U.S. patent application number 15/503470 was filed with the patent office on 2017-08-24 for unmanned glider system for payload dispersion.
The applicant listed for this patent is ALMOG RESCUE SYSTEMS LTD.. Invention is credited to Ariel Zilberstein.
Application Number | 20170240276 15/503470 |
Document ID | / |
Family ID | 55303938 |
Filed Date | 2017-08-24 |
United States Patent
Application |
20170240276 |
Kind Code |
A1 |
Zilberstein; Ariel |
August 24, 2017 |
UNMANNED GLIDER SYSTEM FOR PAYLOAD DISPERSION
Abstract
A disposable unmanned aerial glider (UAG) with pre-determined
UAG flight capabilities. The UAG comprises a flight module
comprising at least one aerodynamic arrangement; and a fuselage
module comprising a container configured for storing therein a
payload and having structural integrity. The container is
pressurized so as to maintain structural integrity thereof at least
during flight, so that the UAG flight capabilities are provided
only when the container is pressurized.
Inventors: |
Zilberstein; Ariel; (Giv'at
Ada, IL) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
ALMOG RESCUE SYSTEMS LTD. |
Haifa |
|
IL |
|
|
Family ID: |
55303938 |
Appl. No.: |
15/503470 |
Filed: |
August 11, 2015 |
PCT Filed: |
August 11, 2015 |
PCT NO: |
PCT/IL2015/050820 |
371 Date: |
February 13, 2017 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B64D 5/00 20130101; A62C
3/025 20130101; A62C 3/0242 20130101; B64C 39/024 20130101; B64C
2201/201 20130101; B64D 1/10 20130101; B64D 1/16 20130101; B64C
2201/102 20130101; B64C 31/02 20130101; B64C 2201/128 20130101;
B64C 2201/206 20130101 |
International
Class: |
B64C 31/02 20060101
B64C031/02; A62C 3/02 20060101 A62C003/02; B64D 5/00 20060101
B64D005/00; B64D 1/10 20060101 B64D001/10; B64C 39/02 20060101
B64C039/02; B64D 1/16 20060101 B64D001/16 |
Foreign Application Data
Date |
Code |
Application Number |
Aug 11, 2014 |
IL |
234058 |
Claims
67. A disposable unmanned aerial glider (UAG) with pre-determined
UAG flight capabilities, the UAG comprising: a flight module
including at least one aerodynamic arrangement; and a fuselage
module including a container configured for storing therein a
payload and having structural integrity, the container being
pressurized so as to maintain structural integrity thereof at least
during flight, so that the UAG flight capabilities are provided
only when the container is pressurized.
68. The UAG according to claim 67, wherein the flight module is
configured for being attached to any one of a variety of fuselage
modules, designed for different applications of the UAG.
69. The UAG according to claim 68, wherein each of the variety of
fuselage modules defines a specific UAG flight capability thereof
and also defines a flight mode including specific conditions of
dispersion and impact.
70. The UAG according to claim 67, wherein the payload contributes
to maintaining the at least one aerodynamic arrangement of the
fuselage module, thereby providing the UAG with at least some of
the required flight capabilities.
71. The UAG according to claim 67, wherein the fuselage module
includes an avionic cell having a hollow configured for
accommodating therein equipment required at least for controlling
the flight of the UAG and for the dispersion of payload.
72. The UAG according to claim 67, wherein the fuselage module
includes at least one of a front payload chamber and a rear payload
chamber, and wherein the fuselage module includes a filling valve
configured for introducing payload into the chamber.
73. The UAG according to claim 72, wherein the avionic cell
accommodates at least an accumulator including an inflator cell
containing therein a pressurized gas, and is associated with a
dispersion control unit and with a front inflation port and a rear
inflation port.
74. The UAG according to claim 73, wherein the inflator cell is
configured to release the pressurized gas into the inflation ports
allowing the pressurized gas to expand within the payload chambers,
under any one of the following parameters: the payload is dispersed
at a rate of approx. 300 liters within 300-500 milliseconds; the
pressurized gas in the accumulator is pressurized to between 50-250
atm; or the payload is discharged to a distance of between 10-50
m.
