U.S. patent application number 11/774732 was filed with the patent office on 2008-08-07 for solar-powered aircraft.
Invention is credited to Howard J. Fuller.
Application Number | 20080185475 11/774732 |
Document ID | / |
Family ID | 37741725 |
Filed Date | 2008-08-07 |
United States Patent
Application |
20080185475 |
Kind Code |
A1 |
Fuller; Howard J. |
August 7, 2008 |
SOLAR-POWERED AIRCRAFT
Abstract
A solar-powered aircraft uses solar energy to electrolyze
on-board water to produce hydrogen. The hydrogen fills various
on-board tanks, causing the aircraft to become lighter than air.
The hydrogen is also used to operate a fuel cell which provides
power for electrical equipment, including a motor for turning a
propeller. Water produced as waste by the fuel cell is recycled for
use in the production of hydrogen. When hydrogen is removed from
the tanks, either because it is consumed by the fuel cell or
because it is compressed and pumped out of the tanks, air returns
to the tanks, and the aircraft becomes heavier than air. The
aircraft can thus be made to climb and descend by making it lighter
than air, or heavier than air. The aircraft emits no harmful
substances into the environment. The aircraft can remain aloft
indefinitely, limited only by an insignificant amount of leakage of
hydrogen and water.
Inventors: |
Fuller; Howard J.; (Fallon,
NV) |
Correspondence
Address: |
WILLIAM H. EILBERG
THREE BALA PLAZA, SUITE 501 WEST
BALA CYNWYD
PA
19004
US
|
Family ID: |
37741725 |
Appl. No.: |
11/774732 |
Filed: |
July 9, 2007 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
11202722 |
Aug 12, 2005 |
7278607 |
|
|
11774732 |
|
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|
Current U.S.
Class: |
244/5 ;
244/55 |
Current CPC
Class: |
B64D 2211/00 20130101;
Y02T 50/60 20130101; Y02T 90/40 20130101; Y02T 90/36 20130101; B64B
2201/00 20130101; B64D 27/24 20130101; B64B 1/14 20130101; Y02T
50/55 20180501; Y02T 50/62 20130101; B64D 2041/005 20130101; Y02T
50/50 20130101 |
Class at
Publication: |
244/5 ;
244/55 |
International
Class: |
B64B 1/20 20060101
B64B001/20; B64D 27/24 20060101 B64D027/24 |
Claims
1. A solar-powered aircraft, comprising: a) an aircraft body
including a wing, the wing having a spar, b) a solar cell disposed
on an exterior surface of the aircraft body, c) at least one water
storage tank, disposed within the aircraft body, d) an
electrolyzing unit, wherein the electrolyzing unit is connected to
electrolyze water from the water storage tank, and wherein the
electrolyzing unit receives electrical power from the solar cell,
e) at least one hydrogen storage tank, the hydrogen storage tank
being connected to receive hydrogen produced by the electrolyzing
unit, f) a fuel cell, the fuel cell being connected to receive
hydrogen from the hydrogen storage tank so as to produce electric
power, and g) an electric motor, the motor being connected to
receive electric power from the fuel cell, the motor being
connected to a propeller for driving the aircraft.
2. The aircraft of claim 1, wherein there are at least two water
storage tanks, and wherein the aircraft includes means for
distributing water among the water storage tanks so as to control
an attitude of the aircraft.
3. The aircraft of claim 1, wherein there are a plurality of spars
in the wing.
4. The aircraft of claim 3, wherein said hydrogen storage tank is
located in the wing and is at least partly defined by said
spars.
5. A solar-powered aircraft comprising: a) an aircraft body having
an outside and an interior, the body including a wing, the wing
having a spar, b) at least one solar cell located on the outside of
the aircraft body, c) a water storage tank and an electrolyzing
unit, located in the interior of the aircraft body, the
electrolyzing unit being connected to receive electrical power from
the solar cell, the electrolyzing unit being in fluid communication
with the water storage tank so as to separate water into hydrogen
and oxygen, and d) a hydrogen storage means, located in the
interior of the aircraft body, the hydrogen storage means being
connected to the electrolyzing unit such that hydrogen produced by
the electrolyzing unit enters the hydrogen storage means so as to
increase buoyancy of the aircraft.
6. The aircraft of claim 5, further comprising a fuel cell, the
fuel cell being connected to receive hydrogen from the hydrogen
storage means.
7. The aircraft of claim 6, further comprising an electric motor
connected to a propeller, the motor being connected to derive
electrical power from the fuel cell.
