U.S. patent application number 15/222704 was filed with the patent office on 2016-11-17 for extended endurance air vehicle.
The applicant listed for this patent is William Edmund Nelson. Invention is credited to William Edmund Nelson.
Application Number | 20160332714 15/222704 |
Document ID | / |
Family ID | 52667078 |
Filed Date | 2016-11-17 |
United States Patent
Application |
20160332714 |
Kind Code |
A1 |
Nelson; William Edmund |
November 17, 2016 |
EXTENDED ENDURANCE AIR VEHICLE
Abstract
An air vehicle comprises a vehicle body and a propulsion
assembly. The vehicle body has the shape of a wing airfoil so that
the vehicle body generates lift when air flows over the vehicle
body. The vehicle body has a body longitudinal axis, and includes a
first hull and a second hull that are secured together
side-by-side, the hulls having longitudinal axes that are
substantially parallel to the body longitudinal axis. Each hull
defines a separate fluid chamber that is filled with a fluid that
is at least partially buoyant. The propulsion assembly is secured
to the vehicle body. The propulsion assembly generates thrust and
includes a port front engine, a port rear engine, a starboard front
engine, and a starboard rear engine, wherein at least two of the
engines have independently controlled thrust vectors.
Inventors: |
Nelson; William Edmund; (San
Diego, CA) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Nelson; William Edmund |
San Diego |
CA |
US |
|
|
Family ID: |
52667078 |
Appl. No.: |
15/222704 |
Filed: |
July 28, 2016 |
Related U.S. Patent Documents
|
|
|
|
|
|
Application
Number |
Filing Date |
Patent Number |
|
|
14485685 |
Sep 13, 2014 |
9428257 |
|
|
15222704 |
|
|
|
|
61879421 |
Sep 18, 2013 |
|
|
|
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B64B 1/20 20130101; B64B
1/32 20130101; B64B 1/22 20130101; B64B 1/10 20130101; B64B 1/58
20130101; B64D 27/24 20130101; G05D 1/0011 20130101; B64B 1/12
20130101; B64B 1/02 20130101; B64B 1/28 20130101; B64B 1/34
20130101; B64B 2201/00 20130101; B64D 2211/00 20130101 |
International
Class: |
B64B 1/02 20060101
B64B001/02; G05D 1/00 20060101 G05D001/00; B64B 1/58 20060101
B64B001/58; B64D 27/24 20060101 B64D027/24; B64B 1/32 20060101
B64B001/32; B64B 1/20 20060101 B64B001/20 |
Claims
1-20. (canceled)
21. An air vehicle comprising: a vehicle body having the shape of a
wing airfoil so that the vehicle body generates lift when air flows
over the vehicle body; a propulsion assembly that is secured to the
vehicle body, the propulsion assembly generating thrust and
including a port front engine, a port rear engine, a starboard
front engine, and a starboard rear engine, wherein each engine
includes a pitch actuator that adjusts an angle of thrust about a
first axis, and wherein at least two of the engines include a yaw
actuator that adjusts the angle of thrust about a second axis that
is different from the first axis; and a control assembly that is
electrically connected to the propulsion assembly to independently
control operation of each of the engines, the control assembly
adjusting one of the pitch actuator and the yaw actuator for each
of the engines to adjust the angle of thrust about one of the first
axis and the second axis for each of the engines.
22. The air vehicle of claim 21 wherein each engine includes a yaw
actuator that adjusts the angle of thrust about the second axis,
and wherein the control assembly adjusts both of the pitch actuator
and the yaw actuator for each of the engines to adjust the angle of
thrust about both of the first axis and the second axis for each of
the engines.
23. The air vehicle of claim 21 wherein the vehicle body has a body
longitudinal axis, wherein the port front engine and the port rear
engine are aligned relative to one another in a manner that is
substantially parallel to the body longitudinal axis, and wherein
the starboard front engine and the starboard rear engine are
aligned relative to one another in a manner that is substantially
parallel to the body longitudinal axis.
24. The air vehicle of claim 21 wherein the vehicle body has a body
longitudinal axis; the vehicle body including a first hull having a
first hull longitudinal axis, a second hull having a second hull
longitudinal axis, and a third hull having a third hull
longitudinal axis, the hulls being positioned adjacent to one
another and secured to one another in a side-by-side manner with
the first hull longitudinal axis, the second hull longitudinal
axis, and the third hull longitudinal axis being substantially
parallel to the body longitudinal axis.
25. The air vehicle of claim 24 wherein each hull defines a
separate fluid chamber that is filled with a fluid that is at least
partially buoyant.
26. The air vehicle of claim 25 wherein the control assembly
independently controls operation of each of the engines to enable
vertical takeoff and landing of the air vehicle.
27. The air vehicle of claim 25 wherein each hull is non-rigid,
wherein the separate fluid chamber defined by each hull is filled
with a lighter-than-air gas, and wherein the pressure of the
lighter-than-air gas in each hull maintains the shape of the
respective hull.
28. The air vehicle of claim 24 further comprising a secondary
bladder that is positioned within each hull of the vehicle body and
substantially adjacent to the vehicle body, wherein each secondary
bladder can be selectively inflated to maintain the shape of the
respective hull.
29. The air vehicle of claim 21 wherein the vehicle body includes a
port side, a starboard side, a body front, a body rear, a body
longitudinal axis, and a body transverse axis positioned halfway
between the body front and the body rear; and wherein the port
front engine is secured to the port side of the vehicle body
between the body front and the body transverse axis, the port rear
engine is secured to the port side of the vehicle body between the
body transverse axis and the body rear, the starboard front engine
is secured to the starboard side of the vehicle body between the
body front and the body transverse axis, and the starboard rear
engine is secured to the starboard side of the vehicle body between
the body transverse axis and the body rear.
30. The air vehicle of claim 21 wherein each engine includes a fan
blade assembly, a fan motor that provides a force to rotate the fan
blade assembly to generate thrust, and a fan positioner that
selectively moves the fan blade assembly and the fan motor relative
to the vehicle body, the fan positioner including the pitch
actuator that adjusts the angle of thrust about the first axis and
the yaw actuator that adjusts the angle of thrust about the second
axis.
31. The air vehicle of claim 21 wherein the control assembly
independently controls operation of each of the engines to move and
control movement of the vehicle body during takeoff, in-flight
operations and recovery.
32. The air vehicle of claim 21 wherein the control assembly
includes a vehicle control system that is electrically connected to
the propulsion assembly and that is secured to the vehicle body,
and a remote control system that sends signals to the vehicle
control system to control the propulsion assembly, wherein the
remote control system is adapted to be controlled by a user who is
positioned remotely from the air vehicle.
33. The air vehicle of claim 21 further comprising a battery
assembly that provides power to the propulsion assembly, the
battery assembly being secured to the vehicle body.
34. The air vehicle of claim 33 further comprising a
solar-collector that is formed on an upper surface of the vehicle
body, the solar-collector being usable to recharge the battery
assembly.
35. The air vehicle of claim 21 wherein the vehicle body has a
rounded leading edge, a sharp trailing edge, and an upper surface
and a lower surface each having asymmetric curvature so that the
vehicle body generates lift when air flows over the vehicle
body.
