopter frame of the rod carrying the steering wheel defines this extremity as “rear”, and the opposite extremity as “front”. This eliminates or complicates the maneuver and flight of the helicopter in such directions as back (i.e., in the direction of the boom), to the right or left immediately after the control movement. Exclusion or difficulty maneuvering and flying backwards, i.e. "backside", due to the fact that the pilot can not deploy the body and face in this direction, without deploying the entire frame in this direction. And this can only be done by turning around in an arc of a certain radius. The exception or difficulty in quickly turning and flying left or right is also due to the need to perform a flight along an arc of a certain radius.

 In the prototype method, some of the disadvantages noted in the hang glider flight control method are eliminated. When performing right or left turns in flight, these maneuvers are quickly performed due to the fact that these turns can be performed along an arc of a smaller radius (compared to a hang glider). This simplifies the prototype method. The pilot does not need to perform an operation to give the helicopter and constantly maintain the same orientation with respect to the direction of the helicopter's velocity vector, i.e. direction of flight, so the helicopter can fly without changing its orientation directly (i.e. forward) horizontally, to the right, to the left, i.e. in any direction where the plane of rotation of the blades can be tilted.

 An exception is flying in a sector formed in the pilot's back area. The pilot can perform vertical flights by helicopter and hang in the air, which expands the capabilities of the prototype method.

 The disadvantages of the prototype method are as follows.

 The fact that the pilot using flexible ties (belts, straps) is fixed on the seat limits the range in which he can operate with his own hands when controlling helicopter flight. This reduces the possibility of the prototype method.

 The fact that the pilot, when controlling the flight of a helicopter, cannot change his sitting position to any other (vertical, horizontal, inclined, etc.), excludes the possibility of moving the center of gravity of the pilot due to the adoption of a different position than the sitting one. This, in turn, eliminates the possibility of moving the common center of gravity of the helicopter-pilot system and, as a result, eliminates the change in the direction of flight of the helicopter, which reduces the capabilities of the prototype method.

 The fact that the pilot of the helicopter cannot have a vertical, horizontal or other position of the body, except for a sitting one and cannot rotate around the vertical axis, turning in the other direction with its facade (front), also reduces the capabilities of the prototype method.

 The fact that the helicopter pilot during flight control cannot move relative to the center of gravity of the helicopter-pilot system limits the ability to control the flight, as limits the range of possible displacements of the center of gravity of the pilot, and therefore of the entire helicopter-pilot system.

 The tasks to be solved in the shifted device are to expand the operational capabilities of the prototype, improve safety during its operation, simplify the design and improve aerodynamic qualities.

 The task to be solved in the proposed method is to expand the capabilities of flight control ....

 The tasks posed for the device are solved due to the fact that in a rotoplane containing a frame including rod elements, in the upper part of which a rotor with blades is vertically mounted for rotation, the rotoplane’s steering wheel is mounted on the frame, which can be rotated around the vertical axis of the rotor and kinematically connected with a control handle connected to the frame element, near which a flexible connection, such as a cable, is fixed to the frame, keeps the pilot at least one action distance limbs, the following holds.

 The steering wheel is mounted with the possibility of a rotation at an angle of more than 360 degrees around the axis of the rotor.

 The length "a" of the flexible connection 17 (Fig. 1 and 2) provides any position of the hanging pilot 19 on it, the orientation of the pilot in any direction of flight and the possibility of its movement in any direction. In addition, the distance "b" between the rotating blades 8 and the carcass rods 4 and 5 acting as a support for the rotoplane can exceed the height "c" of the standing pilot 19, and the length "a" of the flexible coupling 17 provides a lower position for the vertically hanging pilot 19 feet than rods 4 and 5 of the frame performing the role of a rotoplane support.

 The distance between the rotating blades 8 and the carcass rods 4 and 5 acting as a support for the rotoplane exceeds the height "b" of the standing pilot 19, and the length of the flexible coupling 17 provides the vertically hanging pilot 19 with a lower foot position than the carcass rods 4 and 5 .

