PERSONAL FLIGHT DEVICE INCORPORATING A HARNESS AND METHOD FOR ENHANCING HUMAN FLIGHT - Patent application

Abstract

The personal flying device includes a body structure adapted to support and removably couple a user, and a pair of wings rotatably coupled to opposite sides of the body structure and powered by a battery, the body structure including a fuselage and legs, the legs hingedly coupled to the fuselage, the fuselage including a harness configured to hold the user. The leg supports include a pair of leg supports configured to couple to the legs of the user, the leg supports being free to move independently of one another. The leg supports allow the user to move their legs independently of one another relative to the fuselage, allowing the athlete to run during takeoff.

Description

[Technical field]

[0001] The present disclosure relates to a device that facilitates personal flight. More specifically, the present disclosure relates to a device that incorporates a harness configured to connect a human to a wing structure that can mimic the flight pattern of a bird. The personal flight device is powered by a battery or other external power input. [Background technology]

[0002] For decades, people have been searching for new and innovative ways to fly. Known personal flying devices in the form of single-person aircraft have been used in military applications. However, these aircraft are usually powered by combustion engines and require complex arrangements or long runways for takeoff and landing. In military applications, personal flying devices are especially needed to move troops in difficult terrain areas where personal aircraft cannot take off and land and parachute landing is difficult. Recently, Personal Jetpacks have been developed to move troops to hard-to-reach locations. These jetpack devices require fuel, are loud, and do not allow for covert troop movement. There remains a need for quiet battery-powered personal flying devices with simple takeoff and landing techniques.

[0003] Additionally, flying-related sports have been well documented over time. For example, hang gliding became popular in the 1980s as a non-motorised air sport. More recently, BASE jumping or skydiving with wingsuits has become increasingly popular. Wingsuits allow the flier to determine the direction of their fall using a specially designed inflatable suit. The suit is essentially a jumpsuit with material between the flier's arms and legs to increase the surface area of ​​the body and increase air resistance during the fall. The design of the wingsuit allows the user to air glide more easily and therefore simulate flying. This method of flight mimics the flight of a flying squirrel, which glides through the forest canopy using the flaps between its arms, legs and body. Many wingsuit users participate in BASE jumping, which begins with the user taking off from a high altitude and then free-falling to the ground using a special inflatable flying suit. Other wingsuit users jump from a small plane or helicopter and jump into the air to begin the skydiving glide.

[0004] These popular flying sports are not motorized and rely on the skill of the user to keep the athlete safe. Given the extreme risk and skill involved in these sports, much of the population is hesitant to participate in these non-motorized flying sports. There have been several advances in motorized flying devices. For example, U.S. Patent Application Publication No. 2014 / 0014766 discloses an airplane-like flying device with a roll cage at the bottom that holds the user in a prone position. The user operates the controls with their feet and hands to take off, land, perform acrobatics, and orient the aircraft. The aircraft uses electric motors to drive propellers located aft of the cockpit and tail section as a pusher-style propulsion system.

[0005] Further developments have been made in the field of ultralight aircraft. Most of these aircraft feature a single-seat vehicle that hangs down from a hang glider-like structure. These ultralight aircraft are usually powered by a small combustion engine.

[0006] Both embodiments of the electric personal aerial vehicle replicate the flight of an airplane or glider. A personal flying device that replicates more natural or bird-like motion can bring variety and new experiences to the field of air-based sports. The evolution of wing motion in most large birds is an efficient way to direct air for flight, so bird flight can be considered an efficient method of flight.

[0007] There have been significant developments in the field of unmanned drones, particularly bird-mimicking drones. The ornithopter developed by the GRIFFIN project recently demonstrated the ability of an unmanned ornithopter to fly and land autonomously without user input.

[0008] Projects such as the GRIFFIN project and other orbiting drones have demonstrated that bird-like flight is feasible using current materials and power sources. However, little research has been done on how to augment human flight using orbiting aircraft. One of the main advantages of orbiting aircraft is their ability to respond to wind currents and conserve energy using a combination of flapping and gliding, but there are several areas where the current artificial intelligence (AI) that controls orbiting aircraft needs improvement or human input. Predictable or rare environmental conditions can be a challenge for the AI, as it is not sufficiently trained to respond appropriately. Combining human motor capabilities with the AI ​​of orbiting aircraft can be beneficial and has many practical applications. Summary of the Invention

[0009] The present disclosure relates to a personal flying device that includes a body structure configured to support and removably couple to a user, and a pair of wings rotatably coupled to opposite sides of the body structure.