36. An air vehicle comprising: a vehicle body having the shape of a
wing airfoil with a rounded leading edge, a sharp trailing edge,
and an upper surface and a lower surface each having asymmetric
curvature so that the vehicle body generates lift when air flows
over the vehicle body, the vehicle body including (i) a port side,
(ii) a starboard side, (iii) a body front, (iv) a body rear, (v) a
body longitudinal axis, (vi) a body transverse axis positioned
halfway between the body front and the body rear, (vii) a first
hull having a first hull longitudinal axis, (viii) a second hull
having a second hull longitudinal axis, and (ix) a third hull
having a third hull longitudinal axis, the hulls being positioned
adjacent to one another and secured to one another in a
side-by-side manner with the first hull longitudinal axis, the
second hull longitudinal axis, and the third hull longitudinal axis
being substantially parallel to the body longitudinal axis, wherein
each hull defines a separate fluid chamber that is filled with a
lighter-than-air gas, and wherein the pressure of the
lighter-than-air gas in each hull maintains the shape of the
respective hull; a propulsion assembly that is secured to the
vehicle body, the propulsion assembly generating thrust and
including (i) a port front engine that is secured to the port side
of the vehicle body between the body front and the body transverse
axis, (ii) a port rear engine that is secured to the port side of
the vehicle body between the body transverse axis and the body
rear, (iii) a starboard front engine that is secured to the
starboard side of the vehicle body between the body front and the
body transverse axis, and (iv) a starboard rear engine that is
secured to the starboard side of the vehicle body between the body
transverse axis and the body rear; wherein the port front engine
and the port rear engine are aligned relative to one another in a
manner that is substantially parallel to the body longitudinal
axis; wherein the starboard front engine and the starboard rear
engine are aligned relative to one another in a manner that is
substantially parallel to the body longitudinal axis; and wherein
each engine is independently movable in two degrees of freedom,
each engine including a fan blade assembly, a fan motor that
provides a force to rotate the fan blade assembly to generate
thrust, and a fan positioner that selectively moves the fan blade
assembly and the fan motor relative to the vehicle body, the fan
positioner including a pitch actuator that adjusts the angle of
thrust about a first axis and a yaw actuator that adjusts the angle
of thrust about a second axis that is different from the first
axis; and a control assembly that is electrically connected to the
propulsion assembly to control operation of each of the engines,
the control assembly adjusting both of the pitch actuator and the
yaw actuator for each of the engines to adjust the angle of thrust
about both of the first axis and the second axis for each of the
engines.
37. The air vehicle of claim 36 further comprising a secondary
bladder that is positioned within each hull of the vehicle body and
substantially adjacent to the vehicle body, wherein each secondary
bladder can be selectively inflated to maintain the shape of the
respective hull.
38. The air vehicle of claim 36 wherein the control assembly
includes a vehicle control system that is electrically connected to
the propulsion assembly and that is secured to the vehicle body,
and a remote control system that sends signals to the vehicle
control system to control the propulsion assembly, wherein the
remote control system is adapted to be controlled by a user who is
positioned remotely from the air vehicle.
39. The air vehicle of claim 36 wherein the control assembly
independently controls operation of each of the engines to enable
vertical takeoff and landing of the air vehicle.
40. The air vehicle of claim 36 wherein the control assembly
independently controls operation of each of the engines to move and
control movement of the vehicle body during takeoff, in-flight
operations and recovery.
Description
RELATED APPLICATION
[0001] The present application is a continuation application and
claims the benefit under 35 U.S.C. 120 on co-pending U.S. patent
application Ser. No. 14/485,685, filed on Sep. 13, 2014.
Additionally, U.S. patent application Ser. No. 14/485,685 claims
priority on U.S. Provisional Application Ser. No. 61/879,421, filed
Sep. 18, 2013 and entitled "EXTENDED ENDURANCE AIR VEHICLE". As far
as permitted, the contents of U.S. patent application Ser. No.
14/485,685 and U.S. Provisional Application Ser. No. 61/879,421 are
incorporated herein by reference.
BACKGROUND
[0002] Lighter-than-air vehicles have seen significant use since
the Montgolfier brothers' 1783 first successful manned hot air
balloon flight. The designs included various methods to carry the
payload (e.g., pilot, passengers, equipment, etc.), a heating
device to create an air envelope that is lighter than the
surrounding air, and a container to hold the air. Navigation of
these balloons encountered problems with no direct controls to
compensate for wind.
[0003] The concept evolved to include propulsion, controls, and
navigational devices. These devices enabled the air vehicle to
navigate and perform specific missions. For example, in certain
applications, the air vehicle can be utilized for monitoring a
surface environment. Such air vehicles can span the range from
rigid (zeppelin) to non-rigid (blimp) and may include aspects of
each in any design.
[0004] Unfortunately, previously existing designs for the air
vehicles still leave numerous areas for improvement in control and
operation of the air vehicle.
SUMMARY
[0005] The present invention is directed toward an extended
endurance air vehicle (also referred to herein simply as an "air
vehicle") including a vehicle body and a propulsion assembly. In
various embodiments, the vehicle body has the shape of a wing
airfoil so that the vehicle body generates lift when air flows over
the vehicle body. Additionally, in such embodiments, the vehicle
body has a body longitudinal axis. Further, the vehicle body
includes a first hull having a first hull longitudinal axis and a
second hull having a second hull longitudinal axis. The hulls are
positioned side-by side and are secured together. In some
embodiments, each of the first hull longitudinal axis and the
second hull longitudinal axis are substantially parallel to the
body longitudinal axis. Additionally, each hull defines a fluid
chamber that is filled with a fluid that is at least partially
buoyant. The propulsion assembly is secured to the vehicle body.
The propulsion assembly generates thrust to better enable the
vehicle body to be moved as desired in a controlled manner. For
example, in certain embodiments, the propulsion assembly includes a
port front engine, a port rear engine, a starboard front engine,
and a starboard rear engine, wherein at least two of the engines
have independently controlled thrust vectors. In one such
embodiment, each of the engines has independently controlled thrust
vectors.
[0006] This invention relates to the special purpose,
aerodynamically-shaped, remotely controlled, extended endurance air
vehicle (E2AV) that can, in one non-exclusive embodiment, operate
in relatively close proximity to the ground and in direct line of
sight of the operator. Alternatively, the air vehicle, as described
in detail herein, can also operate beyond the line of sight of the
operator. More particularly, the disclosure relates to the
neutrally, or slightly negatively, buoyant lighter-than-air air
vehicle design and operational uses. In one non-exclusive
application, the present invention is directed to an extended
endurance air vehicle for use in monitoring the surface environment
with an initiative user interface and the potential option to
generate power onboard to support extended operations. For example,
a 400 foot altitude, with modern high data rate, low weight sensors
can provide significant information for news media coverage or
local sporting events. The vehicle design allows it to be easily
operated under amateur radio controlled aircraft restrictions with
growth to upscale vehicles and national airspace certification.
Additionally, the air vehicle is naturally scalable for enhanced
payloads and altitudes as described in this application.
[0007] Additionally, the present invention is further directed
toward a method for forming an air vehicle, and an air vehicle that
is remotely controlled by a user.
BRIEF DESCRIPTION OF THE DRAWINGS
[0008] The novel features of this invention, as well as the
invention itself, both as to its structure and its operation, will
be best understood from the accompanying drawings, taken in
conjunction with the accompanying description, in which similar
reference characters refer to similar parts, and in which:
[0009] FIG. 1A is a simplified schematic perspective view
illustration of an embodiment of an extended endurance air vehicle
having features of the present invention;
[0010] FIG. 1B is a simplified schematic side view illustration of
the extended endurance air vehicle illustrated in FIG. 1A;
[0011] FIG. 1C is a simplified schematic top view illustration of
the extended endurance air vehicle illustrated in FIG. 1A;
[0012] FIG. 1D is a simplified schematic front view illustration of
the extended endurance air vehicle illustrated in FIG. 1A;
[0013] FIG. 1E is a cutaway view of the extended endurance air
vehicle illustrated in FIG. 1A;
[0014] FIG. 2 is a simplified schematic illustration of an engine
that can be used with the extended endurance air vehicle
illustrated in FIG. 1A;
[0015] FIG. 3 is a simplified network diagram of vehicle control
and data networks usable with the extended endurance air vehicle
illustrated in FIG. 1A;
[0016] FIGS. 4A and 4B are simplified illustrations of a video
display of a system interface showing data and vehicle control of
the extended endurance air vehicle; and
[0017] FIG. 5 illustrates the general operations of the extended
endurance air vehicle, including take-off, in-flight station
keeping, in-flight holding, and recovery.