75. The UAG according to claim 67, wherein the flight module
includes a wing foldable with respect to the fuselage module when
attached thereto in order to have a first, folded state for storing
of the UAG when not in operation, and a second, deployed state for
operation of the UAG.
76. The UAG according to claim 75, wherein the fuselage module has
a longitudinal axis, and in the first, folded state, the wing
extends along the axis while in the second, deployed state, the
wing extends generally transverse to the longitudinal axis.
77. The UAG according to claim 67, wherein at least a part of the
UAG or the entire UAG is configured for being disposable.
78. The UAG according to claim 67, configured for being stacked
with a plurality of the UAGs one on top of the other so that one
wing of one of the UAGs serves as a resting surface for a fuselage
of a top neighboring one of the UAGs.
79. A storage device configured for accommodating therein a
plurality of the UAGs according to claim 67, the storage device
being configured for controllable release of UAGs therefrom.
80. The storage device according to claim 79, wherein the storage
device is configured for mounting onto a carrier from which the
UAG's are to be discharged.
81. The storage device according to claim 79, wherein the storage
device includes a control arrangement effective for performing at
least the following: receiving data regarding release of the UAGs
therefrom; controlling the regulating arrangement in order to
release the UAGs therefrom in a predetermined sequence/order; or
monitoring the release of the UAGs in order to keep track of which
UAGs have been released and which are still received within the
storage device.
82. The storage device according to claim 79, wherein the storage
device includes a flexible structure configured for assuming a
first, unfolded state in which the UAGs can be mounted to or
released from the storage device and a second, folded state, in
which the storage device is configured for compact storage, while
holding therein the UAGs.
83. The storage device according to claim 82, wherein release of
the UAGs from the storage device takes place by gradual shifting of
the storage device from the folded state to the unfolded state.
84. A disposable UAV, comprising: a fuselage module including a
container configured for storing therein a payload at a
predetermined positive pressure contributing, on the one hand, to
the structural integrity of the fuselage module, at least during
flight, and on the other hand to the capability of dispersing the
payload from the container.
85. The UAG according to claim 84, wherein the container includes a
thin-walled structure that, without the presence of pressurized
payload therein, is of lower structural integrity incapable of
maintaining the same structural integrity as the filled fuselage,
at least during flight.
86. The UAG according to claim 84, wherein at least a part of the
UAG or the entire UAG is configured for being disposable.
Description
TECHNOLOGICAL FIELD
[0001] The invention relates to Unmanned Aerial Vehicles (UAV), in
particular, unmanned gliders configured for being remotely operated
across a desired area.
BACKGROUND
[0002] It is well known to use unmanned aerial vehicles in order to
deliver payload to a predetermined area, and then either place the
payload within that area or to disperse it therein.
[0003] Such unmanned aerial vehicles are used for a great variety
of applications, mostly applications in which it is desirable to
provide a payload to an area which is not accessible by human
beings, and/or that the conditions in the area put humans in too
great of a risk to deliver the payload.
[0004] Examples of such applications can be fire distinguishing
UAVs configured for dispersing water and flame-retardant substances
over a burning area (e.g. a forest fire), dispersion of pesticides,
delivery of supplies (medical, food and otherwise) to inaccessible
areas etc.
[0005] The UAVs described above can be roughly divided into two
groups of UAVs: [0006] motorized UAVs--equipped with a motor and
capable of flight on their own with full maneuvering capability;
and [0007] non-motorizes UAVs--UAV lacking a motor which are
configured for being dropped or deployed from a carrier.
[0008] Non-motorized UAVs can still be equipped with maneuvering
elements (ailerons, winglets etc.) allowing them some degree of
maneuverability once deployed from the carrier.
[0009] Several examples of UAVs as described above are listed
below:
[0010] US2009/205845A which discloses a method for extinguishing
fires includes the steps of loading an unmanned aerial vehicle
(UAV) onto a transport aircraft and carrying the UAV to an altitude
and location in proximity to a fire area. The UAV is launched from
the transport aircraft and guided over the fire area using
controllable fixed or deployable aerodynamic structures operably
connected to the UAV. Once over the appropriate location, the UAV
releases fire extinguishing or retardant material onto the fire or
anticipated fire path.