[0010] In another embodiment, the wing includes at least a humeral portion and a radial portion, the radial portion configured to rotate relative to the humeral portion such that, during use, the wing mimics the motion of a bird in flight.

[0011] In another embodiment, the body structure includes a fuselage and legs hinged to the fuselage, the legs being free to rotate relative to the fuselage during takeoff and landing phases of flight and fixed in an in-line position relative to the fuselage during flight, although the legs may be fixed relative to the fuselage if a ramp method of takeoff is used.

[0012] In a further embodiment, the leg support includes a pair of leg supports configured to be coupled to the legs of a user, the leg supports being selectively free to move independently of one another and rotate relative to the torso support.

[0013] In a further embodiment, the leg support includes a pair of leg struts configured to be coupled to the legs of a user, the leg struts being selectively free to move independently of one another and to rotate relative to the torso strut.

[0014] In a further embodiment, a pair of wings extend rearward from the front of the pair of fuselage supports to the rear of the landing gear supports to generally extend the length of the struts and flexible material.

[0015] In a further embodiment, each of the pair of wings includes a series of structural supports extending rearward from the humerus and the radius to provide structural support. In another embodiment, the structural supports extend in both directions for strength. The structural supports are curved to provide a concave bottom surface for the wing.

[0016] In a further embodiment, each of the pair of wings includes at least one adjustable louver to facilitate altering the length or shape of the wing.

[0017] In a further embodiment, the wings are biased in an upward position.

[0018] In a further embodiment, the personal flying device further includes a central processing unit for controlling the movement of the pair of wings.

[0019] In a further embodiment, the personal flight device further includes a series of sensors for sensing altitude and possible obstacles, which are used as inputs to a central processing unit, which uses the sensor inputs to determine if a change in flight path is necessary.

[0020] In a further embodiment, the personal flight device further includes a user interface that receives input from a user, the input being processed by the central processing unit to control the flight experience.

[0021] In a further embodiment, the user interface is in the form of a screen attached to the helmet.

[0022] In a further embodiment, the battery is a lithium ion battery.

[0023] In a further embodiment, the battery is a silicon dominant battery.

[0024] The present disclosure further relates to a method of facilitating human flight using a personal flight device, the method comprising: 1) maintaining a user's torso and legs in an in-line and generally horizontal position; 2) simultaneously moving a pair of wings having a humerus connected to a radius through a wing flight pattern; 3) repeating the flight pattern of the wing to maintain the user in flight; Includes.

[0025] The wing flight pattern includes at least four phases: a preliminary descent phase, a radial descent phase, a preliminary return phase, and a final return phase. The preliminary descent phase includes lowering the humerus and radius generally in-line, and the radial descent phase includes rotating the radius downward relative to the humerus at a rate that exceeds the descent rate of the humerus. Finally, the preliminary return phase includes rotating the humerus upward, while the final return phase includes rotating the radius upward relative to the humerus.

[0026] In a further embodiment, the method further includes rotating the humerus relative to the fuselage support within a longitudinal plane of the personal flight device.

[0027] In a further embodiment, the rotational motion generally follows an elliptical pattern.

[0028] In another embodiment, the method further includes rotating the humerus posteriorly and superiorly relative to the torso support in the return and ascent phases, and rotating the humerus anteriorly and inferiorly through an elliptical pattern during the radial lowering and power phases. [Brief description of the drawings]