8. The aircraft of claim 5, wherein there are at least two water
storage tanks, and wherein the aircraft includes means for
distributing water among the water storage tanks so as to control
an attitude of the aircraft.
9. The aircraft of claim 5, further comprising a programmed
computer, the computer comprising means for controlling production
and storage of hydrogen so as to cause the aircraft to become
selectively lighter than air and heavier than air.
10. A solar-powered aircraft comprising: a) an aircraft body having
an outside and an interior, b) at least one solar cell located on
the outside of the aircraft body, c) a water storage tank and an
electrolyzing unit, located in the interior of the aircraft body,
the electrolyzing unit being connected to receive electrical power
from the solar cell, the electrolyzing unit being in fluid
communication with the water storage tank so as to separate water
into hydrogen and oxygen, and d) a hydrogen storage means, located
in the interior of the aircraft body, the hydrogen storage means
being connected to the electrolyzing unit such that hydrogen
produced by the electrolyzing unit enters the hydrogen storage
means so as to increase buoyancy of the aircraft, wherein there are
at least two water storage tanks, and wherein the aircraft includes
means for distributing water among the water storage tanks so as to
control an attitude of the aircraft.
11. The aircraft of claim 10, further comprising a programmed
computer, the computer comprising means for controlling production
and storage of hydrogen so as to cause the aircraft to become
selectively lighter than air and heavier than air.
Description
CROSS-REFERENCE TO PRIOR APPLICATION
[0001] This is a continuation of U.S. patent application Ser. No.
11/202,722, filed Aug. 12, 2005.
BACKGROUND OF THE INVENTION
[0002] The present invention relates to the field of aviation, and
provides a solar-powered aircraft which is lighter than air at
certain times, and heavier than air at other times.
[0003] A conventional, heavier-than-air aircraft requires a source
of energy to stay aloft. The amount of time an aircraft can remain
aloft is limited by the amount of fuel on-board.
[0004] A lighter-than-air aircraft carries a gaseous lifting
medium, such as hydrogen or helium, to maintain buoyancy, as well
as some fuel to power a propeller or other means for directing the
aircraft along a desired flight path. The gaseous medium is
eventually consumed, as it becomes necessary to vent the gas in
order to descend. Moreover, the supply of fuel is also limited.
Thus, a lighter-than-air aircraft still cannot remain aloft
indefinitely.
[0005] The present invention provides a solar-powered aircraft
which, in theory, can remain aloft indefinitely, subject only to
small amounts of leakage as described below.
[0006] One important use for the aircraft of the present invention
is as an unmanned aerial vehicle (UAV), which is employed for
long-duration aerial surveillance. The aircraft of the present
invention is preferably constructed with a configuration that has
inherently small radar and infrared signatures. Thus, the aircraft
of the present invention can remain aloft for indefinite periods,
while conducting surveillance in various contexts.
[0007] The aircraft of the present invention is not limited to a
particular configuration or field of use. The invention can be used
to make virtually any kind of aircraft.
SUMMARY OF THE INVENTION
[0008] The solar-powered aircraft of the present invention includes
a body, which may have the form of a flying wing or a deltoid
configuration, or a conventional combination of fuselage and wings,
or any other form. Solar cells are located on the outside of the
body, preferably on the upper surfaces of the fuselage and/or
wings. The solar cells provide electrical power to an electrolyzing
unit which separates water, taken from an on-board tank, into
hydrogen and oxygen. The oxygen is vented to the outside.
[0009] The hydrogen produced by electrolysis is directed into one
or more low-pressure hydrogen storage tanks. The low-pressure tanks
are preferably defined by vented chambers formed by spars in the
wing portion of the aircraft body. Hydrogen enters flexible bags,
located in these chambers, and as the bags become filled with
hydrogen, they expand and drive out the air formerly occupying the
chambers. The result is that air in the chambers is replaced with
hydrogen, and the aircraft becomes lighter than air. As the
production of hydrogen continues beyond what is needed for filling
the bags, some of the hydrogen can be compressed and stored in
high-pressure tanks, for later use.
[0010] In addition to providing buoyancy, the hydrogen produced by
electrolysis is also used as an input to an on-board fuel cell,
which takes oxygen from the surrounding air. The fuel cell
generates electric power which is used to operate various motors,
pumps, compressors, and avionics on the aircraft. One such motor
may drive a propeller for directing the flight path of the
aircraft. The waste product of the fuel cell is water vapor, which
is condensed and returned to a water storage tank, to be separated
again by the electrolyzing unit.