 The problem posed for the method is solved due to the fact that in the method of controlling the rotoplane described above, which consists in holding the pilot near the frame using at least one flexible connection, arranging the common center of gravity of the flying rotoplane with the pilot on the vertical axis of the rotating rotor and shifting this center from the specified axis by changing the position of the pilot relative to the frame due to the force of one or more limbs of the pilot on one or more elements of the frame, the following e operations.

 The pilot 19 of the flying rotoplane hangs on a flexible connection 17 in any position, faces in any direction of flight and moves in the desired direction (see Fig. 19).

 The significance of the distinguishing features of the proposed rotoplan is confirmed by the following.

 The condition that the steering wheel 12 is mounted with the possibility of a 360-degree turn around the vertical axis of the rotor ensures that the rotoplan has the following qualities.

 Rotoplane can take off, level flight, landing in any direction, deploying the frame and the pilot in the desired direction, including and in the direction of flight, and regardless of the direction of movement of the rotoplane. This extends the operational capabilities of the rotoplan.

 The presence of the steering wheel 12 controlled by the pilot 19, which has the ability to rotate around the vertical axis 6 of the rotor by an angle of more than 360 degrees, provides the following advantages during operation of the rotoplane.

 Rotoplane can fly in any direction at any position of the frame and the pilot relative to this direction (therefore, in the design of the rotoplane there will be no such constant concepts as "front" and "back", because the "back" will be the side of the rotoplane that faces steering wheel 12 as a result of its rotation around the axis 6 of the rotor). This extends the operational capabilities of the rotoplan.

 With the rotoplane hanging in the air at one place, the pilot 19 can rotate the carcass in the range of more than 360 degrees by turning the rudder around the vertical axis 6 of the rotor in the opposite direction to the desired carcass rotation. In this case, the steering wheel 12 will be used as a kind of air oar, with which the pilot 19 performs the required rotation of the frame. Thus, there is an expansion of the operational capabilities of the rotoplan.

 The concept of “turning the steering wheel 12 in the range of more than 360 degrees” implies that the steering wheel 12 can describe the angle of rotation of 360 degrees not once, but an unlimited number. Due to this quality3, the pilot 19 is not limited by any limit beyond which the steering wheel 12 cannot turn. Therefore, the next required turn of the rudder 12, the pilot 19 can perform both clockwise and against it, which extends the operational capabilities of the rotoplane. Due to the above-described quality, the pilot 19 can perform the next required turn of the rudder 12 in the direction in which this turn will be the minimum angle, and therefore, will be performed in a shorter period of time and with less physical cost to the pilot. This confirms the expansion of the operational capabilities of the rotoplan and indicates a decrease in the pilot's physical load during the operation of the rotoplan.

 Flexible connection 17 in the proposed rotoplane performs several functions simultaneously: it holds the pilot 19 near the frame, provides the pilot 19 during takeoff and landing the opportunity to run or several steps without affecting the weight of the rotoplane on the pilot’s body 19, provides the hanging position of the pilot 19, provides the pilot 19 with the opportunity to occupy any position (vertical, horizontal, bent, etc.), provides the pilot 19 with the possibility of orientation in any direction of flight (so that the pilot is turned in this direction), allows Helot 19 move in any desired direction.

 The retention of the pilot 19 near the frame is necessary so that the pilot 19 can interact with one or more of its limbs with one or more elements 1, 2, 3, 4, 5, 13, 14 of the frame (see Fig. 2 and 3), which is necessary to move the pilot in the desired direction and control the rotoplane.

 The hanging position of the pilot 19 is necessary so that he has maximum freedom to accept any desired body position (vertical, horizontal, etc.). It is in the hanging position that the pilot 19 has the greatest potential for accepting the greatest number of options for the positions of his body, aimed at expanding the range of control actions, and thereby expanding the operational capabilities of the device.

