Manpower aircraft

Abstract

A human-powered aircraft comprising:-a fuselage (a) in which a nacelle (3) is defined; -at least one wing fastened to the fuselage (2); at least one first propeller (5) adapted to be moved to rotate about a first propeller axis (e1); -a propeller group (100) adapted and configured to be operated by a user in order to rotate the at least one first propeller (5) about a first propeller axis (e1); wherein:-the propeller group (100) comprises first propulsion means (101) adapted to be moved by the user by means of his / her upper limbs and second propulsion means (102) adapted to be moved by the user by means of his / her lower limbs; -the first propulsion device (101) is configured to alternately rotate in two opposite directions about a first axis of rotation (r1); -the second propulsion device (102) is configured to alternately rotate in two opposite directions about a second axis of rotation (r2); -the propeller group (100) comprises at least one connecting arm (103) connecting the first propulsion means (101) and the second propulsion means (102) to each other such that rotation of the first propulsion means (101) in one direction results in rotation of the second propulsion means (102) in the same direction and vice versa.

Description

Technical Field

[0001] The present invention relates to the technical field of human-powered vehicles, and in particular to human-powered aircraft. Background Art

[0002] Various known human-powered flying machines, such as human-powered airplanes, have been developed and tested to date. The development of such flying machines has been carried out to date mainly for sports and experimental purposes. In such human-powered flying machines, the propulsion energy required to move the flying machine is provided by a system of pedals operated by the lower limbs of the person, as occurs in a conventional bicycle.

[0003] However, the energy thus transferred and thus converted into mechanical energy for moving the aircraft is relatively limited relative to the potential that a human being can display.

[0004] This is essentially due to two reasons. On the one hand, the traditional pedal movement applied only by the feet only utilizes a part of the body muscles and thus utilizes the user's potential.

[0005] On the other hand, the mechanical system for converting muscle energy into mechanical energy (ie, the pedal crank arm system) is not particularly efficient because it must conform to structural limitations due to its size and its relationship to the size of the human lower extremity.

[0006] In other words, because the crank arm of the pedal must have a given length in order to be moved by the legs, an increased effort is required in order to exert a considerable force, and therefore generate a considerable amount of power.

[0007] For example, a human pedal aircraft is described in patent application WO2015 / 025990A1. In such a vehicle, the energy generated by the user when stepping on the pedals is used to operate the propeller.

[0008] The inventors named in this patent application have previously conceived and developed human-powered ground vehicles that allow the user to transfer much higher power to the drive wheels than can be generated by pedaling. In such ground vehicles, the mechanical energy required for propulsion is generated using the lower and upper limbs. An example of such a vehicle is described in patent application No. WO2014 / 58400A1. Summary of the invention

[0009] A general object of the present invention is to provide a human powered flying machine which allows providing at least one aircraft propeller with a power much higher than that which a user can generate by pedaling with his / her lower limbs alone.

[0010] The aforementioned objects, as well as other objects which will become more apparent in the following, are achieved by a human powered flying machine as defined in claim 1. Preferred and advantageous embodiments of the aforementioned human powered flying machine are defined in the attached dependent claims.

[0011] The invention will be better understood from the following detailed description of certain embodiments of the invention, given by way of non-limiting examples, with reference to the accompanying drawings briefly described in the following paragraphs, in which the same or similar elements are indicated by the same reference numerals. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] In the attached picture:

[0013] - Figure 1 shows a plan view of an exemplary and non-limiting embodiment of a human-powered aircraft including a fuselage, wings, a main propeller, two auxiliary propellers, and a stabilizer-rudder assembly;

[0014] - Figure 2 Shows Figure 1 A side view of the aircraft from which the auxiliary propeller and stabilizer-rudder assembly have been removed;

[0015] - Figure 3 Shows Figure 1 An isometric schematic diagram of a non-limiting embodiment of a propeller group of an aircraft in;

[0016] - Figure 4 Shows Figure 3 An isometric view of a first enlarged portion of a propeller assembly in FIG.