[0011] Aerovironment Hawkeye Unmanned Logistics Aerial Vehicle
(ULAV) is a tandem wing glider designed to covertly deliver
critical payloads to ground personnel. It is designed for standoff,
high-altitude, air launched deployment. This expendable glider is
designed to fly autonomously or under remotely piloted, reaching
its payload delivery point with high precision (Marked by FF).
[0012] U.S. Pat. No. 8,237,096 which discloses an apparatus and
methods provide a kit for converting a conventional mortar round
into a glide bomb. Mortar rounds are readily available to combat
personnel and are small and light enough to be carried by
relatively small unmanned aerial vehicles (UAVs) such as the RQ-7
Shadow. Advantageously, the kit provides both guidance and
relatively good standoff range for the UAV such that the
kit-equipped mortar round can be dropped a safe distance away from
the intended target so that the UAV is not easily observed near the
intended target.
[0013] US2007/018033 which discloses an aerial deliver system
mounts a payload to an air delivery vehicle for aerial deployment
by air into water from a location remote from the target region.
The air delivery vehicle includes deployable wings and tail fins
for gliding or powered flight to a target region. A release
mechanism between the air delivery vehicle and the payload provides
a clean separation between the two.
[0014] US2012138727 a sonar buoy includes a fuselage having a
tube-like shape, one or more wings coupled to the fuselage, an
engine coupled to the fuselage and operable to propel the sonar
buoy through flight, and a guidance computer operable to direct the
sonar buoy to a predetermined location. The sonar buoy further
includes a sonar detachably coupled to the fuselage and forming at
least a part of the fuselage, and a rocket motor detachably coupled
to the fuselage. The one or more wings are operable to be folded
into a position to allow the sonar buoy to be disposed within a
launch tube coupled to a vehicle and to automatically deploy to an
appropriate position for flight after the sonar buoy is launched
from the launch tube. The rocket motor propels the sonar buoy from
the launch tube and detaches from the fuselage after launch.
[0015] There is also known a transport helicopter, the Sikorsky
s-64 CH-54, which is a twin-engine heavy-lift helicopter designed
as an enlarged version of the prototype Flying Crane S-60, and
comprise merely a helicopter skeleton configured for attachment
thereto of a transport container, serving as its fuselage.
[0016] Acknowledgement of the above references herein is not to be
inferred as meaning that these are in any way relevant to the
patentability of the presently disclosed subject matter.
GENERAL DESCRIPTION
[0017] According to a first aspect of the subject matter of the
present application there is provides a disposable unmanned aerial
glider (UAG) with pre-determined UAG flight capabilities, the UAG
comprising a flight module comprising at least one aerodynamic
arrangement; and a fuselage module comprising a container
configured for storing therein a payload and having structural
integrity, said container being pressurized so as to maintain
structural integrity thereof at least during flight, so that said
UAG flight capabilities are provided only when the container is
pressurized.
[0018] The term `flight` used herein should be understood as
referring to the movement of objects through an atmosphere in a
manner generating lift. In other words, objects moving under a
simple ballistic trajectory cannot be considered as having `flight
capabilities` under the present application.
[0019] The flight module can comprise a majority of aeronautical
and avionic components required for flight of the UAG, e.g.
wing/aerial arrangement, navigation equipment, telemetry,
communication etc., providing the flight module with initial flight
capabilities, which do not meet the requirements of the UAG flight
capabilities, and are usually inferior thereto.
[0020] Under the above arrangement, the flight module can be
attached to any one of a variety of fuselage modules, designed for
different applications of the UAG, each of which can define its
specific UAG flight capabilities. Alternatively, the flight module
and fuselage module can be integrated with one another.
[0021] Per the first example above, when the fuselage module and
flight module are not integrated with one another, the fuselage
module can be configured for selective detachment from the flight
module during operation, for example, when reaching its target.