DESCRIPTION
[0018] Reference will now be made in detail to various embodiments
of the subject matter, examples of which are illustrated in the
accompanying drawings. While the subject matter discussed herein
will be described in conjunction with various embodiments, it will
be understood that they are not intended to limit the described
subject matter to these embodiments. On the contrary, the presented
embodiments of the invention are intended to cover alternatives,
modifications and equivalents that may be included within the
spirit and scope of the various embodiments as defined by the
appended claims. Furthermore, in the following description of
embodiments, numerous specific details are set forth in order to
provide a thorough understanding of embodiments of the subject
matter. However, embodiments may be practiced without these
specific details. In other instances, well known methods,
procedures and components have not been described in detail so as
to not unnecessarily obscure aspects of the described
embodiments.
[0019] FIGS. 1A-1E provide alternative simplified schematic view
illustrations of an embodiment of an extended endurance air vehicle
10 (also referred to herein simply as an "air vehicle") having
features of the present invention. More specifically, FIG. 1A is a
simplified schematic perspective view illustration of the extended
endurance air vehicle 10; FIG. 1B is a simplified schematic side
view illustration of the extended endurance air vehicle 10; FIG. 1C
is a simplified schematic top view illustration of the extended
endurance air vehicle 10; FIG. 1D is a simplified schematic front
view illustration of the extended endurance air vehicle 10, and
FIG. 1E is a cutaway view of the extended endurance air vehicle 10
illustrated in FIG. 1A.
[0020] A number of Figures include an orientation system that
illustrates an X axis, a Y axis that is orthogonal to the X axis,
and a Z axis that is orthogonal to the X and Y axes. It should be
understood that the orientation system is merely for reference and
can be varied. Moreover, it should be noted that any of these axes
can also be referred to as the first, second, and/or third
axes.
[0021] The specific design of the air vehicle 10 can be varied as
desired. In the embodiment illustrated in the Figures, the air
vehicle 10 comprises a vehicle body 12, a propulsion assembly 14, a
stabilizer assembly 16, a power assembly 18 (illustrated, for
example, in FIG. 1B), a payload assembly 20 (illustrated, for
example, in FIG. 1B), and a control assembly 22. Alternatively, the
air vehicle 10 can be designed to include more components or fewer
components than those specifically illustrated and described
herein. For example, in one non-exclusive alternative embodiment,
the air vehicle 10 can be designed without the stabilizer assembly
16.
[0022] As an overview, in certain embodiments, the air vehicle 10
is uniquely designed to enable improved operational capabilities,
e.g., takeoff, in-flight control and maneuvering, and recovery, as
compared to previous air vehicles. More particularly, the vehicle
body 12 is designed to have a shape that, when combined with the
specific positioning and operation and the propulsion assembly 14,
enables smooth and easy takeoff, precise control and maneuvering
during in-flight operations, and easy recovery for the air vehicle
10.
[0023] The design of the vehicle body 12 can be varied to suit the
specific requirements of the air vehicle 10. In one embodiment, as
shown in FIG. 1A, the vehicle body 12 is non-rigid and is formed in
the shape of a wing airfoil so that the vehicle body 12 generates
lift, e.g., at very slow speeds, when air flows over the vehicle
body 12. More particularly, in this embodiment, the wing airfoil
shape of the vehicle body 12 includes a rounded, leading edge 24, a
sharp, trailing edge 26, and an upper surface 28 and a lower
surface 30 having asymmetric curvature so as to better enable the
vehicle body 12 to generate lift, even at very slow speeds, when
air flows over the vehicle body 12. Additionally, the vehicle body
12 can also be described as including a body front 24A (which
generally coincides with and/or comprises at least a portion of the
leading edge 24), a body rear 26A (which generally coincides with
and/or comprises at least a portion of the trailing edge 26), a
body top 28A (which generally coincides with and/or comprises at
least a portion of the upper surface 28), and a body bottom 30A
(which generally coincides with and/or comprises at least a portion
of the lower surface 30). Alternatively, the vehicle body 12 can be
designed with a different shape.
[0024] The specific wing airfoil shape of the vehicle body 12 is
selected to produce lift at very slow speeds, e.g., substantial
enough to produce sufficient lift in a nominal breeze sufficient
for station keeping, allowing positive contribution from very slow
speed take-off through on-station monitoring and recovery. In one
non-exclusive alternative embodiment, the initial shape of the
vehicle body 12 may be a modified version of a Clark Y 11.7% NACA
airfoil.
[0025] Additionally, in this embodiment, the vehicle body 12
further includes a port side 32, a starboard side 34, a body
longitudinal axis 36 (illustrated, for example, in FIG. 1C) and a
body transverse axis 38 (illustrated in FIG. 1C).
[0026] Further, as shown in FIG. 1A, the vehicle body 12 includes a
plurality of hulls, e.g., a first hull 40A, a second hull 40B, a
third hull 40C and a fourth hull 40D, that are positioned directly
adjacent to one another and are secured to one another in a
side-by-side manner. Alternatively, the vehicle body 12 can include
greater than four or fewer than four hulls.
[0027] Each hull 40A-40D defines a separate fluid chamber 41A-41D
(illustrated in FIG. 1E) that is adapted to be filled with a fluid
(not shown) in order to achieve a desired buoyancy for the vehicle
body 12. For example, the desired buoyancy for the vehicle body 12
can be achieved through using a lighter-than-air gas such as helium
or hydrogen within each of the hulls 40A-40D of the vehicle body
12, or other methods such as heated air similar to what is commonly
used in a hot-air balloon. In one embodiment, the desired buoyancy
is anticipated to be slightly negative to enhance safety. Thus, in
the event of power interruption, the air vehicle 10 will gracefully
descend to the ground. As provided herein, the slight negative
buoyancy of the vehicle body 12 can be easily compensated for by
the vehicle shape and propulsion assembly 14, with additional lift
being provided by the forward velocity generated by the propulsion
assembly 14. In alternative, non-exclusive embodiments, the air
vehicle 10 is designed so that the fluid chambers 41A-41D (via the
fluid) provide lift so that the air vehicle 10 is approximately 75,
80, 85, 90, or 95 percent buoyant. Alternatively, the air vehicle
10 can be designed so that the fluid chambers 41A-41D (via the
fluid) provide lift so that the air vehicle 10 can be operated from
zero to 100 percent buoyant. The vehicle body 12 can be filled with
another suitable fluid that enables the vehicle body 12 to achieve
the desired buoyancy.
[0028] Moreover, the lighter-than-air gas within the hulls 40A-40D
of the vehicle body 12 can be provided at a sufficient pressure
such that the vehicle body 12 maintains its shape and proper
operational capabilities. Stated in another manner, since the
vehicle body 12 can be designed with a non-rigid structure, in such
embodiments the lighter-than-air gas should be provided at a
sufficient pressure such that the vehicle body 12 does not collapse
in on itself and/or does not lose steering or speed control
capabilities. Further, it should also be appreciated that the
pressure of the lighter-than-air gas in the vehicle body 12 must
not be too great so as to over-expand the vehicle body 12. It
should also be appreciated that in order to effectively withstand
the pressure of the fluid within the vehicle body 12, the vehicle
body 12 must be formed from a material having sufficient strength
characteristics. For example, in certain embodiments, the vehicle
body 12, i.e. an outer skin of the vehicle body 12, can be formed
from high strength-to-weight ratio, low gas permeability, flexible
composite laminates. Alternatively, the outer skin of the vehicle
body 12 can be formed from another suitable material.
[0029] Additionally and/or alternatively, in some embodiments,
internal structures may be utilized within the vehicle body 12 to
ensure that the desired shape of the vehicle body 12 is effectively
maintained, e.g., during movement between altitudes of differing
ambient pressure. For example, in one non-exclusive alternative
embodiment, the outer skin of the vehicle body 12 can be maintained
in a rigid state during transition from higher altitude (lower
ambient pressure) to lower altitude (higher ambient pressure)
through inclusions of a secondary air bladder 12B (illustrated in
FIG. 1E) inside the vehicle body 12 and substantially adjacent to
the vehicle body 12 that can be inflated by an electronic motor fan
assembly (not illustrated).
