AIR-GROUND OPERABLE POWERED ULTRALIGHT VEHICLE

Abstract

A dual air-ground operable powered ultralight vehicle comprises a frame and a power apparatus applying power to the propeller and a ground traction element. Attached to the frame is a flexible wing that may allow the vehicle to become airborne when power is applied to the propeller. The wing would be detachable from the frame to allow for ground operations. A power transfer device shifts power of the power apparatus to either the propeller or the ground traction element. The vehicle will fall into the Federal Aviation Authority's Federal Aviation Regulation Part 103, Ultralight Vehicle.

Claims

1. An ultralight aircraft ground vehicle capable of both powered flight and powered ground locomotion comprising: a single power apparatus/engine supplying power to both the propeller and the ground wheels separately a method of switching power from the power apparatus to either the propeller or the ground wheels a frame a ram-air style parafoil operatively attached to the frame for flight of the vehicle and for control of the vehicle in the air an assembled weight of not more than 254 pounds.

2. The ultralight aircraft ground vehicle of claim 1 wherein the combined weight of the entire assembled vehicle does not weigh more than 254 lbs.

3. The ultralight aircraft ground vehicle of claim 1 wherein the ram-air style parafoil provides both flight and airborne control of the vehicle.

4. The ultralight aircraft ground vehicle of claim 1 wherein the steering lines from the ram-air style parafoil are manipulated by hand by the operator in the vehicle.

5. The ultralight aircraft ground vehicle of claim 3 wherein the surface area of the ram-air style parafoil is preferably between 260 square feet to 500 square feet

6. The ultralight aircraft ground vehicle of claim 1 wherein a clutch is attached to the engine to reduce stress on the engine.

7. The ultralight aircraft ground vehicle of claim 6 wherein the clutch operates to ensure that the engine is operating while the ground wheels are not in motion, engaging at a desirable speed so that engine power can be delivered without damaging the engine.

8. The ultralight aircraft ground vehicle of claim 6 where the clutch is mechanically assembled and attached to the engine so that the centrifugal force will engage the clutch at the desired engine rotational speed.

9. The ultralight aircraft ground vehicle of claim 1 wherein a power transfer device exists that transfers the engine power between either the ground wheels or the propeller, but not both at the same time.

10. The ultralight aircraft ground vehicle of claim 9 wherein the power transfer device is manually manipulated by the operator to engage either the propeller or the ground wheels.

11. The ultralight aircraft ground vehicle of claim 9 wherein the power transfer device engages a series of gears to provide a correct engine speed to propeller speed ratio when the power transfer device is engaged to power the propeller.

12. The ultralight aircraft ground vehicle of claim 10 wherein the power transfer device engages a separate series of gears to provide a correct engine speed to ground wheel speed ratio when the power transfer device is engaged to power the ground wheels.

13. The ultralight aircraft ground vehicle of claim 9 wherein the power transfer device has the option for neutral, meaning that neither the propeller nor the ground wheels are provided power from the engine.

14. The ultralight aircraft ground vehicle of claim 1 wherein the engine provides at least 20 horsepower.

15. The ultralight aircraft ground vehicle of claim 1 wherein a fuel tank exists of which the volume does not exceed 5 gallons.

16. The ultralight aircraft ground vehicle of claim 1 wherein one seat is attached to the vehicle to allow for a single occupant to use the vehicle.

17. The ultralight aircraft ground vehicle of claim 1 wherein the vehicle has a propeller shroud that can be optionally detached from the vehicle.

18. The ultralight aircraft ground vehicle of claim 1 wherein the foot operated pedals attached to the vehicle separately operate a brake for the ground wheels, and the throttle for the engine.

19. The ultralight aircraft ground vehicle of claim 1 wherein a right-angle gearbox serves as a connection between the propeller and the engine.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure (FIG. 1 is a perspective view of a first exemplary embodiment of the ultralight air-ground vehicle from the front right side.

[0030] FIG. 2 is an exemplary embodiment from the rear right side of the vehicle.

[0031] FIG. 3 is an exemplary embodiment of the vehicle as configured for flight, from the from right side.

[0032] FIG. 4 depicts a close up and more detailed view of the right side of the vehicle as configured for flight.

[0033] FIG. 5 depicts a close up and more detailed view of the rear of the vehicle. This view specifically points out various parts of the apparatus powering the movement of the vehicle.