[0017] - Figure 5 Shows Figure 3 an isometric view of a second enlarged portion of the propeller group in FIG. 1 ; and

[0018] - Figure 6 shows a schematic diagram showing how to Figure 3 An isometric view of an example of a propeller assembly being fastened to a support frame that can be integrated in Figure 1 In the structure of the aircraft. DETAILED DESCRIPTION

[0019] Figure 1 An exemplary non-limiting embodiment of a human-powered flying machine 1 is shown, which may also be referred to in this description as simply “the flying machine 1 .” The human-powered flying machine 1 is preferably an airplane, such as an ultralight airplane.

[0020] The aircraft 1 comprises a fuselage 2 in which a cabin 3 is defined. The fuselage 2 is conveniently made of carbon fiber. In the cabin 3 a seat is defined for accommodating a user, in particular a pilot.

[0021] The human-powered aircraft 1 comprises at least one wing 4 fastened to a fuselage 2. Figure 1 In the particular example shown, the wing 4 is a single continuous wing, for example having an extension of approximately 15 m, for example an extension of 14 m. In an alternative embodiment, the wing 4 comprises two separate wings.

[0022] The human-powered aircraft 1 further comprises at least one first propeller 5, which is adapted to be moved to rotate around a first propeller axis e_1 when the human-powered aircraft 1 is parked on the ground or gliding parallel to the ground, and the first propeller axis is preferably a horizontal or substantially horizontal axis. According to a preferred embodiment, the first propeller 5 has a length between 2.4m and 3.0m, for example a length of 2.6m. According to an advantageous embodiment, the first propeller 5 is a two-blade propeller. For example, each blade has a length of 1.3m.

[0023] According to an advantageous embodiment, the first propeller 5 is a main propeller, and the human-powered aircraft 1 further comprises at least one auxiliary propeller 6, which is suitable for being moved to rotate around another propeller axis e_2, e_3, which is perpendicular or substantially perpendicular to the first propeller axis e_1, for example a substantially vertical propeller axis e_2, e_3. Advantageously, at least one auxiliary propeller 6 has a smaller size than the main propeller 5. For example, the auxiliary propeller 6 has a length that is less than half the length of the main propeller 5. For example, if the main propeller 5 has a length of 2.6m, the auxiliary propeller 6 has a length of 1.0m. According to one embodiment, the auxiliary propeller 6 is a two-blade propeller.

[0024] Preferably, the human-powered aircraft 1 comprises two auxiliary propellers 6 arranged on opposite sides relative to the fuselage 2, each of which is suitable for rotating around a respective propeller axis e_2, e_3, which is perpendicular or substantially perpendicular to the first propeller axis e_1. The two propeller axes e_2, e_3 are preferably parallel or substantially parallel to each other.

[0025] According to a particularly advantageous embodiment, at least one auxiliary propeller 6 can be rotationally operated by a user during take-off to facilitate the lifting of the aircraft 1 from the ground and / or during landing to allow the aircraft 1 to descend more gently towards the ground. Additionally or alternatively, at least one auxiliary propeller 6 can be operated by a user to adjust the inclination of the aircraft 1 relative to the ground during take-off and / or landing. Preferably, when the aircraft 1 is in an operating condition of gliding at a constant altitude, at least one auxiliary propeller 6 is rotationally operated without human-driven thrust.

[0026] The human powered aircraft 1 preferably comprises a rudder-stabiliser assembly 7, 8, which is fastened to the fuselage 2 and comprises a rudder 7 and a stabiliser 8. Conveniently, the stabiliser 8 comprises an elevator 8a.

[0027] Preferably, the human-powered aircraft 1 further comprises one or more wheels 9, 10 constrained to the fuselage 2. For example, the aircraft 1 comprises at least one front wheel 9 and at least one rear wheel 10, preferably two parallel rear wheels 10 axially spaced from each other. As known per se, the wheels 9, 10 are used during take-off and during landing of the aircraft 1 and are preferably equipped with respective braking devices.