[0030] The multi-hull, multi-chamber design of the vehicle body 12
is designed to improve safety, as well as providing aerodynamic
benefits. For example, in one non-exclusive embodiment, each of the
hulls 40A-40D can be approximately the same size, and thus each of
the hulls 40A-40D can be designed to contain roughly the same
volume of lighter-than-air gas. The use of multiple, independent
chambers allows for the graceful loss of lift in the event of a rip
or puncture in one of the hulls 40A-40D. More specifically, in the
event of such a rip or puncture, this design of the air vehicle 10
still enables a controlled descent to the ground at a reduced
buoyancy descent rate. Moreover, the aerodynamic shape of the
vehicle body 12 in conjunction with the design and positioning of
the propulsion assembly 14 may be capable of overcoming this
reduced buoyancy.
[0031] Alternatively, one or more of the hulls 40A-40D can differ
in size and/or shape as compared to the other hulls 40A-40D. For
example, in one non-exclusive alternative embodiment, each of the
outermost hulls, i.e. the first hull 40A and the fourth hull 40D in
this embodiment, may have a size and/or shape that is different
(larger or smaller) than those of the inner hulls, i.e. the second
hull 40B and the third hull 40C in this embodiment.
[0032] Referring now to FIG. 1B, this Figure illustrates that the
vehicle body 12 can also be defined as including a body length 12L,
which measures the distance between the body front 24A and the body
rear 26A, and a body height 12H, which measures the maximum
distance between the body top 28A and the body bottom 30A. The
specific measurements for the body length 12L and the body height
12H can vary. For example, in certain embodiments, the body length
12L can vary between approximately 2.0 feet and 50.0 feet, and the
body height 12H can vary between approximately 0.6 feet and 15.0
feet. More particularly, (i) in a first embodiment, the vehicle
body 12 can have a body length 12L of approximately 2.0 feet and a
body height 12H of approximately 0.6 feet; (ii) in a second
embodiment, the vehicle body 12 can have a body length 12L of
approximately 5.0 feet and a body height 12H of approximately 1.5
feet; (iii) in a third embodiment, the vehicle body 12 can have a
body length 12L of approximately 15.0 feet and a body height 12H of
approximately 4.5 feet; and (iv) in a fourth embodiment, the
vehicle body 12 can have a body length 12L of approximately 50.0
feet and a body height 12H of approximately 15.0 feet. In each of
such embodiments, the ratio of body length 12L to body height 12H
is approximately 10:3. Alternatively, the body length 12L can be
greater than approximately 50.0 feet, less than approximately 2.0
feet, or another suitable value between 2.0 feet and 50.0 feet;
and/or the body height 12H can be greater than approximately 15.0
feet, less than approximately 0.6 feet, or another suitable value
between 0.6 feet and 15.0 feet. Still alternatively, the ratio of
body length 12L to body height 12H can be greater than or lesser
than 10:3. For example, in certain non-exclusive alternative
embodiments, the ratio of body length 12L to body height 12H can be
approximately 2:1, 5:2, 3:1, 7:2, 4:1, 9:2, 5:1, 6:1, 7:1, 8:1, 9:1
or 10:1.
[0033] As shown in FIG. 1C, the body longitudinal axis 36 extends
along the length of the vehicle body 12 (i.e. parallel to the body
length 12L from the body front 24A to the body rear 26A), and the
body transverse axis 38 is aligned orthogonally to the body
longitudinal axis 36 and is positioned halfway between the body
front 24A and the body rear 26A.
[0034] Additionally, FIG. 1C also illustrates that the vehicle body
12 can be defined as including the body length 12L and a body width
12W, which measures the distance between the port side 32 and the
starboard side 34. As noted, the body length 12L is substantially
parallel to the body longitudinal axis 36. Further, the body width
12W is substantially orthogonal to the body longitudinal axis 36
and substantially parallel to the body transverse axis 38.
[0035] In addition to the variability of the body length 12L, as
noted above; it should be appreciated that the body width 12W can
also be varied as desired. For example, in certain embodiments, the
body length 12L, as noted above, can vary between approximately 2.0
feet and 50.0 feet, and the body width 12W can vary between
approximately 1.4 feet and 35.0 feet. More particularly, (i) in a
first embodiment, the vehicle body 12 can have a body length 12L of
approximately 2.0 feet and a body width 12W of approximately 1.4
feet; (ii) in a second embodiment, the vehicle body 12 can have a
body length 12L of approximately 5.0 feet and a body width 12W of
approximately 3.5 feet; (iii) in a third embodiment, the vehicle
body 12 can have a body length 12L of approximately 15.0 feet and a
body width 12W of approximately 10.5 feet; and (iv) in a fourth
embodiment, the vehicle body 12 can have a body length 12L of
approximately 50.0 feet and a body width 12W of approximately 35.0
feet. In each of such embodiments, the ratio of body length 12L to
body width 12W is approximately 10:7. Alternatively, the body
length 12L can be greater than approximately 50.0 feet, less than
approximately 2.0 feet, or another suitable value between 2.0 feet
and 50.0 feet; and/or the body width 12W can be greater than
approximately 35.0 feet, less than approximately 1.4 feet, or
another suitable value between 0.6 feet and 15.0 feet. Still
alternatively, the ratio of body length 12L to body width 12W can
be greater or lesser than 10:7. For example, in certain
non-exclusive alternative embodiments, the ratio of body length 12L
to body width 12W can be approximately 1:4, 1:3, 1:2, 3:5, 4:5,
1:1, 5:4, 3:2, 2:1, 5:2 or 3:1.
[0036] It should be appreciated that a higher ratio of body length
12L to body width 12W can be utilized to decrease the overall drag
on the vehicle body 12, which is more appropriate for higher speed
operations. Conversely, a lower ratio of body length 12L to body
width 12W can be utilized for a very slow speed, endurance
environment. It should also be appreciated that the correlations
described herein between the body length 12L and the body width 12W
of the vehicle body 12 can be further correlated with the body
height 12H (illustrated in FIG. 1B) as illustrated and describe
herein above.
[0037] Additionally, it should further be appreciated that the
larger sizes for the vehicle body 12 enable certain applications
that may not be possible with the smaller sizes. For example, the
larger sizes of the vehicle body 12 facilitate larger payloads and
higher altitudes including near continuous operations in the
national airspace. Operational uses of such larger embodiments
include news traffic observation, sporting events overhead
coverage, police surveillance, firefighting observation and
support, disaster response with on station video or mobile
communication nodes, direct broadcast high-bandwidth
communications, and airborne cellular stations to fill gaps where
ground stations are not practical. Moreover, potential military
applications include all aspects of Command, Control,
Communications, Intelligence, Surveillance, and Reconnaissance.
[0038] It should also be appreciated that each of the hulls 40A-40D
have an individual hull width that can be combined to equal to the
overall body width 12W. For example, in an embodiment including
four hulls 40A-40D such as shown herein, and with each of the hulls
40A-40D being of substantially equal size (height, width and
length), the hull width of each hull 40A-40D will be approximately,
if not precisely, one-fourth of the overall body width 12W.
Alternatively, it should be appreciated that if the hulls 40A-40D
are of differing sizes, i.e. differing widths, then the individual
hull widths can differ from one another in any desired manner.
[0039] Further, as shown in FIG. 1C, (i) the first hull 40A
includes a first hull longitudinal axis 42A that is substantially
parallel to the body longitudinal axis 36; (ii) the second hull 40B
includes a second hull longitudinal axis 42B that is substantially
parallel to the body longitudinal axis 36; (iii) the third hull 40C
includes a third hull longitudinal axis 42C that is substantially
parallel to the body longitudinal axis 36; and (iv) the fourth hull
40D includes a fourth hull longitudinal axis 42D that is
substantially parallel to the body longitudinal axis 36.
[0040] Connections between the hulls 40A-40D can provide certain
benefits for the air vehicle 10 that enables improved operational
performance of the air vehicle 10. As illustrated in FIGS. 1A, 1B
and 1D, and as noted above, the hulls 40A-40D are positioned
adjacent to one another and are secured to one another in a
side-by-side manner. For example, in one non-exclusive embodiment,
advanced composite walls and composite seams can be utilized
between adjacent hulls 40A-40D to reduce the need for mechanical
support fixtures. Additionally, the walls between the separate air
chambers, i.e. between the hulls 40A-40D, can act as a vertical
attachment point for the payload assembly 20 and electronics, i.e.
within the control assembly 22. Further, as discussed herein below,
the outside walls (i.e. the outer skin) of the vehicle body 12
provide the surface to which the propulsion assembly 14 can be
secured.