[0034] FIG. 6 is a block diagram illustrating the connections of the power train.

DETAILED DESCRIPTION OF THE INVENTION

[0035] The invention described herein will be understood by reference to the following detailed description. This description is meant to be aided be and read in conjunction with the related drawings. It is expected that the following detailed description of assorted embodiments is to make an example of only and is not meant to be limiting the scope of the present invention. The inventor anticipates that such variations may include utilizing some or all of various aspects of the present invention, stating alone, or in combinations other than expressly disclosed herein with respect to the preferred embodiments. Accordingly, this invention includes all modifications and equivalents of the subject matter recited or suggested herein as permitted by applicable law. Moreover, any combination of the above-described elements in all possible variations thereof is encompassed by the invention unless otherwise indicated herein or otherwise clearly contradicted by context.

[0036] The terms “a” and “an” and “the” and similar referents in describing the invention are to be interpreted to cover both singular and plural forms, unless otherwise indicated or contraindicated by the context. The terms “having,” “including,” and “containing,” are to be interpreted as open-ended terms (i.e., “including, but not limited to.”) unless otherwise noted.

[0037] The use of any and all examples, or exemplary language (e.g., “Such as”) provided is intended merely to better illuminate the invention and does not pose a limitation on the scope of the invention unless otherwise claimed. It is also to be understood that the terminology used is used to describe certain embodiments only, and is not intended to limit the scope of the invention.

[0038] FIGS. 1-5 show exemplary embodiments of a vehicle 21, according to the invention, in the form of an ultralight air-ground vehicle, which is configured for controlled powered operation both on the ground (FIG. 1) and in the air (FIG. 3)

[0039] FIG. 1 shows an assembled vehicle 21 for ground operation. Shown is the frame 4 to which is attached the engine 3, the ground steering mechanism 6, the front wheels 8, the pedals 9, and the operator's seat 7. The engine 3 delivers power to the propeller 1 or separately to the rear wheels 22.

[0040] The engine 3 is preferably an internal combustion engine, having at least 20 horsepower, and weighing no more than 60 pounds. Ideally, the engine would have a power-to-weight ratio greater than 0.6 hp/lb. The engine 3 would ideally be air aspirated. Preferably 2-stroke over 4-stroke engines would be used to ensure proper weight restrictions. 4-stroke engines could be used provided that the vehicle weight requirement of less than 254 pounds and power requirement of enabling flight under a ram-air style parafoil were met.

[0041] The frame 4 should be constructed of a material that will be light enough that the entire vehicle 21 will meet the FAA's standards for ultralight vehicles. The frame 4 shown here is constructed of a tubular 41xx steel. Tube frame members are preferably cut and bent to required shapes and then welded together. The frame 4 is constructed in a manner so as to provide protection as a roll cage for the operator seated in the seat 7.

[0042] To conform with regulations for ultralight aircraft, there is only one seat 7 available for one operator of the vehicle.

[0043] FIG. 2 shows a pedal 9 (typically the throttle) and a rear axle brake 17. In this embodiment, the pedals 9 would operate the throttle of the engine 3 and apply pressure to the rear axle brake 17. Other embodiments could have a different set of controls for the throttle and brake, such as those operated by hand on some aircraft.

[0044] FIG. 2 shows engine 3 powering the propeller 1 via a belt 12. This belt is attached to a right-angle gear box 10 via a pulley 11. In other embodiments, this power transfer could be make using a chain driving sprocket gears as well.

[0045] FIGS. 2 and 5 show engine 3 powering the rear axle 16 via a roller chain 5 connected to an idle sprocket 15 on the rear axle 16 and the engine 3. In this embodiment the idle sprocket 15 is engaged to the engine 3 power via a power transfer device (shifter) 13 that would transfer power to either the belt 12 for the propeller 1, or to the chain 5 for the rear axle.

[0046] FIG. 6 illustrates the connections of the power train. The power transfer device/shifter lies on the same shaft as the clutch 25. The shifter 13 is moved to engage either the propeller belt system 11 or the ground drive chain system 14. The clutch 25 does not engage until the engine 3 has reached a rotational speed at or above a desired threshold, typically around 1000 rpm. Once the clutch 25 engages the shifter 13, the shifter transfers the power to either the propeller belt system 11 or the ground drive chain system 14. The shifter may also not be engaged to either system. In this position the shifter would be in neutral, not providing power to anything. The belt system 12 and the ground drive chain system 14 are mounted on idler bearings so that power from the clutch 25 is not transferred to them. This ensures that the only possible way for the propeller 1 or the rear wheels 22 to receive power is for the power transfer device 13 to be engaged properly.