[0029] Features of particular embodiments will become more apparent from the following detailed description, which refers to the accompanying drawings. [Figure 1] FIG. 1 is a perspective view of a personal flying device. [Diagram 2] FIG. 2 is a front view of a personal flying device with a user secured thereto. [Diagram 3] FIG. 3 is a left side view of a personal flying device with a user secured thereto. [Figure 3a] FIG. 3a is a left side view of a personal flight device with a user secured in place with the user's torso slightly elevated. [Figure 4] FIG. 4 is a left side view of a personal flight device during takeoff with the user secured. [Diagram 5]FIG. 5 is a left side view of a personal flight device with a user secured, showing possible battery locations. [Figure 5a] FIG. 5a is a left side view of a personal flying device with a user secured, showing an embodiment in which the harness is located below the wing structure. [Figure 5b] FIG. 5b is a top view of a personal flight device with a secured user, showing an embodiment in which the harness is located below the wing structure. [Figure 5c] FIG. 5c is a left side view of a personal flying device with a user secured thereto. [Figure 6] FIG. 6 is a front view of the personal flying device with the wing at its highest point in the wing flight pattern. [Figure 7] FIG. 7 is a front view of the personal flying device with the wings in the horizontal position of the flight pattern. [Figure 8] FIG. 8 is a front view of a personal flight device with the wing in the radial down phase of the wing flight pattern. [Figure 9] FIG. 9 is a front view of the personal flying device with the wing in the preliminary return phase of the wing flight pattern. [Figure 10] FIG. 10 is a front view of a personal flying device with the wing in the final return phase of the wing flight pattern. [Figure 11] FIG. 11 is a cross-sectional view of a wing. [Figure 12] FIG. 12 is a front view of a personal flight device with the user in a glide position. [Figure 13] FIG. 13 is a front view of a personal flight device with the user in a banked position. [Figure 14] FIG. 14 is a left side view showing the takeoff and landing sequence. [Figure 15] FIG. 15 is a side view of the lamp taking method. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0030] In order to replicate energy-efficient flight and provide users with a new and unique experience, a personal flying device 2 is disclosed below that mimics the biomechanics of bird flight. Such a personal flying device has many useful applications. The proposed personal flying device has no spinning rotors, as its design is based on ornithopter aircraft. This makes the device safe for human use and allows users to come into closer contact with other humans, animals, structures or other aspects of their environment where rotor-based mechanisms may pose safety risks. Furthermore, the lack of spinning rotors makes the personal flying device quiet and unobtrusive. This is advantageous for wildlife observation or military applications where stealth is required. Finally, the two independently operable wings combined with human motor skills provide excellent maneuverability.

[0031] The present disclosure relates to a personal flight device that uses bird-like flight biomechanics to facilitate flight. FIG. 1 illustrates one embodiment of a flight device 2. The device 2 has a body structure including at least a fuselage support 4 located between a first fuselage strut 6 and a second fuselage strut 8. In use, the athlete places his or her fuselage in a prone position on this fuselage support 4 between the first fuselage strut 6 and the second fuselage strut 8. This configuration is illustrated in FIG. 3. The fuselage support can be made of any suitable material, for example, a fabric sling or a lightweight composite material. Although a fuselage strut is illustrated as an example of a structure that may be used to connect the wing to the athlete, it can be understood that other structures may be suitable. For example, a more rigid fuselage support 4 may be used to support the user, which also serves as additional structural support for the wing. The fuselage support includes a fastening method for connecting the athlete to the fuselage support 4. Fastening methods are known to those skilled in the art, but in a preferred embodiment, the fastening method is a full harness 15 as shown in FIG. 4. As will be appreciated, the harness 15 preferably includes a means of adjusting size and a means of fastening. However, in other embodiments, the harness 15 is sized to fit a particular athlete and is not adjustable in size. In yet other embodiments, the harness is made of a rigid material to help increase wing stability for the athlete.

[0032] In alternative embodiments, the skeleton of the wing structure and the wings themselves may be located under the harness or above the harness, as shown in Figures 5C and 5A, respectively. In these embodiments, the wings are optionally connected via a central support 64, as shown in Figure 5B. In the preferred embodiment shown, this central support is triangular in shape, although it will be appreciated that alternative shapes and configurations of the support may be used.

[0033] The flight device 2 further includes leg supports 10 and 12 for supporting the legs of a user in a prone position. The leg supports 10 and 12 are preferably hinged at 14 to the first and second fuselage struts 6 and 8, respectively. In a preferred embodiment shown in FIG. 3, the leg supports are connected to each leg of the user via one or more straps 16 or alternative fastening methods. The leg supports 10 and 12 are preferably located in front of and / or to the side of the user's thighs and extend to or beyond the user's knees. In a preferred embodiment, the leg supports 10 and 12 are designed to accommodate variability in the user's anatomical characteristics (including but not limited to kneecap and thigh length) and height and stature of users. The leg supports 10 and 12 are preferably configured to allow relatively unhindered knee movement.