[0041] Another key element of the multi-hull, multi-chamber
approach to the design of the vehicle body 12 is the control of
span-wise (i.e. width-wise) airflow through vortex generation
between the air envelopes, i.e. between the hulls 40A-40D. This
essentially traps the air, thereby preventing it from spilling off
the side of the vehicle body 12 and increases the overall vertical
lift capabilities of the air vehicle 10.
[0042] The design of the propulsion assembly 14 can be varied to
suit the specific requirements of the air vehicle 10. Referring to
FIGS. 1A-1C, the propulsion assembly 14 includes a plurality of
engines 44 that are secured to the vehicle body 12. The plurality
of engines 44 generate thrust to provide various desired
operational benefits for the air vehicle 10, e.g., for purposes of
moving and controlling the movement of the vehicle body 12 during
takeoff, in-flight operations and recovery. Further, the plurality
of engines 44 can also be utilized to exercise pitch, roll and yaw
control for the air vehicle 10. Moreover, the problem of the change
in weight due to fuel burn during operations and the potential
difficulty this presents during loading and unloading can also be
addressed through the choice of propulsion assembly 14 and power
assembly 18. For example, as noted herein below, the power assembly
18 can include one or more batteries, where the weight of the
batteries does not change during flight operations. The manner of
securing the engines 44 to the vehicle body 12 will be described in
greater detail herein below.
[0043] In certain embodiments, at least two of the plurality of
engines 44 of the propulsion assembly 14 can have separately and
independently controlled thrust vectors that enable the engines 44
to work in conjunction with one another to provide various desired
operational benefits for the air vehicle 10. More specifically, in
one embodiment, each of the plurality of engines 44 of the
propulsion assembly 14 can have separately and independently
controlled thrust vectors. For example, in the embodiment
illustrated in the Figures, the propulsion assembly 14 includes
four engines 44, i.e. a port front engine 44A, a port rear engine
44B, a starboard front engine 44C and a starboard rear engine 44D.
Alternatively, the propulsion assembly 14 can be designed to
include greater than four or fewer than four engines.
[0044] The positioning of the engines 44A-44D can be varied to
provide the desired performance characteristics for the air vehicle
10. In certain embodiments, it is desired that the front engines
44A, 44C be positioned so as to have unobstructed access to clean
air, and the rear engines 44B, 44D can be positioned before the
vehicle body 12 begins more rapid aero tapering toward the body
rear 26A. For example, in the embodiment illustrated in the
Figures, (i) the port front engine 44A is secured to the port side
32 of the vehicle body 12 between the body front 24A and the body
transverse axis 38; (ii) the port rear engine 44B is secured to the
port side 32 of the vehicle body 12 between the body transverse
axis 38 and the body rear 26A; (iii) the starboard front engine 44C
is secured to the starboard side 34 of the vehicle body 12 between
the body front 24A and the body transverse axis 38; and (iv) the
starboard rear engine 44D is secured to the starboard side 34 of
the vehicle body 12 between the body transverse axis 38 and the
body rear 26A. Additionally, in certain embodiments, (i) the port
front engine 44A can be positioned closer to the body front 24A
than to the body transverse axis 38 (i.e. along the front-most
twenty-five percent (25%) of the body length 12L); (ii) the port
rear engine 44B can be positioned closer to the body rear 26A than
to the body transverse axis 38 (i.e. along the rear-most
twenty-five percent (25%) of the body length 12L); (iii) the
starboard front engine 44C can be positioned closer to the body
front 24A than to the body transverse axis 38 (i.e. along the
front-most twenty-five percent (25%) of the body length 12L); and
(iv) the starboard rear engine 44D can be positioned closer to the
body rear 26A than to the body transverse axis 38 (i.e. along the
rear-most twenty-five percent (25%) of the body length 12L).
Alternatively, the engines 44A-44D can be positioned in a different
manner along the length of the vehicle body 12. For example, the
port front engine 44A and/or the starboard front engine 44C can be
positioned along the front-most five percent, ten percent, fifteen
percent, twenty percent, thirty percent, thirty-five percent, or
forty percent of the body length 12L of the vehicle body 12; and/or
the port rear engine 44B and the starboard rear engine 44D can be
positioned along the rear-most five percent, ten percent, fifteen
percent, twenty percent, thirty percent, thirty-five percent, or
forty percent of the body length 12L of the vehicle body 12. Still
alternatively, the engines 44 can be positioned approximately at
the four corners of the vehicle body 12.
[0045] Additionally, in certain embodiments, the port front engine
44A and the starboard front engine 44C are positioned at
approximately the same position, albeit on opposite sides, along
the body length 12L of the vehicle body 12. Alternatively, the port
front engine 44A and the starboard front engine 44C can be
positioned at different positions along the body length 12L of the
vehicle body 12. Similarly, in certain embodiments, the port rear
engine 44B and the starboard rear engine 44D are positioned at
approximately the same position, albeit on opposite sides, along
the body length 12L of the vehicle body 12. Alternatively, the port
rear engine 44B and the starboard rear engine 44D can be positioned
at different positions along the body length 12L of the vehicle
body 12.
[0046] Additionally, as illustrated in FIG. 1B, in some
embodiments, the port front engine 44A and the port rear engine 44B
are aligned relative to one another in a manner that is
substantially parallel to the body longitudinal axis 36. Stated in
another manner, in such embodiments, the port front engine 44A and
the port rear engine 44B have approximately the same vertical
positioning along the body height 12H of the vehicle body 12. For
example, in one such embodiment, the port front engine 44A and the
port rear engine 44B can each be positioned at approximately the
midpoint along the body height 12H of the vehicle body 12.
Alternatively, the port front engine 44A and the port rear engine
44B can be aligned relative to one another in a manner that is not
substantially parallel to the body longitudinal axis 36. For
example, the port front engine 44A can be higher or lower than the
port rear engine 44B along the body height 12H of the vehicle body
12.
[0047] Similarly, in some embodiments, the starboard front engine
44C and the starboard rear engine 44D are aligned relative to one
another in a manner that is substantially parallel to the body
longitudinal axis 36. Stated in another manner, in such
embodiments, the starboard front engine 44C and the starboard rear
engine 44D have approximately the same vertical positioning along
the body height 12H of the vehicle body 12. For example, in one
such embodiment, the starboard front engine 44C and the starboard
rear engine 44D can each be positioned at approximately the
midpoint along the body height 12H of the vehicle body 12.
Alternatively, the starboard front engine 44C and the starboard
rear engine 44D can be aligned relative to one another in a manner
that is not substantially parallel to the body longitudinal axis
36. For example, the starboard front engine 44C can be higher or
lower than the starboard rear engine 44D along the body height 12H
of the vehicle body 12.
[0048] Further, in one embodiment, each of the engines 44A-44D can
have approximately the same vertical positioning along the body
height 12H of the vehicle body 12. In particular, as shown in FIG.
1D, the port front engine 44A and the starboard front engine 44C
have approximately the same vertical positioning along the body
height 12H of the vehicle 12. Moreover, since the port rear engine
44B and the starboard rear engine 44D are not visible in FIG. 1D,
that can be seen as an indication that the rear engines 44B, 44D
have approximately the same vertical positioning as the
corresponding front engines 44A, 44C.
[0049] Having the front engines 44A, 44C positioned toward the body
front 24A and the rear engines 44B, 44D positioned toward the body
rear 26A of the vehicle body 12, as disclosed herein, in
conjunction with the wing airfoil shape of the vehicle body 12,
enables a fuller, more stable lifting capability, as both the front
and rear of the vehicle body 12 are actively supported.
Additionally, in certain embodiments, the weight of the engines
44A-44D is balanced and offset with the partial lifting capacity.