 The ability to orient the pilot 19 in any direction is necessary so that the pilot 19 can turn around its vertical axis in the direction where the rotoplane flies or should fly. In this case, the pilot 19 may not change its vertical or horizontal position of the body. Naturally, when performing the indicated orientation (i.e., when the pilot turns around his vertical axis), he can be facing the frame in front, side, back, etc. The rotation (direction, turn) of the pilot 19 in the direction of flight is necessary for maximum flight control convenience and to comply with the ergonomic correspondence of the pilot's orientation with respect to the direction of flight. Moreover, only with a sufficient length "a" of flexible communication 17, the pilot 19 will have sufficient freedom for his orientation in the desired direction of flight. Since the indicated orientation of the pilot 19 is carried out by turning it on the specified connection 17 about a vertical axis, then with a small length "a" of the connection, made, for example, in the form of a cable, it will provide greater resistance to rotation of the pilot 19 when it is twisted than with its greater length. All this provides the expansion of the operational capabilities of the device.

 Any position of the free-hanging pilot 19 is necessary for him for optimal operation of the device and for maximum comfort. The pilot can fly in the vertical, horizontal, inclined and other positions of his body, which in each case most closely meet the requirements of the flight, the state of the pilot, etc. (see Fig. 1, 2, 16, 17). But this condition can be realized only if the flexible connection 17 has a sufficient length "a", allowing the pilot to accept any position.

 The possibility in which the pilot 19 freely hanging on a flexible connection 17 can move in any direction can also be realized only with a sufficient length “a” of this connection 17. If, for example, said connection 17 is small, it keeps the pilot 19 in weight vertical position facing the frame and attached to the pilot from the side of his back, it will be difficult for the pilot 19 to shift himself in this connection 17 back, forward or sideways, pushing his hands from the rods 1, 2 and 3 of the frame. This difficulty is explained by the fact that in the above manner, a shortened connection attached to the pilot 19 will prevent the pilot from shifting backward, because he will be forced to exert great efforts for these movements (it is known that moving a load hanging on a short rope requires more force than to reject the same load hanging on a long rope). If, in this case, the connection is long, then the pilot 19 will be able to shift in a vertical position, starting from the frame elements with less effort.

 In the case of two short ties located on the sides of the pilot and holding him in weight, they will not come into contact with the back and neck of the pilot when he is shifted back. But their short length will lead to the need for the pilot to make great efforts necessary to displace his body back, forward, right or left.

 The lower position of the feet of a vertically hanging pilot than the lower part of the frame provides the pilot with the ability to move on his feet during take-off and landing. Moreover, due to the presence of precisely the flexible connection 17, the weight of the rotoplane does not affect the pilot’s body (see Fig. 1, 6, 7, 18). This significantly expands the operational capabilities of the rotoplan.

If the flexible connection 17 has a sufficient length "a", then freely hanging on it, the pilot 19 can perform the following movements:
- from vertical to horizontal and vice versa;
- in a vertical (horizontal) position, he can raise (lower) his legs or lower (raise) his upper body;
- turn around the vertical axis passing through the connection 17 or next to it;
- rotate in a horizontal position around a horizontal axis located along it;
- turn around a horizontal axis located across it;
- perform all of the above rotations around the above axes, occupying an intermediate (inclined) position between horizontal and vertical;
- shift progressively forward - backward, right - left, etc.

 All this will be accompanied by a corresponding change in the position of the center of gravity of the rotoplan-pilot system and a subsequent change in the direction of flight of the rotoplan, therefore, there is an expansion of the operational capabilities of the device (Figs. 8-10, 11-15). The pilot 19 in the proposed device can be facing the frame in front, side, back, etc., and not just the back, as in the prototype. This extends the operational capabilities of the device.

 Qualitative interaction of the limbs of the pilot 19, in particular his hands with the frame when moving the pilot, is facilitated by the fact that the frame includes rod elements 1, 2, 3, 4, 5. The configuration of the section of the rods (round, multifaceted, etc.) is the most comfortable to grip with their hands. On the rod elements, 1, 2, 3, 4, 5, with which the pilot’s hands interact, rotating tubular nozzles for steering the steering wheel, supplying fuel, the angle of the blades, etc. can be placed. (see Fig. 2, 3). All this increases the usability of the proposed device.