[0034] The hinge connection 14 allows the athlete to move the legs relative to the torso columns 6 and 8, allowing the athlete to run. This is particularly useful for favorable landing and take-off techniques. When the athlete is airborne, the hinge connection is locked in place, maintaining the user in a prone position from torso to knees. The hinge connection 14 can be of any configuration known to those skilled in the art. Examples of locking mechanisms include, but are not limited to, pin and slot, magnetic or electromagnetic coupling. In one embodiment, the hinge connection is automatically locked in place once the athlete is in flight. Alternatively, the athlete can activate the locking mechanism by a specific action or via a user interface, which will be described below. In this embodiment, it can be seen that the on-board processing unit automatically locks the hinge connection 14 if the athlete forgets to lock the leg supports 10 and 12 to the torso columns 6 and 8, respectively.

[0035] In the preferred embodiment, leg supports 10 and 12 are locked in-line with fuselage struts 6 and 8, respectively. However, in an alternative embodiment shown in Figure 3a, fuselage struts 6 and 8 are angled upward relative to leg supports 10 and 12. This position allows the athlete a fuller frontal view during flight.

[0036] The leg supports 10 and 12 and the body struts 6 and 8 are connected to wings 18, 20 on either side of the athlete. The wings are designed to mimic the shape and mechanics of a bird. In a preferred embodiment, the wings 18 and 20 are composed of two distinct sections, a humerus 22 and a radius 24. As shown in FIG. 1, the humerus 22 is preferably curved upwardly away from the body strut to help the humerus wing section 26 attain a convex shape and generate lift. In a further embodiment, the radius is also convex in nature.

[0037] The humerus 22 is connected to the radius 24, allowing the humerus 22 and radius 24 to move relative to one another. In one embodiment, the humerus 22 and radius 24 are integrally formed and have different properties to allow the humerus 22 and radius 24 to facilitate different movements of each portion of the wing. In one example of this embodiment, a thicker spring plastic may be used in the humerus 22 portion than in the radius 24 to allow for greater flexibility and mobility of the radius 24 compared to the humerus 22 during various portions of the flight pattern. In the preferred embodiment shown, the humerus 22 is connected to the radius 24 via a hinge. In a further preferred embodiment, the wing hinge 28 extends along the majority of the wing's width. However, it should be understood that the hinge could be adapted to be located only between the humerus 22 and radius 24.

[0038] The wing preferably includes a series of stiffeners 30 that provide stability to the wing. In this embodiment, the wing also includes a flexible wing material 32 (shown in FIG. 1) on at least the upper surface of the wings 18 and 20. In a further embodiment, the wing material 32 is applied to both the upper and lower surfaces of the wing support 32. In an alternative embodiment, the wing is constructed using a strong yet lightweight metal, composite, or other suitable material. In this embodiment, the wing is optionally constructed with overlapping panels to allow some movement of the wing on the sides, if desired. In yet another embodiment, the wing includes louvers similar to those found in the aviation industry on aircraft to provide an improved and finer control of the flight experience. The position of the louvers is manipulated to change the shape of the wing as needed during the takeoff, flight, and landing experience. As will be appreciated by those skilled in the art, the louvers serve to increase or decrease the camber or surface area of ​​the wing. This changes how concave or convex the lower surface of the wing can be on the upper surface. The louvers can assist with takeoff and landing to control the amount of space required to accomplish either takeoff or landing. In an alternative embodiment, the radius and humerus can be gently moved forward and backward to adjust the shape of the wing.

[0039] The mechanisms such as motors, linkages and electronics are preferably located primarily within a control cylinder 17 attached to an arch 19 to separate the mechanisms from the athlete. In one embodiment, the arch 19 can be configured to act like a roll bar to support the user in the event of a potential collision. In alternative embodiments, the mechanisms can be located on any of the structural components, including but not limited to the struts 6 and 8 or the wing structures 22 and 24. In one embodiment, the humerus and radius are at least partially hollow to make the linkage internal. Being hollow further aids in reducing the weight of the personal flying device 2. In another embodiment, shown in FIG. 1, the control cylinder 17 has an internal piston that rises and falls. This raises and lowers a cable 21 that is connected at one end to the piston and at the other end to the joint between the radius 24 and the humerus 22. This control cylinder 17 is used to adjust the angle of the humerus relative to the fuselage struts 6 and 8 during flight.