[0011] The in-flight attitude of the aircraft can be adjusted by
pumping water into various auxiliary tanks, so as to shift the
weight of the water. In this way, the aircraft can be made to pitch
or roll.
[0012] The aircraft is thus made to climb by filling the
low-pressure tanks with hydrogen, making the aircraft lighter than
air, and by adjusting the distribution of water so as to pitch the
aircraft nose up. The aircraft is made to descend by removing
hydrogen from the low-pressure tanks, either by pumping the
hydrogen into the high-pressure tanks, or by using the hydrogen to
drive the fuel cell, or both, so that the aircraft becomes heavier
than air. The distribution of water is again adjusted so as to
pitch the aircraft nose down.
[0013] The aircraft of the present invention does not emit harmful
substances into the atmosphere. Moreover, the aircraft operates
with a closed-loop system, in which water is used to generate
hydrogen, which powers a fuel cell, and wherein the water produced
by the fuel cell is recycled to generate hydrogen. The excess
hydrogen produced during daylight hours is stored, and used to
provide buoyancy and/or to drive the fuel cell at night. The
aircraft can therefore remain aloft indefinitely, limited only by
possible leakage of hydrogen and/or water.
[0014] The present invention therefore has the primary object of
providing a solar-powered aircraft.
[0015] The invention has the further object of providing a
solar-powered aircraft which is, at some times, lighter than air,
and at other times heavier than air.
[0016] The invention has the further object of providing a
solar-powered aircraft which does not consume significant amounts
of fuel, and which does not emit harmful substances into the
environment.
[0017] The invention has the further object of providing a
solar-powered aircraft which can remain aloft indefinitely, limited
only by leakage of substances used to operate the aircraft.
[0018] The invention has the further object of providing a
solar-powered aircraft which can be conveniently used as an
unmanned aerial vehicle for performing aerial surveillance.
[0019] The reader skilled in the art will recognize other objects
and advantages of the present invention, from a reading of the
following brief description of the drawings, the detailed
description of the invention, and the appended claims.
BRIEF DESCRIPTION OF THE DRAWINGS
[0020] FIG. 1 provides a block diagram showing the essential
non-aerodynamic components of the aircraft of the present
invention.
[0021] FIG. 2 provides a flow chart, showing the essential
programming steps of the on-board computer which controls the
aircraft of the present invention.
[0022] FIG. 3 provides a plan view, partly in cross-section,
showing an aircraft made according to the present invention, the
aircraft having a deltoid configuration.
[0023] FIG. 4 provides a front view of the aircraft of FIG. 3.
DETAILED DESCRIPTION OF THE INVENTION
[0024] The present invention is a solar-powered aircraft which is
heavier than air at certain times, and which is lighter than air at
other times. The operation of the aircraft comprises a closed-loop
cycle as explained below.
[0025] Solar electric cells on the upper surfaces of the wings
and/or fuselage provide electric power to separate on-board water,
by electrolysis, into hydrogen and oxygen. The oxygen is largely
discarded overboard, while the hydrogen is stored in the aircraft,
either in low-pressure tanks formed between wing spars, or in
auxiliary high-pressure tanks, or both. The pressurization of the
wing spars with hydrogen contributes to structural integrity of the
aircraft, as well as providing a means for storage of hydrogen.
[0026] The hydrogen serves as a lifting medium for the aircraft,
allowing the aircraft to ascend as a lighter-than-air vehicle.
[0027] Some of the stored hydrogen is combined with oxygen (taken
from the surrounding environment) in a fuel cell, to produce
electricity for propulsion by one or more electric motors, and to
power the electrical and avionic systems of the aircraft. The waste
product of the fuel cell is water vapor, which is condensed and
recycled to the water storage tanks for subsequent separation by
electrolysis. Some of the water can be distributed among various
tanks, located at different positions on the aircraft, to change
the weight distribution of the aircraft, so as to achieve the
desired lateral and/or longitudinal attitude control.
[0028] FIG. 1 provides a block diagram showing the major
non-aerodynamic components of the aircraft of the present
invention. These components are preferably controlled by an
on-board computer or microprocessor, or its equivalent. The basic
programming of the microprocessor is illustrated by the flow chart
of FIG. 2.