[0022] For example, if the UAG is intended for fire extinguishing
purposes, the fuselage can be a fire-extinguishing fuselage
containing therein corresponding materials, wherein its attachment
to the flight module forms a fire-extinguishing UAG. If, on the
other hand, the UAG is intended for dispersion of electronic
elements over a certain area (e.g. to gather data regarding certain
climatic, pollution and/or other conditions, detecting the presence
of pests and even evaluating the condition of crops), then the
fuselage can contain said electronic elements, its attachment to
the flight module forming a specific UAG making use of these
artifacts. In both cases, the fuselage modules make use of
identical flight modules, as described above.
[0023] It is appreciated that the flight capabilities required for
the fire-extinguishing and provided by the combination of a
fire-extinguishing fuselage and the flight module may differ from
the flight capabilities required for dispersion of electronic
elements and provided by the combination of a fuselage filled with
electronic components and the flight module.
[0024] Under a particular design, the payload can be received
within the container at a predetermined positive pressure
contributing to the structural integrity of the fuselage module,
especially during flight.
[0025] Specifically, the arrangement can be such that the container
is a thin-walled structure, which, without the presence of
pressurized payload therein, is of lower structural integrity, i.e.
is incapable of maintaining the same structural integrity as the
filled fuselage, at least during flight.
[0026] It is understood that the comparison of `structural
integrity` between two configurations is directed the ability of a
certain configuration to withstand certain loads. In particular,
while the fuselage with the pressurized payload has a certain
structural integrity allowing it to withstand certain loads during
flight, whereas an empty fuselage is unable to withstand the same
loads, and therefore is considered to have a lower structural
integrity.
[0027] The ratio between the weight of the container and the weight
of the payload can be 1:10, more particularly 1:50, and even more
particularly 1:100.
[0028] The weight of the payload and container itself can be
designed according to overall weight/mass requirements of the UAG
in order to contribute to the desired UAG flight capabilities.
[0029] The thin-walled container can be made of disposable
materials, including at least any of the following: cardboard, wood
, glass and ceramic.
[0030] Under the above arrangement, the pressurized payload within
the fuselage module facilitates, on the one hand, maintaining the
structural integrity of the container, and, on the other hand,
assists in the dispersion of the payload from the container when so
required.
[0031] It should also be noted that the pressurized payload as
described above allows the container to be of a thin-wall type,
while still maintaining its structural integrity and thereby
provides inter alia the following advantages: [0032] it allows
reducing the amount of material required for manufacturing the
fuselage module, and subsequently the costs thereof; and [0033] it
allows for the payload of a greater volume/weight to be received
within the container, when compared to a thicker-walled container
which is configured to maintain structural integrity even without
the presence of a pressurized payload.
[0034] In accordance with a particular design, the container can be
configured to have an operative state in which it is configured for
accommodating the payload, and a folded state, allowing, for
example, efficient use of space for transport purposes.
Furthermore, from the folded state, the container can assume its
operative state by pressurizing thereof.
[0035] According to one example, the container can be collapsible
and made of rigid panels which are connected to each other but are
in a folded position, wherein switching from the folded position to
the operative position is performed by changing the orientation
between the panels. Alternatively, according to another example,
the container can be configured for being inflatable, wherein
switching to the operative state is performed by pressurizing the
container.
[0036] Under a particular design variation, the container can have
a volume, a majority of which is occupied by the fuselage module,
and, even more particularly, can constitute the entire fuselage
module.
[0037] It should be noted that the dispersion of the payload from
the fuselage module can be of a multistage dispersion mode,
allowing partial dispersion of payload in each stage. The
dispersion mechanism can be based on a time delay concept.
[0038] More than one type of container can be involved in the
dispersion of more than one type of material, aiming to increase
the dispersion impact.
[0039] The fuselage can have a dispersion mechanism configured for
providing and implementing the proper dispersion mode of the UAG.
The dispersion mechanism can be at least one of the following:
[0040] a nozzle-type arrangement (can include more that one
nozzle); [0041] a collapse arrangement under which dispersion
occurs when mechanical collapse takes place either when the
fuselage is plastically impacted an obstacle or when one or more of
physical conditions of the container are measured above the
threshold; and [0042] an open-door mechanism. The container of the
present application is configured for dispersing the material in
extreme environment condition like 1000 C, wind of 100 Knots, bio
chemical radiated environment, etc.