[0040] To increase efficiency and battery life, the wing can incorporate a spring, partially or fully, biased to the upmost phase of wing motion. Thus, the battery and drive system pull the wing downwards, and the spring returns the wing fully or partially to an upright position. This replicates the dynamics of a bird, since a bird's downstroke requires approximately four times more muscle force than an upstroke. As can be appreciated, the use of the term spring in this embodiment should not be limited to traditional springs, but can include any material capable of biasing the wing to recoil on the upstroke, including, but not limited to, metal, elastomer, rubber, or other suitable materials. In one embodiment, only the upper arm section of the wing incorporates a spring. Alternative passive return mechanisms are known to those skilled in the art. Alternatively, the wing can be biased to the lowest position of the wing's flight pattern.

[0041] In a preferred embodiment, the athlete is provided with a tail device located or extending between the athlete's lower legs below the knees. An example of a tail structure can be an elastic-like sail material between the legs. The tail is used to help direct the athlete's flight path during flight, among other things, to adjust the athlete's roll. In a further embodiment, there is optional fabric between the legs in the section above the knees to add additional lift and aid aerodynamics. As with the tail device, the leg fabric is configured to not impede the movement of the user's legs. In one embodiment, it is made of an elastic-like material. Other configurations are known to those skilled in the art.

[0042] The device further includes a processing unit 36 ​​and a battery 34. With the proliferation of battery related research and development, there are many lightweight batteries that can provide the necessary power to move the wings 18 and 20 to provide the necessary force to keep the athlete in the air. This concept has also been proven in drone research where drones can hold hundreds of pounds of payload. As an example, lithium ion batteries can provide the necessary battery energy density to power the personal flight device 2. Alternatively, there has been substantial development in silicon dominant battery chemistries that can provide greater battery energy density than current lithium ion batteries while providing faster charging. Although a single battery 34 is shown in the figures, one skilled in the art will appreciate that one or more additional batteries 38 are included. These additional batteries can be secured to any suitable location on the personal flight device 2, but in a preferred embodiment, the additional batteries 38 are coupled to the leg supports 10 and 12 as shown in FIG. 3.

[0043] The processing unit 36 ​​includes a controller that manages the flight pattern of the wing. It further controls the locking mechanism of the hinged connection of the fuselage struts 6 and 8 to the leg supports 10 and 12. Additionally, the processing unit is coupled to an athlete user interface 40, shown as a screen in FIG. 3. The user interface is preferably coupled to an athlete helmet 42. The user interface is optionally coupled to one or more cameras that can display the surroundings of the user interface 40. These one or more cameras can, for example, show the athlete the environment in front of the athlete. The one or more cameras can also be used as inputs to a safety system that redirects the athlete's flight in case of an approaching unexpected obstacle. Additionally, in one embodiment, the processing unit can sense when the user has rolled or pitched beyond a preset level and automatically adjust the roll, pitch or yaw to bring the athlete back into flight within a preset range. The acceptable preset roll, pitch or yaw values ​​can be adjusted based on the athlete's experience. For example, an experienced athlete who wants to perform tricks can choose not to have preset roll, pitch and / or yaw values. In contrast, a novice athlete may set the roll, pitch and / or yaw ranges to very narrow ranges so that they can remain controlled during the flight experience. The processing unit and / or controller preferably employs a number of sensors that are used as inputs to the AI ​​software to automatically control flight response to changes in air currents or other environmental factors. The AI ​​can be configured for specific goals. For example, the AI ​​can be configured to control the wings, flapping only when necessary and gliding when possible. This can extend the battery life of the personal flying device. Alternatively, the AI ​​can be configured for speed, control or other aspects of the aerial flying experience. Because the personal flying device is configured for human flight, the athlete can work in harmony with the AI ​​for a specific flight experience. The combination of human motor skills and AI technology makes the flight experience diverse, unique and customizable.Human motor skills can also compensate for current shortcomings of AI-based techniques in flapping flight.

[0044] The user interface allows the user to provide input to customize the flight experience. For example, the athlete can accelerate or decelerate the wing's flight pattern, initiate landing, provide navigation information, indicate battery levels, display flight statistics, indicate upcoming or surrounding risks. The user interface is preferably voice controlled to provide maximum response speed and allow hands-free interaction. In another embodiment, the user interface further includes touch screen technology.