[0047] A right-angle gear box 10 is mounted between the propeller 1 and the propeller belt system 11. This serves to translate the mechanical motion of the engine into useful work done by the propeller. In this way, no right-angle gear box is necessary to transfer power to the rear axle 16 for ground locomotion, as this axle is parallel to the output shaft of the engine 3. The right-angle gear box 10 is preferably mounted 1 inch to 6 inches rearward of the engine 3.

[0048] FIG. 3 depicts the rear wheels 22 connected to the rear axle 16 and mounted to the frame in a swing arm type suspension. The swing arm type suspension would preferably have a maximum travel distance of 5 inches.

[0049] The wheels 8 and 22 depicted in these embodiments do not necessarily have to be wheels. In some embodiments, particularly for winter activities, embodiments could replace the front wheels with skis, and the rear wheels with tracks, so that traveling over snow may be easier.

[0050] FIG. 1 shows the front wheels 8 attached to the ground steering mechanism 6 via a rack and pinion steering system. Other ground steering mechanisms could include using the feet, so as to free the hands to operate the flying wing.

[0051] The front wheels 8 use a spring coil assembled into the wheel spindles to provide suspension for the front end of the vehicle 21. Maximum travel of the front wheels would not be more than 2 inches.

[0052] The base of the frame should preferably be raised between 5 inches to 12 inches off of the ground so that small obstacles may be cleared without difficulty while traversing the ground.

[0053] The wheelbase (distance between the front wheel axle and the rear wheel axle) would preferably be approximately 72 inches. The front track and rear track widths should be similar to each other, but do not have to be identical. Rear track width would preferably be between 30 inches to 40 inches, while the front track width would preferably be between 25 and 35 inches. Maintaining a ratio of approximately 2:1 wheelbase to track width is preferable so that the vehicle retains proper handling characteristics while traversing on the ground.

[0054] FIG. 3 shows the vehicle 21 in flight. The ram-air parafoil 18 is seen above and attached to the vehicle 21 below by parafoil lines 19 and the risers 20. Along these parafoil lines 19 run the control lines 23 for controlling the flight of the vehicle 21.

[0055] In this embodiment, the control lines 23 are held with, and controlled by, the operator's hands using steering toggles 24; the left control line running to the operator's left hand, and the right control line running to the operator's right hand Other embodiments could have these control lines 23 attached to a separate duplicate set of pedals 9 worked by the operator's feet to control the flight of the vehicle. The control lines 23 work as they do on any regular parafoil while in flight; pulling on the right control line puts the vehicle 21 into a right hand turn and pulling the left control line puts the vehicle into a left hand turn.

[0056] The ram-air parafoil 18 is attached to the vehicle frame 4 via the parafoil lines 19 and the risers 20. In some embodiments there may be brackets or outriggers of sorts attached to the top of the frame 4 for the risers 20 to attach to.

[0057] The propeller 1 in this embodiment has 3 blades, but other embodiments of the invention may have fewer or greater than 3 blades on the propeller. Ideally the vehicle 21 would use a propeller 46 inches to 64 inches in diameter.

[0058] The propeller shroud 2 is seen to have a semi-circular design, so as to enable more ground clearance during powered ground travel. One skilled in the art to practice the embodiments of the invention could foresee opportunities to modify the shape and size of the propeller shroud for varying purposes. The shroud 2 covers the top half of the propeller 1 to shield it from the parafoil lines 19, especially when taking off and landing.

[0059] A propeller shroud 2 is attached to the rear of the frame 4 for directing the parafoil lines 19 and the ram-air parafoil 18 away from the propeller 1. The propeller shroud 2 could be attached in such a way to the frame 4 so as to be completely removed when the vehicle 21 is configured only for ground operation or for storage. The shroud 2 should have a diameter in a range of 1 to 3 inches larger than the propeller 1 diameter. The plane of the propeller shroud should preferably be parallel to the plane of the propeller.

[0060] Having described the preferred embodiment, it will become apparent that various modifications can be made without departing from the scope of the invention as defined in this document.