[0029] As shown in FIG. 1, solar cells 101 are provided on the
aircraft, and are preferably located on the upper surfaces of the
wings and/or fuselage, so as to collect a maximum amount of
sunlight. The solar cells could be provided on other surfaces as
well, but it is preferred that they not be installed on the canopy
or on the control surfaces. Electric power from the solar cells
drives electrolyzing unit 103, which receives water from main water
tank 105. The electrolyzing unit separates water into hydrogen and
oxygen. Oxygen generated by the electrolyzing unit is largely
vented overboard, as shown, and hydrogen produced by that unit
passes to compressor 107.
[0030] The compressor 107 enables the hydrogen produced by
electrolysis to be stored at high pressure, preferably of the order
of at least eight atmospheres, in high-pressure tanks 109. Hydrogen
from the high-pressure tanks can be conveyed to low-pressure
hydrogen storage tanks 111. Compressor 113 enables low-pressure
hydrogen to be recompressed and directed back into the
high-pressure tanks 109.
[0031] Hydrogen from any or all of the hydrogen storage tanks is
directed into fuel cell 115, along with oxygen from the outside
environment. The fuel cell produces electrical power which is used
to operate the various motors, compressors, pumps, and avionic
systems (collectively represented by block 117) of the aircraft.
The waste product of the fuel cell is water vapor, which is
condensed in heat exchanger 119, with the resulting condensate
being conveyed to the main water tank 105. Water from the main
water tank may be pumped, by pump 121, into various auxiliary water
tanks, for purposes of adjusting the weight in each auxiliary tank,
thereby controlling the attitude of the aircraft. In a preferred
embodiment, there are four such auxiliary water tanks, two at or
near the wingtips, and two at or near the nose and tail of the
aircraft. In the event of freezing temperatures at higher
altitudes, the water can be mixed with alcohol to prevent
freezing.
[0032] The water in the main tank is therefore replenished by the
waste product of the fuel cell, and is ready to be separated into
oxygen and hydrogen, using the power produced by the solar cells.
The aircraft therefore operates in a closed-loop cycle, the water
being used to make hydrogen, and the water vapor from the fuel cell
being condensed and recycled to the main water tank for re-use.
[0033] FIG. 2 illustrates the basic steps in the operation of the
aircraft of the present invention. FIG. 2 thus represents the
program operated by an on-board computer, or equivalent, used to
control the flight of the present aircraft.
[0034] The process begins with the aircraft at rest, on the ground,
under direct sunlight, and with the hydrogen storage tanks empty. A
master switch is engaged, powering the aircraft electrical system,
including the control computer, using a independent 28-volt battery
on a temporary basis. The computer selects the condition of
"neutral buoyancy". As shown in block 201, the solar cells begin to
generate power.
[0035] Electric power from the solar cells operates the
electrolyzing unit, which separates water from the main water
storage tank into hydrogen and oxygen. The hydrogen generated in
this manner is conveyed to the low-pressure hydrogen storage tanks,
which preferably include gas bags located in the main spar
cavities, to be described later. The filling of the low-pressure
hydrogen tanks is represented by block 203. The oxygen generated by
electrolysis is discarded overboard. The net result is a steady
loss of total mass for the aircraft, as air in the low-pressure
storage tanks is vented to the outside and effectively replaced by
hydrogen.
[0036] As the hydrogen tanks fill, the aircraft gradually
approaches the point of becoming lighter than air. When the landing
gear load sensors detect zero weight on the gear, the computer may
continue to direct the production of hydrogen, while redirecting
the hydrogen, through suitable valves and conduits, into a hydrogen
compressor which compresses the hydrogen and stores it in
high-pressure storage tanks, as indicated in block 205. Preferably,
the hydrogen in the high-pressure tanks is stored at a pressure of
at least eight atmospheres. The compression and transfer of the
hydrogen results in no net loss or gain of net mass.
[0037] The computer may then direct the aircraft to climb. Upon
issuance of a direction to climb, high-pressure hydrogen from the
high-pressure storage tanks is directed into the low-pressure
hydrogen storage tanks, as indicated in block 207. The hydrogen
enters gas bags in the low-pressure tanks, preferably located in
the spars of the wings. The spars define chambers or cavities
within which the bags are located. The expanding gas bags displace
any remaining air in this area, and force it overboard through
vents in the spars. The aircraft therefore becomes lighter than
air, and rises.
[0038] As the aircraft rises, the attitude of the aircraft can be
adjusted by pumping water from the main water tank into various
auxiliary water tanks located at various places in the aircraft, as
indicated in block 209. In one preferred embodiment, the auxiliary
water tanks are located at or near the wingtips. Those tanks being
aft of the center of gravity of the aircraft, the transfer of
weight causes the nose of the aircraft to rise relative to the
trailing edge or tail. Inasmuch as the aircraft is also shaped as
an airfoil, this change of attitude causes the entire aircraft to
move forward at a rate proportional to, and far greater than, its
upward velocity.