 There is no need to have special rod elements in the frame provided for in the prototype so that the pilot sitting with his back to the frame can interact with these elements with his hands when turning the seat, i.e. when you change your position. Since in the proposed device, the pilot 19 hangs next to the frame on a flexible connection 17, it can interact with almost any element of the frame closest to it, and not with any specific one. Therefore, the absence of the above-mentioned special core elements in the frame simplifies the proposed device and improves its aerodynamic characteristics.

 The lack of seat design simplifies the rotoplane and improves its aerodynamic performance. The latter is explained by the lower gravity of the rotoplan and the lesser air resistance that the flying rotoplan experiences.

 The condition that the distance "b" between the rotating blades 8 and the carcass rods 4 and 5 acting as a support for the rotoplane exceeds the height "c" of the standing pilot 19 allows the pilot to find the rotoplane on the ground (that is, when the carcass is rods 4 and 5 rests on the ground) approach the frame or move away from it, regardless of whether the rotorplane blades 8 rotate or they are motionless (see Figs. 1, 4). This improves safety during operation of the rotoplane.

 The condition according to which the length "a" of the flexible connection 17 provides a lower position of the feet of the vertically hanging pilot 19 than the rods 4 and 5 of the frame, is aimed at obtaining the following qualities.

 When starting, for example, from a mountain slope, a pilot 19 (Fig. 7), connected to a flexible link 17 fixed to the frame, raises the frame with the hands of rods 1 and 2 and moves independently with the rotoplane along the mountain slope. This extends the operational capabilities of the device.

 When landing (Fig. 18), when the rotoplane descends from a height, the pilot's feet will be the first to land, and after the bottom rods 4 and 5 of the frame will fall to the ground. As a result, pilot 19, already standing on the ground, will not suffer if the rotoplane suddenly capsizes for whatever reason. In addition, a standing pilot can prevent said skid tipping. This increases the safety during operation of the device.

 The simultaneous presence in the design of the rotoplane of the aforementioned rudder 12 and flexible connection 17, on which the pilot 19 hangs, further expand the operational capabilities of the rotoplane, which is confirmed by the following.

 When performing a frame turn at the “hanging” rotoplane in one place in the air due to the steering wheel 12, the pilot 19 will require a significant time interval. This long period of time is necessary in connection with the significant physical costs of the pilot 19 arising from the rotation of the handle 13, which is connected to the steering wheel 12 through a kinematic chain with an increasing gear ratio, or with a slow turn of the steering wheel 12 due to a lower gear ratio in the specified kinematic chain. Therefore, the pilot 19, when performing a turn of the steering wheel 12 by manipulating the aforementioned handle 13, can, without waiting for the required turn of the carcass, deploy itself on a flexible connection 17 in the required direction, in which, after the mentioned interval, the carcass itself will also be deployed. In this case, the flexible connection 17 will ensure the invariability of the angular position of the pilot 19 relative to the flight course and at the same time provide the ability to rotate the frame to the desired position. Thus, such manifestations of the rotoplane design were used at the same time as the pilot quickly performing a turn 19 on flexible connection 17; the frame is rotated in the same direction as the pilot 19, the quality of the flexible connection 17, allowing both the pilot 19 to unfold relative to the frame and the frame to unfold relative to pilot 19. All of the above confirms the expansion of the rotoplane's operational capabilities.

 The materiality of the distinguishing features of the proposed method is as follows.

 The operation, which consists in hanging the pilot 19 on a flexible connection 17 in any position, allows the pilot 19 to control the flight at that position of the pilot's body, which is currently the safest, most rational or optimal. And since the indicated position of the body at the next moment will not (or may not be) safe, rational and optimal, then pilot 19 must be ready for its change. But this change in body position is easiest to carry out in limbo, which is provided by the pilot, hanging on a flexible connection.