[0028] The human-powered aircraft 1 comprises a propeller assembly 100 which is adapted and configured to be operated by a user in order to rotate at least one first propeller 5 about a first propeller axis e_1 .

[0029] The propeller group 100 includes a first propulsion device 101 suitable for being moved by a user with the aid of his / her upper limbs and a second propulsion device 102 suitable for being moved by a user with the aid of his / her lower limbs. The first propulsion device 101 is configured to rotate alternately in two opposite directions around a first rotation axis r1. The second propulsion device 102 is configured to rotate alternately in two opposite directions around a second rotation axis r2. Conveniently, the first rotation axis r1 and the second rotation axis r2 are parallel rotation axes. The propeller group 100 may include a stroke end device suitable for limiting the rotation angle of the first propulsion device 101 and the second propulsion device 102. For example, the angular stroke of the first propulsion device may be limited to an angle between 30° and 120°, for example between 60° and 90°.

[0030] The propeller assembly 100 comprises at least one connecting arm 103 connecting the first propulsion device 101 and the second propulsion device 102 to each other such that a rotation of the first propulsion device 101 in one direction causes a rotation of the second propulsion device 102 in the same direction and vice versa.

[0031] According to an advantageous embodiment, at least one connecting arm 103 comprises a rod, preferably a rigid rod, which is rotatably articulated to the first propulsion device 101 and the second propulsion device 102, respectively, at two articulation points 104, 105 spaced from each other. The aforementioned articulation points 104, 105 respectively identify a first articulation axis h1 and a second articulation axis h2, which are preferably parallel to each other and to the first rotation axis r1 and the second rotation axis r2. During operation of the propeller group 100, the articulation points 104, 105 and therefore the corresponding articulation axes h1, h2 rotate alternately around the first rotation axis r1 and the second rotation axis r2, respectively. In contrast, the first rotation axis r1 and the second rotation axis r2 are fixed axes, i.e. such rotation axes r1, r2 have a fixed position relative to the fuselage 2 of the aircraft 1 during operation of the propeller group 100.

[0032] For example, the connecting arm 103 includes a first end portion rotatably connected to the first propulsion device 101 and a second end portion rotatably connected to the second propulsion device 102 opposite to the first end portion.

[0033] According to the embodiment shown in the figures, the connecting arm 103 is a straight rod, but in an alternative embodiment, the rod can be a curved rod. In particular, the convenience of using a curved rod allows reducing the vertical volume of at least one part of the propeller group 100, for example, allowing the first articulation axis h1 to be positioned at a higher height than the second articulation axis h2.

[0034] According to an advantageous embodiment, the first propulsion device 101 comprises at least one rotatable control rod 101a, 101b manually operable by a user. Conveniently, the free end of the rotatable control rod 101a, 101b comprises an ergonomic handle (not shown in the figures).

[0035] According to one embodiment, the rotatable control lever 101a, 101b comprises a first control lever part 101a and a second control lever part 101b, which are rotated into one piece with each other and arranged to form a certain angle, such as an angle of 90° or about 90°. In such an embodiment, the rotatable control lever 101a, 101b is therefore an L-shaped or substantially L-shaped control lever. In an alternative embodiment, the rotatable control lever 101a, 101b can be a bent control lever, for example, with two control lever parts 101a, 102b that are integral with each other, forming an elbow-shaped structure.

[0036] According to one embodiment, the end portion of the rotatable control lever 101 a , 101 b is rotatably hinged to the connecting arm 103 at a hinge point 104 .

[0037] According to an advantageous embodiment, the first propulsion device 101 comprises at least a first drive wheel 111, which is fastened to the rotatable control rod 101a, 102b and is integral with such rotatable control rod 101a, 101b in the reciprocating rotational movement of the control rod 101a, 101b around the first rotation axis r1. If the rotatable control rod 101a, 101b comprises two control rod parts 101a, 101b, the first drive wheel 111 is advantageously arranged between the first control rod part 101a and the second control rod part 101b. For example, the first drive wheel 111 is axially interposed between the first control rod part 101a and the second control rod part 101b. According to a possible embodiment, the first drive wheel 111 comprises two axially opposite circular faces, and the first control rod part 101a and the second control rod part 101b are each fastened (e.g., welded) to a corresponding circular face of the first drive wheel 101. The first drive wheel 111 is conveniently a gear.