[0039] Upon reaching the desired cruising altitude, the electric
propulsion motors may be employed, as indicated in block 211, to
provide forward velocity at a constant altitude, or may be used to
maintain a stationary position in the face of a headwind.
Electrical power for the motors is derived from an appropriately
sized fuel cell, which combines hydrogen from the aircraft storage
tanks and oxygen from the atmosphere to produce electrical current.
The fuel cell produces some heat, which can be used to maintain the
temperature of the water in the main water tank, as well as water
vapor, which can then be condensed and returned to the main water
tank.
[0040] When the electric motors are not being used for forward
propulsion, hydrogen in the main, low-pressure storage tanks can be
recompressed and stored in the high-pressure auxiliary tanks, as
represented in block 213. The result of this recompression is a
steady gain in the mass of the aircraft, as air re-enters the main
spar area around the hydrogen gas bags, which are now being
depleted and are thus shrinking in size. Thus, the aircraft
descends.
[0041] As the aircraft gains mass, and begins to sink through the
atmosphere, water in the wingtip tanks (or other auxiliary water
storage tanks) is pumped back into the main water storage tank, as
indicated in block 215, thus moving the center of gravity forward,
and resulting in a nose-down pitching moment. Again, since the
aircraft comprises an airfoil, any sink rate will be accompanied by
a proportionally large horizontal velocity.
[0042] In summary, the aircraft can "porpoise" through the
atmosphere, using the force of gravity to aid in propulsion.
[0043] When it is desired to land, the low-pressure hydrogen is
further depleted, and preferably recompressed and stored in the
high-pressure tanks. As the aircraft nears the landing site,
neutral buoyancy is again selected and the aircraft can be
gradually landed from a hover. Alternatively, a slightly positive
weight condition may be selected, and the aircraft can be landed
like any other glider.
[0044] At all times, lateral control and trim is provided by
transferring water from one wingtip tank (or other auxiliary water
storage tank) to another, and/or between a nose tank and a tail
tank, thus providing a weight shift to bank or pitch the aircraft
one way or the other, or to maintain a level attitude.
[0045] Alternatively, attitude control could be effected in a
conventional manner, by manually or automatically operating various
control surfaces of the aircraft.
[0046] The amount of hydrogen stored on the aircraft may be
maximized by forming the body of the aircraft in a "flying wing" or
a deltoid configuration. FIGS. 3 and 4 provide an example of an
aircraft of the present invention, having a deltoid shape.
[0047] As shown in FIG. 3, the aircraft includes a plurality of
low-pressure hydrogen storage tanks 1, defined by spars 30.
High-pressure hydrogen storage tanks 2 are located adjacent to, and
aft of, the low-pressure tanks. The low-pressure tanks include
hydrogen gas bags 31. Each such tank includes vents 32.
[0048] Electrolyzing unit 33, powered by electricity generated by
solar cells (not shown in FIG. 3 but indicated in FIG. 1),
electrolytes water from main water tank 3, to generate hydrogen
that is pumped, through pump P into the low-pressure or
high-pressure tanks. Oxygen generated by the electrolysis is
largely discarded overboard.
[0049] Fuel cell 4, which may receive hydrogen through compressor
10, generates electricity to power various systems, such as
electric propulsion motors 9, as well as the pumps, compressors,
and aircraft avionics.
[0050] Water transfer pump 8 transfers water among the main water
storage tank 3 and the auxiliary water tanks 7, for controlling the
distribution of aircraft weight, and therefore controlling the
attitude of the aircraft. For clarity of illustration, only two
auxiliary water tanks are shown in FIG. 3, but other such tanks can
be provided, as explained above.
[0051] The aircraft includes a control cabin 5 and canopy 6. Also
shown are control surfaces 11. The control surfaces are shown as
elevons, but for other aircraft configurations, there may be a
conventional combination of elevator, rudder, and ailerons.
[0052] The primary means of propulsion for the aircraft of the
present invention is the active control of the aircraft weight. The
weight of the aircraft is reduced by generating hydrogen in a
solar-powered electrolysis unit, and by using that hydrogen to
displace air from the spar areas. Thus, air in the spar areas is
replaced by hydrogen, which is lighter than air. The weight of the
aircraft is increased by removing the hydrogen from the spar tanks,
thereby allowing atmospheric air to return to the spar areas. By
replacing hydrogen with ordinary air in the spar areas, the weight
of the aircraft is increased. Hydrogen is removed from the main
spar tanks either by compressing it and conveying it to
high-pressure storage tanks, or by using the hydrogen to power a
fuel cell, or some combination of both of the above steps.