[0045] In a preferred embodiment, the helmet includes a support post 45 to relieve strain on the athlete's neck. This support post 45 may be partially flexible, among other things, to allow the user to lift their head and look forward. This support post is shown in FIG. 3 as a post between the harness 15 and the helmet 42, but it will be understood that other orientations for supporting the user's head are known to those skilled in the art. For example, a head rest could be used to support the user's forehead.

[0046] The personal flight device 2 preferably includes a parachute as a safety feature. Among other things, the harness 15 includes a parachute 43 that cooperates with a number of sensors to initiate the release of the parachute if the athlete is in danger. For example, the processing unit receives inputs from sensors that monitor altitude, rate of descent, and system performance. If any of the sensor readings are outside of a predetermined normal range, the processing unit can alert the athlete and release the parachute. In an alternative embodiment, the weight of the parachute can be supported by an additional frame or existing support structure to reduce the weight carried by the athlete.

[0047] While this disclosure focuses on a personal flying device for a single athlete, it will be appreciated that this configuration can be easily adapted for tandem flying. For example, the harnesses can be tiered such that a second user harness is connected to the first harness and is positioned below the first harness, allowing the second user to assume a back to back position against the first user's belly. Alternatively, two harnesses, fuselage and leg support assemblies can be positioned side by side between the wings to allow tandem flying.

[0048] Air flight pattern As disclosed above, the wing flight pattern is designed to mimic bird flight. A preferred mechanism for the wing flight pattern is shown in Figures 6-10. Once the athlete is airborne, the four-step pattern is repeated during flight and is powered by the battery 34. The highest position of the flight pattern is shown in Figure 6. In this position, both the humerus 22 and radius 24 are raised upward from the fuselage columns 6 and 8. At this stage, the humerus and radius are generally aligned. In a second stage, shown in Figure 7 and referred to herein as pre-descent, the wing is lowered to a position where both the radius and humerus are generally horizontal to the ground. The humerus 22 and radius 24 remain generally coaxial with each other throughout the pre-descent. In a third stage, referred to as radial decent (shown in Figure 8), the humerus 22 continues to descend at a slower rate than the radius 24. The radius 24 rotates downward and inward relative to the humerus 22. This is the lowest part of the flight pattern. In a preferred embodiment, the humerus 22 is approximately 30 degrees below the horizontal at the lowest part of the flight pattern. In the fourth phase of the flight pattern, called the preliminary return phase, shown in FIG. 9, the radius 24 continues to remain downward relative to the humerus 22. At the same time, the humerus 22 rotates upward relative to the fuselage struts 6 and 8. This helps to minimize the drag of the radial portion of the wing during the ascent of the wing. FIG. 10 shows the final return phase of the flight pattern. During the final return phase, the humerus 22 continues to rotate upward relative to the fuselage struts 6 or 8. With a delayed delay relative to the humerus, the radius 24 rotates upward relative to the humerus 22 until it is nearly in-line with the humerus. At this point, the wing returns to the highest part of the flight pattern, and the pattern repeats once again from FIG. 6 to FIG. 10.

[0049] The flight pattern optionally and preferably involves a rotational movement at the joint between the humerus 22 in the vertical longitudinal plane of the flight device 2 along the connection between the humerus 22 and the fuselage struts 6 or 8. This forward rotational movement is shown in a cross-sectional view of the humerus 22 in FIG. 11. The rotational movement generally follows an elliptical pattern. Once the wing has completed the preliminary and radial descent phases, the humerus rotates forward and downward through the elliptical pattern such that the position of the wing changes generally from 22b to 22a, as indicated by the movement arrow 46. The downward rotational phase 46 preferably occurs at a faster speed than the slower rearward rotational phase 44 to provide a downward thrust. The speed of the forward rotational phase 46 helps to provide power and lift for the preliminary and radial descent phases of the flight pattern. As shown in FIG. 11, the rotation of the humerus 22 relative to the fuselage struts 6 or 8 also allows for a change in the orientation of the wing in the horizontal plane. During the downward rotation phase 44, the humerus drops downward from 22b to 22a, which raises the trailing edge of the wing and reduces possible downward force of the wing during the return phase. This is shown by the humerus position 22a. During the preliminary and final return phases shown in Figures 9 and 10, the humerus rotates backward and upward as shown by the movement arrow 44. During this backward rotation movement 44, the humerus rotates the wing back from 22a to 22b to keep the wing generally parallel to the fuselage strut. This position, in combination with the concave lower surface of the wing, increases lift. Although one possible rotation pattern for enhancing flight performance is disclosed herein, alternatives are known to those skilled in the art or by observing alternative patterns of bird flight.