[0038] In the specific embodiment shown in the figure, the first propulsion device 101 includes two rotatable control rods 101a, 101b, which are suitable and configured to be rotated by the right upper limb and the left upper limb of the user, respectively. In such an embodiment, the first propulsion device 101 further includes two first drive wheels 111, which are axially spaced apart from each other, for example, spaced apart by a distance greater than 50cm.

[0039] Advantageously, the two rotatable control levers 101a, 101b are operable by the user independently of each other.Thus, in this embodiment, the two first drive wheels 111 also rotate independently of each other about the first rotation axis a1.

[0040] According to one embodiment, the second propulsion device 102 includes at least one crank arm 102a. The crank arm 102a is configured to rotate in a reciprocating manner around the second rotation axis r2 and is rotatably hinged to the connecting arm 103 at a hinge point 105. For example, the crank arm 102a has a first end portion hinged around the second rotation axis r2 and a free second end portion opposite to the first end portion. The pedal 102b is preferably fastened to the free end portion of the crank arm 102a. The hinge point 105 is an intermediate point of the crank arm 102a arranged between the first end portion and the second end portion of the crank arm 102a, and the crank arm 102a is hinged to the connecting arm 103 at this hinge point.

[0041] By means of the connecting arm 103, the rotation of the crank arm 102a determines the rotation of the rotatable control levers 101a, 101b and thus the rotation of the first drive wheel 111. The drive wheel 111 can thus be rotated by means of a human driving thrust applied to the rotatable control levers 101a, 101b via the upper limbs and / or a human driving thrust applied to the crank arm 102a via the lower limbs.

[0042] In the particular embodiment shown in the drawings, the second propulsion device 102 comprises two crank arms 102a adapted and configured to be rotated by the right and left lower limbs of the user, respectively. According to an advantageous embodiment, the two crank arms 102a can be operated by the user independently of each other.

[0043] According to one embodiment, the propeller group 100 includes a first motion transmission system 130, which allows the reciprocating rotational motion of the first propulsion device 101 and the second propulsion device 102 to be converted into a continuous rotational motion of the first propeller 5, so that the first propeller always rotates in the same direction around the first propeller axis e_1. In particular, the first motion transmission system 130 allows the reciprocating rotational motion of the drive wheel 111 to be converted to the first propeller 5, so that they always rotate in the same direction.

[0044] According to an advantageous embodiment, the first motion transmission system 130 comprises at least one first chain or conveyor belt 131 and at least one first driven wheel 132, 133. The first driven wheels 132, 133 are preferably gears. The first chain or conveyor belt 131 operatively connects the first drive wheel 111 to the first driven wheels 132, 133. Conveniently, the first transmission system 130 comprises a first driven shaft 134, which supports the first driven wheels 132, 133 and which can rotate around the third rotation axis r3.

[0045] According to a particularly advantageous embodiment, the first driven wheel 132, 133 is or comprises an overrunning clutch. An overrunning clutch is a mechanism that allows the member on which the overrunning clutch is mounted (in this case the driven shaft 134) to rotate freely according to the direction of rotation, while driving the member to rotate in the opposite direction. Such a mechanism is also called a "flywheel". It is therefore obvious how the reciprocating rotational movement of the first propulsion device 101 and the second propulsion device 102 is converted into a rotational movement of the driven shaft 134 only in one direction.