[0043] In accordance with one design embodiment, the UAG can be
provided with floating, cruise and material dispersion capabilities
for marine applications. For this, as well as other, purposes, some
containers can comprise propulsion capabilities enabling them to
move/navigate the container when the UAG (or the container when
detached from the flight module) are no longer in flight.
[0044] In regards to the particular example above, the fuselage
module can be provided with such capabilities allowing the
container to float and cruise in the water for marine application,
after it has landed. It is however important to note that such
propulsion capabilities do not transform the UAG (glide-based) into
a propelled aircraft, but rather allow some degree of maneuvering
when the UAG has already finished its flight stage.
[0045] In accordance with a specific design embodiment, the
fuselage module can comprise an avionic cell, a forward payload
chamber and a rear payload chamber. The main avionic cell can
comprise a hollow configured for accommodating therein equipment
required at least for controlling the flight of the UAG and for the
dispersion of payload.
[0046] Each of the front payload chamber and rear payload chamber
can be defined by a shell having a domed shape, each chamber being
configured for containing therein the payload P. The shell of at
least one of the front payload chamber and rear payload chamber can
be in the form of a flexible diaphragm, which assumes its domed
shape once it is filled with the payload and properly
pressurized.
[0047] When the flexible diaphragm shell is not filled with payload
and/or pressurized thereby, it can assume a collapsed or folded
state, thereby considerably reducing required storage space.
According to a particular example, the collapsed diaphragm can even
be inverted into a hollow of the avionic cell, when the diaphragm
is not in use.
[0048] The fuselage can comprise two filling valves configured for
introducing payload into the front payload chamber and rear payload
chamber respectively. These two valves can also be associated with
a mutual filling valve formed in the avionic cell and allowing
filling and pressurizing of both payload chambers via a single
valve.
[0049] The avionic cell can also accommodate an accumulator, a
dispersion control unit and a flight control unit.
[0050] The accumulator can comprise an inflator cell containing
therein a pressurized gas g, and is associated with the dispersion
control unit and with a front inflation port and a rear inflation
port.
[0051] In operation, upon being prompted by the dispersion control
unit, the inflator cell can be configured to rapidly release (e.g.
at approx. 300 liters within 300-500 milliseconds) the compressed
gas g into the inflation ports allowing it to expand (G) within the
payload chambers. Such rapid expansion is facilitated by the
compressed gas being pressured to around 50 to 250 atm. The rapid
expansion of the gas pushes out the pressurized payload P through
the dispersion outlets, allowing the payload to be discharged from
the UAG to a distance of tens of meters, between 10 m to 50 m, more
particularly between 15 m to 25 m. Such discharge can create a
dispersion area around the UAG with a diameter of between 20 m to
100 m, more particularly, 30 m to 50 m respectively.
[0052] According to one example, the pressure of the expanding gas
G can increase from the center outwardly as and pushe the payload
P, which inevitably has to be discharged through the dispersion
outlets.
[0053] However, under another arrangement, each of the shells of
the payload chambers can also comprise a flexible inner layer
defining intermediate inflation spaces for each of the chambers.
The arrangement can be such that each payload chamber comprises at
least one inflation port associated with the inflation space.
[0054] Thus, contrary to the previous example, in operation, once
the inflator cell releases its pressurized gas g into the inflation
ports, the expanded gas G presses inwardly towards the center of
each payload chamber, thereby forcing the pressurized payload P
through the dispersion outlets.
[0055] Each of the units can be provided with a communication
arrangement allowing it to wirelessly communicate with a control
center (e.g. a computer program, application, ground control
etc.).
[0056] According to a particular design variation, the flight
module can comprise a wing foldable with respect to the fuselage
module when attached thereto in order to have a first, folded state
for storing of the UAG when not in operation, and a second,
deployed state for operation of the UAG.
[0057] According to a specific example, the fuselage module has a
longitudinal axis, and in said first, folded state, the wing
extends along said axis while in said second, deployed state, the
wing extends generally transverse to said longitudinal axis. The
wing can also be configured to switch from its folded state to its
unfolded state when the UAG is in operation (i.e. not in
storage).