 The operation, as a result of which the pilot 19 is facing in any direction of flight, is aimed at observing the alignment of the flight direction of the rotoplane and the orientation of the pilot 19 with respect to this direction. This combination meets safety requirements for flight control, ergonomics and, sometimes, aerodynamic flight conditions. Obviously, the pilot is in the most favorable position from the point of view of safety of flight control and his comfort when he is turned (turned) in the same direction where the rotoplane flies. From the point of view of aerodynamics, if a pilot, for example, occupies a horizontal position, then orientation of his body across the direction of flight will reduce the quality of flight. Therefore, it is necessary for the pilot to turn the body along the flight direction in order to reduce air resistance.

 Naturally, it is the operation, which consists in hanging the pilot 19 on a flexible connection 17, provides the maximum number of positions of the pilot’s body and the maximum range of pilot orientations. All this confirms the expansion of flight control capabilities.

 The condition that the pilot 19 can take any position during the flight provides the following qualities.

 Another new position, which the pilot 19 occupies in flight, provides his center of gravity, and therefore the center of gravity of the rotoplan-pilot system, a new position. This causes a corresponding inclination of the rotoplane and, as a result, the appearance of a horizontal component of the force, forcing the rotoplane to move in the direction of action of this force (see Figs. 8, 9, 10, 11, 12, 13, 14, 15). Therefore, the new position of the pilot can serve as a prerequisite for changing the direction of flight.

 In addition, another new position of the pilot in flight can be used by him for operational (production) problems. For example, pilot 19 flies on the rotoplane straight ahead, having an inclined position in which its upper body is close and the lower body is removed from the frame (Fig. 2, 16, 17). The pilot’s hands interact with the core elements 1, 2, 3, 4, 5 of the frame. There was a need to free the pilot's hands to perform any work (photo or filming, tuning radio equipment, etc.). The pilot takes a new position in which his body changes the direction of inclination: the upper part of the body is removed from the frame, and the lower part is close to it, i.e. the pilot, as it were, turned around a horizontal transverse axis, as around a horizontal bar. With this new position, the center of gravity of the pilot does not change his position, so the direction of flight does not change. But since if the pilot’s legs are close to the frame, then the pilot 19 can interact with his feet with the core elements 1, 2, 3, 4, 5 of the frame, replacing the previous interaction of the hands with the frame elements. With free hands, the pilot can perform the necessary work.

 The pilot 19 performs the operations of moving himself in the required direction in a hanging position due to the force of one or more of his limbs (arms and / or legs) on one or more of the core elements 1, 2, 3, 4, 5 of the frame: attraction (repulsion ) yourself with both hands, pulling with one hand and pushing with the other hand, etc. As a result of these operations, the pilot can move from one position to some other in the following directions: from vertical to horizontal and vice versa; in a vertical (horizontal) position, he can raise (lower) his legs and / or lower (raise) his upper body; in any position turn around the vertical axis; in a horizontal position, rotate around a horizontal axis located along it; in any position, turn around the horizontal axis located across it; to perform all the above-described rotations about inclined axes occupying intermediate positions between horizontal and vertical; move forward and backward, right-left, obliquely, etc.

 As a result, there is a wider range of directions and magnitudes of displacement of the common center of gravity of the rotoplan-pilot system, which confirms the expansion of rotoplan flight control capabilities.

 To compare the differences in the designs of the proposed rotoplan, helicopter prototype and hang glider, as well as ways to control their flights, a table is given.