[0046] Since the rotation angle of the driving wheel 111 is limited by the reciprocating rotational motion of the driving wheel 111, only a portion of the conveyor belt or chain 131 engages with the teeth of the driving wheel 111 and the driven wheels 132, 133. To this end, one or more sections of the chain or conveyor belt 131 may be in the shape of a cable (e.g., a metal cable), for example, and the loop formed only partially by the chain or conveyor belt needs to be closed. Advantageously, weight reduction is thus achieved.

[0047] According to a particularly advantageous embodiment, the first driven wheel 132, 133 is a double wheel, which includes two flywheels operating in opposite rotation directions, and the chain or conveyor belt 131 is a cross chain engaged with the two flywheels 132, 133. In other words, the two flywheels 132, 133 are configured so that when one of them rotates in one direction due to the rotation of the first propulsion device 101 and / or the second propulsion device 102, the other flywheel idling and rotating in the opposite direction. In this case, the first motion transmission system 130 preferably includes an idler wheel 135, which is an idler wheel in both its rotation directions. Conveniently, the idler wheel 135 is operably between the two driven wheels 132, 133.

[0048] As can be seen in the figure, if the first propulsion device includes two rotatable control rods 101a, 101b and the second propulsion device includes two crank arms 102b, the above-mentioned transmission system 130 is replicated for the same driven shaft 134 to allow the driven shaft 134 to rotate with the help of forces applied to the first propulsion device 101 and / or the second propulsion device 102 by the left limb and the right limb.

[0049] According to an advantageous embodiment, the first transmission system 130 is a first transmission stage, and the propeller group 100 comprises a second transmission stage 136-138 for transmitting the rotational movement of the driven shaft 134 to the first propeller 5. In the specific example shown in the figures, the second transmission stage 136-138 comprises a gear 136 rotationally integral with the driven shaft 134, a further drive chain or belt 137, a further gear 138, which is conveniently part of an angular rotary joint or connected to the angular rotary joint. The drive chain or belt 137 connects the gear 136 and the gear 138 to each other.

[0050] If the human-powered aircraft 1 comprises at least one auxiliary propeller 6, the propeller group 100 further comprises a second transmission system 141-144, which is suitable for operatively connecting the second propulsion device 102 to the auxiliary propeller 6. For example, the second transmission system 141-144 comprises a driving wheel 141, a chain or a conveyor belt 142, and a driven wheel 143. The chain or the conveyor belt 142 connects the driving wheel 141 and the driven wheel 142 to each other, thus conveniently forming a gear. The driving wheel 141 is advantageously a flywheel supported by a support shaft 112, which is rotationally integral with the crank arm 102a. Preferably, the support shaft 112 supports the crank arm 102a.

[0051] According to a particularly advantageous embodiment, the second transmission system comprises a rotatable rotary shaft 144, which connects the driven wheel 142 to the auxiliary propeller 6. For example, the flexible rotary shaft 144 rotates inside a sheath, which is also flexible. Advantageously, the flexible rotary shaft 144 comprises a removable connection device, such as a removable coupling, allowing the user to manually or automatically connect the flexible rotary shaft 144 to / disconnect the driven wheel 142 from the flexible rotary shaft.

[0052] In the particular example shown, the human-powered aircraft 1 comprises two auxiliary propellers 6 , and the second transmission system 140 - 144 is therefore replicated in such an aircraft 1 .

[0053] at last, Figure 6 A non-limiting exemplary embodiment of a support frame 150 of a propeller assembly 100 , a first propeller 5 and each possible auxiliary propeller 6 , if included, is shown.

[0054] The supporting frame 150 may be a self-supporting frame inserted into the fuselage 2 or may be partially or completely integrated in the fuselage 2. For example, the supporting frame may comprise tubular metal elements and / or profiled metal elements.

[0055] Figure 6 Also shown is a seat 160 which allows a user to operate the first propulsion means 101 and / or the second propulsion means 102 while being comfortably seated. Conveniently, such a seat 160 is accommodated in the cabin 3 of the aircraft 1 .