Moreover, such positioning of the engines 44A-44D also provides
enhanced maneuverability and direct control of each corner of the
vehicle body 12.
[0050] Primary pitch and roll control is exercised through the
articulating engines 44A-44D working independently and/or together
to achieve the correct pitch and roll for the phase of flight or
maneuver. For example, in initial climb-out, the front engines 44A,
44C can first establish the correct attitude of the air vehicle 10
while the rear engines 44B, 44B provide the desired forward thrust.
Alternatively, both front engines 44A, 44C and rear engines 44B,
44D can work together to adjust the vehicle pitch attitude and
provide desired forward thrust. Additionally, the articulating
engines 44A-44D coupled with the partial buoyancy of the vehicle
body 12 allow for a vertical takeoff and/or landing, and transition
to aerodynamic generating lift through the full body airfoil design
in situations where a suitable surface is not available for a
conventional takeoff.
[0051] The stabilizer assembly 16 is provided to assist in
maintaining and/or improving directional stability of the air
vehicle 10. More specifically, the control of the air vehicle 10 is
maintained through the use of the stabilizer assembly 16 in
conjunction with the engines 44A-44D of the propulsion assembly
14.
[0052] The design of the stabilizer assembly 16 can be varied to
suit the specific requirements of the air vehicle 10. As
illustrated in the Figures, the stabilizer assembly 16 can include
at least one stabilizer 46V that is secured to the vehicle body 12
and that cantilevers away from the vehicle body 12. For example, in
this embodiment, the stabilizer assembly 16 includes two
substantially vertically-oriented stabilizers 46V that are secured
to the vehicle body 12 and that cantilever away from the vehicle
body 12. Additionally, as shown, the stabilizers 46V can be
positioned substantially near the body rear 26A and along the upper
surface 28 of the vehicle body 12. In particular, as shown, one
stabilizer 46V can be positioned at an area of connection between
the first hull 40A and the second hull 40B, and the other
stabilizer 46V can be positioned at an area of connection between
the third hull 40C and the fourth hull 40D. Further, in alternative
embodiments, the stabilizers 46V can be formed from a rigid
structure or a non-rigid (e.g., air filled) structure.
Alternatively, the stabilizer assembly 16 can include more than two
stabilizers 46V or only one stabilizer 46V, and/or the stabilizers
can be designed and/or positioned in a different manner than is
illustrated in the Figures.
[0053] Additionally, in one embodiment, the stabilizer assembly 16
can further include one or more small horizontal stabilizers 46H
positioned behind the engines 44A-44D to further assist in
maintaining and/or improving directional stability of the air
vehicle 10.
[0054] It should be appreciated that the use and positioning of the
articulating engines 44A-44D as described, enables the use of
smaller stabilizers 46, as the engines 44A-44D utilize thrust
vectoring to actively control each corner of the vehicle body 12 in
a coordinated manner. Additionally, it should further be
appreciated that this coordinated approach to using the engines
44A-44D reduces the twisting (i.e. torsional loads) that could
otherwise be placed on the vehicle body 12, which may cause
undesired issues with the individual hulls 40A-40D.
[0055] The power assembly 18 provides power to the propulsion
assembly 14 and at least a portion of the control assembly.
Additionally, in certain embodiments, the power assembly 18 can be
secured to the vehicle body 12. For example, in one embodiment, the
power assembly 18 includes one or more batteries (not shown) that
are secured to the vehicle body 12. In that respect, the power
assembly 18 can also be referred to as a "battery assembly".
[0056] Additionally, in some embodiments, as shown, the power
assembly 18 can further comprise a solar-collector 48 that is
coupled to the vehicle body 12. The solar-collector 48 can be
utilized to recharge the battery assembly 18 during operation of
the air vehicle 10, which will enable improved, extended endurance
for the air vehicle 10. For example, in one embodiment, the
solar-collector 48 can comprise a thin-film solar electric
generation material that is coated on and/or attached to the upper
surface 28 of the vehicle body 12, e.g., via rigid or semi-rigid
materials. Additionally and/or alternatively, the solar-collector
48 may incorporate a lightweight, rigid section that is formed on
and/or integrated into the upper surface 28 of the vehicle body 12.
Further, in alternative embodiments, the solar-collector 48 can
form substantially the entire upper surface 28 of the vehicle body
12 or only a portion of the upper surface 28 of the vehicle body 12
depending on the desired generation capability.
[0057] The design of the payload assembly 20 can be varied to suit
the specific requirements of the air vehicle 10 and/or the control
assembly 22. As shown in FIGS. 1B and 1D, the payload assembly 20
includes a payload housing 50 that is secured to the lower surface
30 of the vehicle body 12. In one embodiment, as shown in FIG. 1B,
the payload housing 50 is positioned toward the body front 24A of
the vehicle body 12, i.e. is positioned ahead of the body
transverse axis 38; and, as shown in FIG. 1D, the payload housing
50 is secured to the lower surface 30 of the second hull 40B and
the third hull 40C, i.e. the middle-most hulls, of the vehicle body
12. Stated in another manner, the payload housing 50 is secured to
the lower surface 30 of the vehicle body 12 in the forward center
of the vehicle body 12. In alternative embodiments, the payload
housing 50 can be attached to the lower surface 30 of the vehicle
body 12 or slightly embedded into the lower surface 30 of the
vehicle body 12, with access provided from the bottom using quick
removal and replace fasteners.
[0058] Additionally, the payload housing 50 can be a semi-rigid
structure that is designed to retain and/or support various
components of the control assembly 22. Moreover, in larger
embodiments of the vehicle body 12, the payload housing 50 can
provide the necessary housing for pilots, passengers, equipment,
etc. that may be flying with the air vehicle 10.
[0059] In the embodiment illustrated in the Figures, the payload
assembly 20 further includes a sensor assembly 52 that is coupled
to the payload housing 50. In certain embodiments, the sensor
assembly 52 can include one or more sensors 52A (one is illustrated
in phantom) that are adapted to sense various parameters related to
the movement and positioning of the air vehicle 10. For example, in
some embodiments, the sensors 52A can include accelerometers
(two-axis and/or three axis accelerometers), gyros, a GPS, radar
altimeters, a compass (e.g., magnetic), an airspeed sensor, and a
static pressure sensor in the control path. Alternatively, the
sensor assembly 52 can include more sensors or fewer sensors than
those specifically listed herein.
[0060] Additionally, the sensors 52A may be augmented with fixed
devices that are positioned on the outer skin of the vehicle body
12. Further, one or more of the sensors 52A can be air-cooled or
can use electronic fans to augment the air cooling. With particular
sensors 52A or in alternate configurations, enhanced avionics
environmental controls may be used. Moreover, the sensor assembly
52 may comprise one or more of electro-optic, infrared,
radio-frequency, or multi-spectral sensors. Additionally, quick
changing of the sensors 52A of the sensor assembly 52 allows for
rapid reconfiguration to suit particular mission requirements.
[0061] In one embodiment, the air vehicle 10 may be fitted with
navigation lighting for night and national airspace operations.
Further, special handling and support equipment can also be
included with the air vehicle 10 to safeguard the air vehicle 10 in
transit, during flight preparation and recovery, and during ground
operations.
[0062] Additionally, in one embodiment, an image capturing device
53, e.g., a camera, can be coupled to a housing bottom 54 of the
payload housing 50 within a movable support assembly 56. For
example, the camera 53 can be housed within a lightweight,
rotatable turret assembly that is mounted on the housing bottom 54
of the payload housing 50. With this design, the camera 53 can be
pointed in any desired direction to provide a clear unobstructed
360 degree view of below the air vehicle 10 up to the horizon.
[0063] The control assembly 22 enables the proper and desired
control of the air vehicle 10. Additionally, the design of the
control assembly 22 can be varied to suit the specific requirements
of the air vehicle 10. For example, in one embodiment, the control
assembly 22 includes a vehicle control system 58 (illustrated in
phantom) and a remote control system 60. Alternatively, the control
assembly 22 can be designed without the remote control system
60.