 The proposed solutions are illustrated by drawings, where in FIG. 1 shows a general view of the rotoplane with the pilot at the time of climb with the engines running or the starting position when the engines are idle or lacking, from the side of the mountain. In FIG. 2 shows a general view of a rotoplane with a pilot in a horizontal (“lying”) suspension; in FIG. 3 shows a frame with a rod and a rudder in three orthogonal projections; in FIG. 4 shows a rotoplane with a pilot during take-off with running engines "from the knee"; in FIG. 5 shows a rotoplane with a pilot during takeoff with the engines running from a prone position; in FIG. 6 shows the rotoplane with the pilot during takeoff with the engines running at the time of the flexible suspension of the pilot; in FIG. 7 shows a rotoplane with a pilot during take-off with idle engines or their absence from the legs from the side of a mountain; in FIG. 8 shows a rotoplane during vertical descent; in FIG. Figure 9 shows a rotoplane when the pilot performed a control motion: shifted the center of gravity; in FIG. 10 is a diagram of the forces that arose after the action of the control motion depicted in FIG. 9 (in Fig. 8, 9, 10, the pilot is depicted conditionally); in FIG. 11 shows a diagram of the forces acting on a rotoplane during vertical descent, ascent, or rectilinear movement; in FIG. 12 depicts a pilot's control action to perform a rotation; in FIG. 13 shows a diagram of forces at an intermediate moment of flight of a rotoplane after steady motion; in FIG. 14 shows the pilot's control action to return the rotoplane to the rectilinear motion mode; in FIG. 15 shows a diagram of forces after the pilot has executed the control motion of FIG. fourteen; in FIG. 16 is a diagram illustrating the ability to control a pilot rotoplan legs in a vertical suspension; in FIG. 17 is a diagram illustrating the ability to control the pilot rotoplan legs in a horizontal suspension; in FIG. 18 shows the landing of a rotoplane with a pilot on the pilot’s legs in the presence of horizontal speed; in FIG. 19 shows a diagram of the possible positions of the pilot, the frame, the rod with the steering wheel, the direction of movement of the rotoplane, the direction of the wind.

 Rotoplane consists of a skeleton formed by a set of rods 1, 2, 3, 4, 5 rigidly interconnected (Figs. 1, 2, and 3). Rods 4 and 5, located horizontally in the lower part of the frame, perform the function of supporting the rotoplane when it is installed on the surface of the earth, etc.

 In the upper part of the frame, formed by rods 1 and 2, there is a vertical axis 6 connected to these rods, on which a sleeve 7 is mounted with the possibility of rotation and fixing from axial movement. Blades 8 are connected to the sleeve 7 by means of horizontal and vertical hinges, at the ends of which are jet engines 9.

 Near the sleeve 7 along the axis 6 there is a sleeve 10 to which a radially located rod 11 is rigidly attached at one end. At the other end of the rod 11, a steering wheel 12 is rigidly fixed vertically and along it. Rotating arms are installed on the rods 1 and 4, 2 and 5 13 and 14. The handle 13 is kinematically connected with the sleeve 10, which ensures the rotation of the sleeve 10 with the rod 11 during rotation of the handle 13. The handle 14 is kinematically connected with the mechanism 15 for changing the pitch of the blades 8, which makes it possible to translate into smaller (and vice versa) angles of attack blade 8 for flight in autorotation mode and with the motors, respectively. In the handle 14, it is possible to combine the control of the fuel supply and the change in the pitch of the blades 8. The kinematic connections of the arms 13 and 14 with the sleeve 10 and the mechanism 15 and engines 9 are not shown in the drawings.

 To the bracket of the upper part of the frame can be attached one flexible connection 17 (Fig. 1), made in the form of a strong cord or sling or the so-called flexible item. The specified connection 17 is attached at its other end to the parachute suspension 18 of the pilot 19, which ensures that the pilot is kept in a hanging position near the frame during the flight of the rotoplane.

 The number of flexible connections 20 can be increased (Fig. 2), which will allow them to hold the pilot 19 in a horizontal position without any effort on his part. In this embodiment, in conjunction with the links 20, a block 21 can be used, which can be rotated together with the links 20 around a vertical axis and allows the links 20 to freely change the ratio of the lengths of their ends so that the pilot can move from a horizontal position to inclined or vertical and vice versa.

 Rotoplan works as follows.