[0050] It should be noted that in the preferred embodiment, the movement of the wing is controlled by a processing unit and controller, however hand controls, voice commands, a joystick or any other suitable control mechanism or combination of control mechanisms may also be used.

[0051] The athlete can at least partially control the flight trajectory by controlling the roll of the flight device 2. Straight flight is achieved by keeping the wings generally parallel to the ground, as shown in Figure 12. A control mechanism, such as but not limited to voice commands, a joystick, or other suitable controller, can be used to initiate the bank shown in Figure 13. This allows the user to turn and direct their flight.

[0052] take off There are multiple ways to take off, but three preferred methods are described herein: the cliff method, the ramp method, and the power-up method.

[0053] a) Cliff method In a preferred embodiment shown in FIG. 14, an athlete can initiate flight by running with the wing in a takeoff position. For this method, the wing is adapted to have an inner strut support on the inner edge of the wing to allow rotation of the humerus relative to the fuselage strut. When in the takeoff position, the wing is tilted back and generally parallel to the ground so that only the leading edge of the humerus and radius cut through the air. Alternatively, in one embodiment, the wing can be folded up to reduce air resistance as the athlete runs towards a high edge 50, such as a cliff or the edge of a building or platform. During the run, the leg supports 10 and 12 rotate freely at the hinge connection 14. This allows the athlete to run generally unhindered. As the athlete runs from the high edge 50, the wing propels itself forward and tilts itself forward into a flight position with the wing generally parallel to the ground. At this point in the takeoff sequence, the hinge connection 14 locks the leg supports 10 and 12 in line with the fuselage struts 6 and 8, respectively. At the same time, the wings transition from the takeoff attitude to the flight attitude and the airborne flying wing pattern is initiated.

[0054] b) Lamp method FIG. 15 shows a second possible method of takeoff. The ramp method is advantageous in areas where high surfaces such as cliffs are not available. The ramp can be constructed anywhere there is sufficient space. The athlete lies on the rollerboard 52 on a platform 54 at the top of the ramp. The athlete lies belly down and generally parallel to the ground, with leg supports 10 and 12 preferably locked in an in-line position with torso supports 6 and 8, respectively. The wings are preferably spread out in a generally parallel position to the ground. To initiate the athlete's takeoff, the rollerboard 52 is pulled over the edge of the platform 54, allowing the rollerboard 52 to gain speed as it rolls down the ramp 56. Once sufficient speed is gained, a wing flight sequence is initiated, lifting the athlete off the rollerboard 54. In one embodiment, the wing flight sequence is initiated at the bottom of the ramp, approximately at point 68.

[0055] In a preferred embodiment, the Roller-Board 54 has wheels 58 that run in tracks 60. This ensures that the Roller-Board 52 follows a known and predictable path, allowing the Roller-Board 52 to remain coupled to the ramp without lifting.

[0056] c) Power-up methods In another embodiment, the user is held to a support structure in an elevated, horizontal position, the wings are caused to flap and the user is lifted from the support by the force of the wings, or a harness is clipped to the support and the user is not released until there is enough force generated by the flapping wings to lift the user safely.

[0057] landing When the athlete prepares to land, the wing initiates a landing sequence via the user interface 40. This prompts the processing unit 36 ​​to adjust the wing's flight pattern and wing configuration to initiate a slow, controlled descent towards the ground. Sensors are used to monitor the athlete's altitude. Once the athlete is lowered to the appropriate altitude, the processing unit initiates the release of the locked hinge connections 14 that allow the leg supports 10 and 12 to move independently from the fuselage supports 6 and 8, respectively. The athlete drops his legs and moves to a more upright position. This allows the athlete to move his legs to contact the ground to absorb the impact and momentum of the landing, as well as place the wing in a generally perpendicular position relative to the ground. This allows the wing to act as a strong brake to slow the athlete down and reduce the momentum and speed that must be overcome to stop the athlete.