[0064] In one embodiment, the vehicle control system 58 is secured
to the vehicle body 12. Further, the vehicle control system 58 is
electrically connected to the propulsion assembly 14 to control the
operation of each of the engines 44A-44D. The vehicle control
system 58 can include one or more processors and circuits.
Additionally, the vehicle control system 58 can also include a
transmitter (not shown) for transmitting data, instructions or
information (images, sensed data, etc.) to the remote control
system 60, and a receiver (not shown) for receiving such data,
instructions or information from the remote control system 60.
[0065] Additionally, the remote control system 60 is adapted to
send signals to the vehicle control system 58 in order to
effectively control the operation of the propulsion assembly 14. In
certain applications, the remote control system 60 is adapted to be
controlled by a user who is positioned remotely from the air
vehicle 10. The remote control system 60 can include one or more
processors and circuits. Additionally, the remote control system 60
can include a transmitter (not shown) for transmitting data,
instructions or information (images, sensed data, etc.) to the
vehicle control system 58, and a receiver (not shown) for receiving
such data, instructions or information from the vehicle control
system 58. With this design, data, instructions and/or information
can be freely transferred between the vehicle control system 58 and
the remote control system 60. Thus, the remote user is able to
effectively, efficiently and precisely control the operation of the
air vehicle 10.
[0066] Certain features and aspects of the control assembly 22, and
the operation thereof, will be discussed in further detail herein
below.
[0067] As noted above, FIG. 1E is a cutaway view of the extended
endurance air vehicle 10 illustrated in FIG. 1A. More particularly,
FIG. 1E illustrates certain additional features of the air vehicle
10 and/or the vehicle body 12. For example, FIG. 1E illustrates
that each hull 40A-40D defines a separate, sealed fluid chamber
41A, 41B, 41C, 41D. Additionally, each hull 40A-40D can include one
or more secondary air bladders 12B that can be positioned inside
the respective hull 40A-40D and substantially adjacent to the
vehicle body 12. Additionally, as noted above, the secondary air
bladder 12B can be utilized for purposes of enabling the vehicle
body 12 to effectively maintain its shape during movement between
altitudes.
[0068] During use of the air vehicle 10, the air vehicle 10 is
subjected to differing ambient pressures, e.g., during movement
between lower altitudes (with higher ambient pressure) and higher
altitudes (with lower ambient pressure). To accommodate for such
pressure changes, the secondary air bladder 12B may be selectively
moved along a continuum between an expanded position (not shown)
and a collapsed position (as shown in FIG. 1E). As shown in FIG.
1E, the secondary air bladder 12B is illustrated in the collapsed
position substantially adjacent to an inner surface near the body
top 28A and the body bottom 30A of the vehicle body 12. In one
embodiment, the secondary air bladder 12B can be selectively filled
or emptied by an electronic motor fan assembly (not illustrated) or
another filler assembly to enable the secondary air bladder 12B to
move between the expanded position and the collapsed position.
Alternatively, the secondary air bladder 12B can be powered in
another suitable manner.
[0069] Generally speaking, as is known, as altitude increases, the
ambient pressure decreases. If only low altitude flying is desired,
the fluid chambers 41A-41D can be fully filled and the secondary
air bladders 12B can be left empty. For only low altitude flying,
it may not be necessary to compensate for the relatively small
changes in pressure.
[0070] Alternatively, if high altitude flying is desired, the fluid
chambers 41A-41D can be partly filled (less than fully filled).
Prior to takeoff, the secondary air bladders 12B can be filled with
the electronic motor fan assembly so that the hulls 40A-40D are
maintained rigid. Subsequently, as the air vehicle 10 moves upward,
the ambient pressure drops. During this time, the sealed fluid
chambers 41A-41D will expand as a result of the decrease in ambient
pressure. During this time, fluid can be released from the
secondary air bladders 12B to accommodate the expansion of the
sealed fluid chambers 41A-41D. Subsequently, during descent, fluid
can be moved in the secondary air bladders 12B to accommodate the
contraction of the sealed fluid chambers 41A-41D.
[0071] Additionally, one or more of the fluid chambers 41A-41D can
include a pressure relieve valve that releases the pressure in the
respective fluid chamber 41A-41D to inhibit overexpansion of the
respective hull 40A-40D.
[0072] Figured 2 is a simplified schematic illustration of an
engine 244 that can be secured to the vehicle body 12 (illustrated
in FIG. 1A) and used as part of the air vehicle 10 (illustrated in
FIG. 1A). More particularly, the engine 244 can be used as any of
the port front engine 44A, the port rear engine 44B, the starboard
front engine 44C and/or the starboard rear engine 44D as
illustrated as described above.
[0073] As described herein, the engine 244 is movable in two
degrees of freedom, i.e. pitch (about the Z axis) and yaw (about
the X axis), which allows for direct control of vehicle yaw in a
coordinated manner. The design of the engine 244 and the means of
attaching the engine 244 to the air vehicle 10, i.e. to the vehicle
body 12, can be varied. As shown in this embodiment, the engine 244
includes (i) a fan blade assembly 262 (illustrated in phantom, also
referred to herein simply as a "blade assembly"), (ii) a blade
housing 264, (iii) a fan motor 266, (iv) a fan positioner 268
including a motor actuation arm 270, a pitch actuator 272, e.g., an
electronic actuator, a yaw pivot 267A, and a yaw actuator 267B,
e.g. an electronic actuator, and (v) an attachment assembly 274 for
attaching the engine 244 to the vehicle body 12. Alternatively, the
engine 244 can have a different design, with more or fewer
components than those listed above. For example, in one
non-exclusive alternative embodiment, the engine 244 can be
designed without the blade housing 264.
[0074] The blade assembly 262 rotates to generate thrust that can
be utilized to move the air vehicle 10. In certain non-exclusive
alternative embodiments, the blade assembly 262 can comprise a
2-blade propeller, a multi-blade propeller, or a ducted fan.
Alternatively, the blade assembly 262 can have another suitable
design.
[0075] The blade housing 264 provides a protective housing for the
blade assembly 262 while allowing for air to pass therethrough
(e.g. through a screen). More particularly, the blade housing 264
is adapted to substantially encircle a perimeter of the blade
assembly 262 to inhibit the blade assembly 262 from harming an
operator of the air vehicle. Stated in another manner, with this
design, the blade assembly 262 can be positioned substantially
within the blade housing 264. Additionally, the blade housing 264
can function as a safety measure that inhibits fingers, etc. from
getting caught in the blade assembly 262.
[0076] In one embodiment, the blade housing 264 includes an outer
housing member 264A and an inner housing member 264B (illustrated
in phantom) that is positioned substantially within the outer
housing member 264A. The blade assembly 262 can be adapted to move
in certain, e.g., two, degrees of freedom with the inner housing
member 264B. During use of the engine 244, the inner housing 264B
can be selectively moved relative to the outer housing member 264A
to selectively adjust an angle of thrust that is generated by the
engine 244.
[0077] The fan motor 266 provides a force that rotates the blade
assembly 262 in order to generate thrust. For example, as
illustrated in FIG. 2, the fan motor 266 can provide a force to
rotate the blade assembly 262 about a blade axis 263. In one
embodiment, the fan motor 266 can be mounted external to the
vehicle body 12 at the end of the motor actuation arm 270 of the
fan positioner 268. The fan motor 266 can have any suitable design
that can effectively provide the desired force to rotate the blade
assembly 262. For example, the fan motor 266 can be an electrical
motor.
[0078] The fan positioner 268 selectively moves, i.e. adjusts the
position and/or orientation of, the blade assembly 262 and the fan
motor 266 relative to the vehicle body 12. More specifically, the
fan positioner 268 selectively moves the blade assembly 262 (i.e.
within the inner housing member 264B) and the fan motor 266, e.g.,
about the X axis and/or about the Z axis as shown in FIG. 2,
relative to the vehicle body 12 to selectively adjust an angle of
thrust that is generated by the engine 244. For example, the fan
positioner 268 can selectively move the inner housing 264B, and
thus the blade assembly 262 to selectively control pitch and yaw of
the engine 244.