 Rotoplane installed on the platform on the rods 4, 5 of the frame (Fig. 1, 2, 4 and 5). The steering wheel 12 on the rod 11 by means of the handle 13, controlling the position of the sleeve 10, rigidly connected to the rod 11 and the steering wheel 12, set in the wind. The pilot 19 with the dressed parachute suspension 18 is attached by means of flexible coupling 17 to the tow hitch 16. Sets the minimum pitch of the blades 8 with the handle 14 using the blade pitch changing mechanism 15 and starts the jet engines 9. The pilot holds the rotoplane by the rods 1 and 2 of the frame with his hands. After a set of estimated number of revolutions, the rotoplan begins to gain height and pulls on the flexible connection 17 (see Fig. 1, 6). Take-off can also be performed from the prone position in the suspension (see Fig. 2, 5). The control scheme described above. The pilot increases the pitch of the blades 8 with the handle 14 (Fig. 2). Increases the fuel supply to engines 9 with handle 14 (two controls can be combined in one step-gas handle). Starts climbing. After climbing, the pilot 19 turns off the engine 9 and the handle 14 through the mechanism 15 changes the pitch of the blades 8 puts the pitch of the blades 8 in autorotation mode and continues to fly in the planning mode.

 The rotoplan flight control method is carried out in this way. With operating engines or in a planning flight, the rotoplane is controlled by the pilot's exposure to the rods 1, 2, 3 of the frame. Pulling or pushing the frame, the pilot 19 changes the center of gravity of the system, which leads to the emergence of a horizontal component of the driving force. For example, pilot 19 in flight pulled the rods 1, 2 or 3 of the carcass towards himself (see Figs. 8, 9, 10), the center of gravity of the "G" system shifted relative to the resultant of all aerodynamic forces "R" by the amount "X "(Fig. 9). A torque was formed which, acting through the pilot’s hands, rods 1, 2 or 3 of the frame, through the axis 6 on the plane of the rotating rotor blades 8, tilts it toward the center of gravity (Fig. 10). A horizontal component “F” of the driving force appears and the rotoplane begins to move toward the center of gravity. Pilot 19 pushes the frame away from itself - the speed of translational motion decreases, up to a stop and backward movement. Similarly, turns to the left and to the right are performed (see Figs. 11-15). It should be noted that the system in flight is in a state of stable equilibrium and, when removed from this state, to perform translational motion, the efforts on the control stick will tend to return the system to its original position.

 In FIG. 11 pilot 19 performs a vertical lift. In FIG. 12, the pilot 19 has shifted to the right, a moment is formed that tilts the plane of rotation of the rotor blades 8 in the direction of displacement. In FIG. 13 the device continues the vertical rise to the right. In FIG. 14, the pilot shifts to the left, disengaging the rotoplan, and the rotoplan returns to vertical lift mode again (see FIG. 15).

 Control in flight can be carried out both by hands and feet, both in the vertical suspension and in the horizontal suspension. Freed hands can be used to perform other work (for example, photography and filming) (see Fig. 16, 17). Moreover, no gross error in piloting can lead to a stall in a tailspin or to an uncontrolled dive. The device has a stable flight at any angle of attack with respect to the rotor as a whole.

 In flight, the pilot 19 (see Fig. 19) can, in accordance with the requirements of the flight or his desires, orient his body, frame in the desired direction, and independently of each other. Acting on the rods 1, 2, 3, 4, 5 of the frame with his limbs, the pilot 19 turns his body in any direction, leaving the position of the frame and rudder unchanged. Pilot 19, also, if desired, rotates his body together with the frame in the desired direction, including back, acting on the handle 13 (see Fig. 2) through a kinematic chain (not shown in the drawings) connected to the sleeve 10, through the rod 11, as if leaning on the steering wheel 12 of the rotation.

 Landing is carried out depending on the conditions, desire and qualifications of the pilot. With the engines running, this is the circuit shown in FIG. 1 and 6, on the legs, on the rods 4 and 5 of the frame when the pilot is in the "lying" position (Fig. 5). In autorotating mode (with idle engines) - when planning, the horizontal speed is reduced at a small height by a sharp increase in the angle of attack of the rotor. The vertical speed is reduced at a small height by increasing with the handle 14 by means of a mechanism 15 for changing the pitch of the blades 8, which, in addition, will allow the rotation of the blades 8 to be slowed down after the pilot touches the ground with his feet 19. Prematurely performing an increase in the pitch of the blades in the autorotating mode can lead to serious consequences.