[0058] In a preferred embodiment, the athlete slows himself down by turning, slowing the wing speed through the flight pattern, or by adjusting the wing configuration with louvers. In a preferred embodiment, the wing has louvers at the trailing edge of the wing that are pulled inward to shorten the wing length and reduce the concavity of the bottom surface of the wing. When the athlete reaches the ground and the leg support is released, the louvers can be extended upward to provide drag to slow the athlete. This louver actuation pattern mimics that used in aircraft flight.

[0059] In another embodiment, the athlete may simply use a parachute to aid in landing.

Claims

1. a body structure adapted to support a user and to releasably couple the user to the body structure; a pair of battery-powered wings rotatably coupled to opposite sides of the body structure; [0021] A personal flying device comprising:

2. the body structure includes a torso and legs; 2. The personal flight device of claim 1, wherein the legs are hinged to the fuselage such that the legs are free to rotate relative to the fuselage during takeoff and landing phases of flight and are fixed in an in-line position relative to the fuselage during flight.

3. The torso portion includes a harness configured to support a user and a pair of torso supports positioned on either side of the harness; The personal flying device of claim 2 , wherein the pair of wings are rotatably coupled to the pair of fuselage supports, respectively.

4. The leg support includes a pair of leg supports configured to be coupled to the legs of a user; 4. The personal flying device of claim 3, wherein the leg supports are free to move independently of each other.

5. 5. The personal flying device of claim 4, wherein the pair of wings extend rearward from the forward portion of the pair of fuselage supports to the rearward portion of the landing gear supports.

6. the wing includes at least a humerus and a radius; the radius is configured to rotate relative to the humerus; The personal flying device of claim 5 , wherein the wing mimics the motion of a bird's flight during use.

7. 7. The personal flight device of claim 6, wherein each of the pair of wings includes a series of structural supports extending rearwardly from the humerus and radius to provide structural support, the structural supports being curved to provide a concave bottom surface of the wing.

8. 8. The personal flight device of claim 7, wherein each of the pair of wings includes at least one adjustable louver to facilitate altering wing length or shape.

9. The personal flight device of claim 7 , wherein the wings are biased in an upward orientation.

10. The personal flight device of claim 7 , wherein the humerus and the radius are configured to move independently of one another in a fore / aft direction to adjust the shape of the wing.

11. 9. The personal flying device of claim 8, further comprising a central processing unit for controlling the movement of the pair of wings.

12. 12. The personal flight device of claim 11, further comprising a series of sensors for sensing altitude and possible obstacles, which sensors are used as inputs to the central processing unit, which uses the sensor inputs to determine whether a change in flight path is necessary.

13. The personal flight device of claim 12 , further comprising a user interface for receiving input from the user, the input being processed by the central processing unit to control a flight experience.

14. The personal flight device of claim 13 , wherein the user interface is in the form of a helmet-mounted screen.

15. 15. The personal flight device of claim 14, wherein the battery is a lithium ion battery.

16. 16. The personal flight device of claim 15, wherein the battery is a silicon dominant battery.

17. 17. A method of facilitating human flight using a personal flying device according to any one of claims 1 to 16, comprising the steps of: maintaining the user's torso and legs in an in-line and generally horizontal position; Simultaneously moving a pair of wings having a humerus connected to a radius through a wing flight pattern, The flight pattern of the wing includes at least four stages: a preliminary descent stage, a radial descent stage, a preliminary return stage, and a final return stage; the pre-lowering stage includes lowering the humerus and the radius generally in-line; the radial lowering step includes rotating the radius downwardly relative to the humerus at a rate that exceeds a rate of humeral lowering; the preliminary return step includes rotating the humerus upwardly; the final return step includes rotating the radius upwardly relative to the humerus; and repeating a flight pattern of the wing to maintain flight of the user; and A method for facilitating human flight, including:

18. 20. The method of claim 17, further comprising rotating the humerus relative to the fuselage support within a longitudinal plane of the personal flying device.

19. 20. The method of promoting human flight as described in claim 18, wherein the rotational motion generally follows an elliptical pattern.

20. rotating the humerus backward and upward relative to the trunk support during the preliminary return phase and the final return phase; rotating the humerus anteriorly and inferiorly through the elliptical pattern during the pre-lowering phase and the radial lowering phase; 20. The method of claim 19, further comprising:

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