[0056] It is obvious from the above disclosure that the human-powered aircraft 1 as described above allows the drawbacks of the prior art to be eliminated. In fact, compared to a human-powered aircraft operated by a traditional pedal system, due to the provision of the above-mentioned first propulsion device 101 and the second propulsion device 102, a much higher power can be transmitted to the first propeller 5 (and possibly also to each auxiliary propeller 6 included).

[0057] Furthermore, since power can be transferred to the first propeller 5 (and possibly also to each auxiliary propeller 6 included) using the movements of his / her lower limbs and of his / her upper limbs, the user advantageously has different modes of travel, which also allows him / her to temporarily rest his / her legs or arms.

[0058] Without prejudice to the principle of the invention and without departing from the scope of the invention as defined in the appended claims, the embodiments and the construction details may vary widely with respect to the above description which is disclosed solely by way of non-limiting example.

Claims

1. A human-powered aircraft (1), comprising: - a fuselage (2) in which a cabin (3) is defined; - at least one wing fastened to said fuselage (2); - at least one first propeller (5) adapted to be moved so as to rotate about a first propeller axis (e_1); - a propeller assembly (100) adapted and configured to be operated by a user in order to rotate said at least one first propeller (5) about said first propeller axis (e_1); in: - the propeller assembly (100) comprises a first propulsion device (101) adapted to be moved by the user with the aid of his / her upper limbs and a second propulsion device (102) adapted to be moved by the user with the aid of his / her lower limbs; - the first propulsion device (101) is configured to rotate alternately in two opposite directions around a first rotation axis (r1); - the second propulsion device (102) is configured to rotate alternately in two opposite directions around a second rotation axis (r2); -The propeller group (100) comprises at least one connecting arm (103), which connects the first propulsion device (101) and the second propulsion device (102) to each other, so that rotation of the first propulsion device (101) in one direction causes rotation of the second propulsion device (102) in the same direction, and vice versa.

2. The human-powered aircraft (1) according to claim 1, wherein: The first rotation axis (r1) is parallel to the second rotation axis (r2).

3. The human-powered aircraft (1) according to claim 1 or 2, wherein: The at least one connecting arm (103) comprises a rod, which is rotatably articulated to the first propulsion device (101) and the second propulsion device (102) at two articulation points (104, 105), respectively, the two articulation points being spaced apart from each other and the two articulation points respectively identifying a first articulation axis (h1) and a second articulation axis (h2), the first articulation axis and the second articulation axis being preferably parallel to each other and to the first rotation axis (r1) and the second rotation axis (r2).

4. The human-powered aircraft (1) according to claim 3, wherein: The at least one connecting arm (103) comprises a first end portion rotatably connected to the first propulsion device (101) and a second end portion opposite to the first end portion and rotatably connected to the second propulsion device (102).

5. A human powered aircraft (1) according to any one of the preceding claims, wherein: The first propulsion device (101) comprises at least one rotatable control lever (101a, 101b) which can be manually operated by a user.

6. The human-powered flying machine according to claim 5, wherein: The rotatable lever (101a, 101b) comprises a first lever portion (101a) and a second lever portion (101b), the first lever portion and the second lever portion are rotationally integrated and arranged to form a certain angle with each other.

7. The human-powered flying machine according to claim 5, wherein: The rotatable control lever (101a, 101b) is a bent control lever having two control lever parts (101a, 102b) which are integrated with each other to form an elbow-shaped structure.

8. A human powered aircraft (1) according to any one of the preceding claims, wherein: The second propulsion device (102) includes at least one crank arm (102a).

9. The human-powered aircraft (1) according to claim 8, wherein: The crank arm (102a) is configured to rotate in a reciprocating manner around the second rotation axis (r2) and is rotatably hinged to the connecting arm (103).

10. A human powered flying machine (1) according to any one of the preceding claims, wherein: The propeller group (100) includes a first motion transmission system (130), which allows the reciprocating rotational motion of the first propulsion device (101) and the second propulsion device (102) to be converted into a continuous rotational motion of the at least one first propeller (5), so that the at least one first propeller always rotates in the same direction around the first propeller axis (e_1).

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