 For a rotoplane that does not have engines, intended only for planning flights, it is possible to take off according to the scheme depicted in FIG. 7. Pilot 19 sets a rotoplane on a mountainside. An upward stream, formed near the slope of the mountain, spins the blades of the 8th rotor to the estimated speed. Then the pilot 19 in a strong wind, holding the rotoplane with his hands on the rods 1 and 2 of the frame, takes off from a place or, in a weak wind, taking several steps. Flight and landing are described above.

 The ability to orient the pilot 19 together with or independently of the frame (see Fig. 19) is necessary so that the pilot 19 can turn around its vertical axis in the direction where the rotoplane flies or should fly. In this case, the pilot 19 may not change its vertical or horizontal position of the body. Naturally, when performing the indicated orientation (i.e., when the pilot 19 is rotated around its vertical axis) together with the carcass, it can be turned to the carcass in front, side, back, etc. The appeal (direction, turn) of the pilot 19 in any direction of the flight is necessary for maximum flight control convenience and to comply with the ergonomic correspondence of the pilot's orientation relative to the direction of flight. Moreover, only with a controlled rotation of the control knob 13, connected by a kinematic chain with a sleeve 10 of the rod 11 rotated on the axis 6, with the steering wheel 12, the pilot 19 will have sufficient freedom for its orientation in the desired direction of flight together with the frame.

 Because the indicated orientation of the pilot 19 is carried out by turning it on the specified connection 17 around the vertical axis, then in the absence of the ability to act on the frame using the control handle 13, as if leaning on the steering wheel 12, the pilot 19 will be able to rotate around the vertical axis only due to the presence of a turn-controlled sleeve 10 with the handle 13 of the rudder 12 taken out on the rod 11. The rotation of the pilot 19 together with the frame (the rudder 12 remains in the same place or moves slightly depending on the presence of wind or translational rotoplan speed at that moment). For example, when landing in the presence of cross-wind and horizontal speed, the pilot can turn his body and frame in the direction of movement (see Fig. 19). In FIG. 19 is a diagram showing the wind vector “i” and possible controlled positions, flight directions “e”, direction “g” of the longitudinal axis of the pilot 19, direction “f” of the rod 11 with steering wheel 12, direction “d” of the longitudinal axis frame.

 As can be seen, the position of the directions indicated by the symbols "d", "e" is controlled using a rotary sleeve 10 mounted on the rod 11, rotatably fixed to the axis 6, and controlled by the handle 13 of the steering wheel 12. The direction of the direction "g" is controlled due to the presence of flexible connection 17 and its specific size "a". This greatly expands the operational capabilities of the device.

Claims (4)

1. A rotoplane containing a frame including rod elements, a rotor with blades mounted vertically in the upper part of the frame for rotation, a rotoplane steering wheel mounted on the frame with the possibility of rotation around a vertical axis and kinematically connected with the control handle connected to the frame elements, characterized in that the steering wheel is mounted with the possibility of a rotation of more than 360 ^o around the axis of the rotor, and to keep the pilot at a distance of at least one of the limbs on the frame Ace fixed a flexible connection, such as a cable.  2. Rotoplane according to claim 1, characterized in that the length of the flexible connection provides any position of the pilot hanging on it, the orientation of the pilot in any direction of flight and the possibility of its movement in any direction.  3. Rotoplane according to claim 1, characterized in that the distance between the rotating blades and the rotoplane supporting the lower part of the frame exceeds the height of the standing pilot, and the length of the flexible connection ensures that the vertically hanging pilot has a lower position of the steps than the lower part of the frame.  4. The method of controlling the flight of a rotoplane, which consists in tilting the plane of rotation of the blades, characterized in that the inclination of the plane of rotation of the blades is carried out by shifting the center of gravity of the flying rotoplane with the pilot from the vertical axis of the rotating rotor by changing the position of the pilot relative to the frame due to the force of one or more limbs one or more elements of the frame with holding the pilot near the frame using at least one flexible connection in any position with the possibility of Strongly its orientation in any direction of flight and move it in the desired direction.

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