[0079] As noted above, in this embodiment, the fan positioner 268
includes the motor actuation arm 270 and the pitch actuator 272.
During use, the pitch actuator 272 controls the pitch positioning
of the fan motor 266, with the positioning being controlled through
selective movement of the motor actuation arm 270 via the pitch
actuator 272. Thus, the pitch actuator 272 is able to control the
position of the blade assembly 262, about the Z axis, and
selectively adjust the angle of thrust about the Z axis that is
generated by the engine 244. Moreover, the specific operation of
the fan positioner 268, the fan motor 266 and the blade assembly
262 can be controlled via feedback communication with the control
assembly 22 (illustrated in FIG. 1A).
[0080] Further, in this embodiment, the fan positioner 268 includes
a yaw pivot 267A, and a yaw actuator 267B. During use, the yaw
actuator 267B controls the yaw positioning of the fan motor 266,
with the positioning being controlled through selective movement
about the yaw pivot 267A via the yaw actuator 267B. Thus, the yaw
actuator 267B is able to control the position of the blade assembly
262, about the X axis, and selectively adjust the angle of thrust
about the X axis that is generated by the engine 244. Moreover, the
specific operation of the yaw actuator 267B can be controlled via
feedback communication with the control assembly 22 (illustrated in
FIG. 1A).
[0081] Additionally, as noted above, the attachment assembly 274 is
provided for attaching the engine 244 to the vehicle body 12, i.e.
for mounting the engine 244 to the outer skin of the vehicle body
12. As shown, the attachment assembly 274 can include a mounting
frame 276 and a support bracket 278 that cooperate to attach the
engine 244 to the vehicle body 12. In this embodiment, the fan
positioner 268, i.e. the actuator 272, is coupled to the mounting
frame 276, and the mounting frame is coupled to the support bracket
278 that directly attaches to the vehicle body 12. Moreover, the
support bracket 278 provides additional support near the attachment
locations where the engines 244 are secured to the vehicle body
12.
[0082] It should be noted that the independent pitch and yaw
control of the angle of thrust for each motor can be adjusted and
controlled in another fashion than illustrated in FIG. 2.
[0083] FIG. 3 is a simplified network diagram of vehicle control
and data networks usable with the air vehicle illustrated in FIG.
1A. Additionally, key control devices are identified that can be
used with various embodiments of the air vehicle. Further,
integration of payload output and/or output generated from the
sensor assembly is also illustrated.
[0084] As illustrated in FIG. 3, in certain non-exclusive
embodiments, the extended endurance air vehicle can employ two
interrelated and/or interconnected data paths for command and
control of the air vehicle. For example, the payload control can be
conducted using one data transfer protocol and the vehicle control
can be conducted using a second protocol that can be interrelated
and/or interconnected via a central computer or special purpose
flight control computer.
[0085] The initial development and operational use of the air
vehicle enables RC aircraft type radio control equipment to be
employed for development and backup vehicle control. In alternate
configurations, a second command and control path can be maintained
through specific data link, cellular, or satellite network. The
primary data path for early operations may include a Wi-Fi device
and/or Bluetooth connection. Additionally, the data path will carry
internet-protocol based vehicle and payload command and sensor
downlink data.
[0086] Anticipated output can include such features as full motion
video and sensor pointing location, although additional output can
also be appreciated through use of the vehicle control and data
networks identified herein with the air vehicle. The link may also
provide for continuous monitoring of critical information and
vehicle health. Additionally, the link can provide in-flight
diagnostics to enhance vehicle safety.
[0087] Further, in certain embodiments, GPS may also be included in
the ground control equipment, i.e. the remote control system, and
the differential GPS correction sent through the command or data
link to the air vehicle to improve the positional accuracy.
[0088] FIGS. 4A and 4B are simplified illustrations of a video
display of a system interface showing data and vehicle control of
the air vehicle. More particularly, FIG. 4A illustrates the system
interface 480A including a command screen overlaid on geospatial
mapping data and vehicle/payload health information; and FIG. 4B
illustrates the system interface 480B including a payload/sensor
focused screen with minimized command information.
[0089] As shown in FIG. 4A, with the geospatial focus of the system
interface 480A, the video display primarily indicates such features
as a map or image background, a route of flight display, and/or a
sensor pointing display. Secondarily to the geospatial focus in
this view of the system interface 480A are included such features
as (i) a video nose camera over attitude direction indicator; (ii)
vehicle status information, e.g., altitude, speed, flight time,
battery life, etc.; (iii) vehicle control information, e.g.,
indicators to follow mission plan and/or return to base; and (iv)
sensor image. Additionally and/or alternatively, the system
interface 480A can include further information or data than is
disclosed herein.
[0090] Additionally, as shown in FIG. 4B, with the payload/sensor
focus of the system interface 480B, the video display primarily
indicates imagery generated from the one or more sensors that are
provided with the air vehicle. Secondarily to the sensor image
focus in this view of the system interface 480B are included such
features as (i) a video nose camera over attitude direction
indicator; (ii) vehicle status information, e.g., altitude, speed,
flight time, battery life, etc.; (iii) vehicle control information,
e.g., indicators to follow mission plan and/or return to base; and
(iv) geospatial image data and information such as a map or image
background, a route of flight display, and/or a sensor pointing
display. Additionally and/or alternatively, the system interface
480B can include further information or data than is disclosed
herein.
[0091] In one embodiment, the desired control method can be
provided through a touch screen tablet type device, i.e. system
interface, that allows the setting of takeoff, navigation, holding,
and recovery modes and locations. The selected locations can be
superimposed on a geospatial image or map (such as is shown in FIG.
4A). Additionally, as noted, status and health information for the
air vehicle can also be displayed.
[0092] FIG. 5 illustrates a non-exclusive example of the general
operations of the extended endurance air vehicle 510, including
take-off, in-flight station keeping, in-flight holding, and
recovery. More particularly, FIG. 5 illustrates a non-exclusive
example of the general flight pattern of the air vehicle 510
through such general operations.
[0093] Initially, once the operator (or user) powers on the air
vehicle 510, the operator either places the air vehicle 510 on a
smooth surface or holds the air vehicle in an appropriate direction
for launch. At takeoff command, the air vehicle 510 climbs straight
ahead until it reaches approximately twenty-five feet in altitude,
as measured using a radar/laser altimeter or other means to
accurately identify the altitude.
[0094] The air vehicle 510 then transitions to the commanded
latitude/longitude control using the initiative map interface. It
should be appreciated that with the unique design of the air
vehicle 510, as described in detail herein above, the slow speed
capability of the air vehicle 510 enables station keeping with only
a moderate breeze. In this mode, the air vehicle 510 will use the
relative movement of the air mass to maintain the desired precise
geographic location. In a situation where the air mass is still,
holding can be initiated through a series of coordinated turns in a
relatively confined area. Additionally, it should be appreciated
that the payload pointing, i.e. the pointing of the camera 53
(illustrated in FIG. 1B) and/or sensors 52A (illustrated in FIG.
1B) of the sensor assembly (illustrated in FIG. 1B), can be
maintained through the use of the movable support assembly 56
(illustrated in FIG. 1B), e.g., the turret assembly, throughout the
maneuver.
[0095] Finally, recovery is commanded by the operator using either
a directed recovery reverse course to landing or to a recovery
point picked by the operator. The operator secures the vehicle 510
in flight or once on the ground. Alternatively, the air vehicle 510
can be effectively controlled during flight operations via direct
control of the motors and actuators through a remote control style
control console.
[0096] It is understood that although a number of different
embodiments of the air vehicle 10 have been illustrated and
described herein, one or more features of any one embodiment can be
combined with one or more features of one or more of the other
embodiments, provided that such combination satisfies the intent of
the present invention.
[0097] While a number of exemplary aspects and embodiments of the
air vehicle 10 have been discussed above, those of skill in the art
will recognize certain modifications, permutations, additions and
sub-combinations thereof. It is therefore intended that the
following appended claims and claims hereafter introduced are
interpreted to include all such modifications, permutations,
additions and sub-combinations as are within their true spirit and
scope.
* * * * *