[0053] The sequence of filling of the low-pressure hydrogen storage
tanks and the high-pressure hydrogen storage tanks can be varied.
What is important is that when hydrogen is conveyed into the gas
bags in the spar areas, air in the spar areas is forced out,
thereby reducing the overall density of the aircraft, until the
aircraft becomes lighter than air. When hydrogen is conveyed into
the high-pressure tanks, it is for the purpose of storing more
hydrogen on-board.
[0054] During daylight hours, the electrolysis process can be
conducted during all phases of flight. While the aircraft is
gliding downward, the hydrogen being produced can be compressed and
stored in the high-pressure tanks, for later release into the main
spar storage tanks for subsequent climbing.
[0055] The secondary means of propulsion of the aircraft is the
electric motor or motors, which turn external propellers or
internal ducted fans. These units can provide control about the
vertical axis of the aircraft while it is in forward motion, while
it is hovering, or while it is maintaining a fixed position while
flying into a headwind. The motors can also provide desired
acceleration, and/or maintenance of forward speed, while the
aircraft is transitioning from lighter-than-air to heavier-than-air
and back. At these transition points, without active propulsion,
the aircraft velocity would otherwise fall to zero.
[0056] It is apparent from the above description that the aircraft
of the present invention can be controlled as desired to achieve a
desired flight path. The on-board computer is preferably connected
to conventional aircraft instruments, such as an altimeter, an
airspeed indicator, an attitude indicator etc., so as to receive
continuous input concerning the parameters of flight. The computer
can therefore respond to these sensed parameters by generating the
necessary commands to insure that the aircraft performs as desired.
Alternatively, or in addition to the conventional instruments noted
above, the aircraft could be provided with a GPS receiver, the
output of which is operatively connected to the computer, which
could then deduce information about altitude and speed. The
computer could then make the necessary commands to keep the
aircraft on the desired flight path.
[0057] Although the invention has been illustrated with respect to
a deltoid configuration, the invention is not limited to this
particular shape. The deltoid configuration has the advantage that
it maximizes the volume available for gas storage, and maximizes
the surface area for positioning of the solar cells. However, the
body of the aircraft could be formed with other configurations
instead.
[0058] From the above description, it is apparent that the aircraft
can be operated for extended periods of time, since the only
substantial byproduct of the production of electrical power is
water vapor, which is then condensed and recycled for subsequent
separation by electrolysis. No harmful emissions are produced, and
no fuel is depleted. The major limitation to the duration of flight
is leakage of hydrogen and/or water. With proper sealing of tanks
and conduits, the amount of leakage can be held to an insignificant
level.
[0059] It is preferred that the aircraft be operated so as to
continue to generate hydrogen during daylight hours, even if the
hydrogen is not immediately needed. The excess hydrogen can then be
stored in the high-pressure tanks, and can be used at night, when
solar power is not available, to power the fuel cell, and/or to
maintain buoyancy by occupying the gas bags in the main spar
tanks.
[0060] The aircraft is preferably constructed mainly of lightweight
composite materials. The deltoid shape, described above, has an
inherently low radar signature. Thus, an aircraft having a deltoid
shape, constructed according to the present invention, is
especially useful for long-duration surveillance as an unmanned
aerial vehicle (UAV). The aircraft also exhibits relatively little
infrared signature.
[0061] The computer represented by the programming shown in FIG. 2
may be the sole control mechanism if the aircraft is a UAV.
Alternatively, if the aircraft is manned, the computer may still be
used as a buffer between the human operator and the systems of the
aircraft described above. Thus, a human operator could manually
operate switches which generate signals to the computer, and the
computer would generate appropriate commands to the various systems
as described above.
[0062] The invention can be further modified. The aircraft need not
have a deltoid configuration, but could take the form of many other
conventional aircraft. The number and configuration of tanks in the
aircraft, including hydrogen storage tanks and water storage tanks,
can be varied. The steps in the operation of the aircraft are
preferably coordinated by the programmed computer described above,
but other equivalent control devices can be substituted for the
computer. These and other modifications, which will be apparent to
those skilled in the art, should be considered within the spirit
and scope of the following claims.
* * * * *