[0058] Per the above, the dimensions of the wing can be designed
according to the dimensions of the fuselage module, such that in
the folded state, the wing does not exceed at least one of
dimensions of the fuselage module. It should be understood here
that the term `wing` can refer to any aerodynamic element of the
UAG creating lift. Specifically, the UAG can comprise two foldable
wings, each not exceeding the length of the fuselage module, but
when unfolded simultaneously, provide a combined wingspan which
does exceed the length dimensions of the fuselage module.
[0059] According to a particular example, each wing can have a
geometry which slopes downwards towards the rear of the UAG. This
curvature, aside from it aeronautic advantages, can also provide an
advantage with regards to stacking of the UAGs.
[0060] The unique geometry of the UAG is such that allows a compact
stacking of a plurality of such UAGs, at least during transport.
Specifically, the UAGs can be stacked one on top of the other so
that one the wing of one UAG serves as a resting surface for the
fuselage of its top neighboring UAG. In turn, the wing of the
second UAG serves as a resting surface for the fuselage of its top
neighboring UAG and so on. Owing to the geometry of the wings and
of the fuselage, a compact stacking of the UAGs is achieved.
[0061] Under this arrangement, each two neighboring UAGs can be
horizontally offset a distance D with respect to one another, D
being roughly in the range of the largest cross-sectional diameter
of the fuselage of the UAG. The vertical distance between two
neighboring UAGs can be H, which is roughly the equivalent of about
0.5 D to 0.75 D.
[0062] According to another example, the UAGs can also be arranged
hanging from carrier rails CR via the rear dome 242 thereof.
Specifically, a similar spatial arrangement of the UAGs can be
maintained as in the previous example, but such that the UAGs are
suspended from carrier rails allowing them to travel along the
rails for easy deployment.
[0063] It is appreciated that both of the above examples refer to
stacking of UAGs in which the wings on which the rests alternates
between right and left. However, under different storage
requirements it may be more beneficial to diagonally stack the UAGs
so that each UAG rests always on the same wing (either left or
right), thereby forming a diagonal stack.
[0064] At least a part of the UAG or the entire UAG can be
configured to be disposable, i.e. both the fuselage module and the
flight module are not required to be retrieved after the payload
has been discharged and/or the decent/landing of the UAG.
[0065] In addition, one or more components of the UAG or
alternatively the entire UAG, except for its electronic components,
can be made of disposable materials, such as cardboard, wood
etc..
[0066] The flight module can further comprise a maneuvering
arrangement controllable by an avionics module, effective for
maneuvering the UAG during its flight.
[0067] According to another aspect of the subject matter of the
present application, there is provided a storage device configured
for accommodating therein a plurality of UAGs, said storage device
being configured for controllable release of UAGs therefrom. The
storage device can be configured for mounting onto a carrier from
which the UAG's are to be discharged (e.g. airplane, high-tower,
mountain-top etc.).
[0068] The storage device can have a regulating arrangement
configured for the controlled release of the UAGs, and a control
arrangement effective for performing at least the following: [0069]
receiving data regarding release of the UAGs therefrom; [0070]
controlling the regulating arrangement in order to release the UAGs
therefrom in a predetermined sequence/order; and [0071] monitoring
the release of the UAGs in order to keep track of which UAGs have
been released and which are still received within the storage
device.
[0072] Under one design embodiment, the storage device can be a
rigid structure, similar to a cage, configured for receiving
therein the UAGs, and wherein release of the UAG's from the cage is
performed by controlling a selective stopper release mechanism.
[0073] According to one example, the stopper release mechanism can
be a single stopper release mechanism used for the entire set of
UAGs. For instance, the release mechanism can be a simple door
which is effective to selectively open/close based on instructions
from the control unit and regulating arrangement.
[0074] Under another design embodiment, the storage device can be a
flexible structure configured for receiving therein the UAGs, and
assume a first, unfolded state in which the UAGs can be mounted to
or released from the storage device and a second, folded state, in
which the storage device is configured for compact storage, while
holding therein the UAGs. The storage device can also assume a
plurality of intermediate states between the first and the second
state.
[0075] Under the above arrangement, release of the UAGs from the
storage device takes place by gradual shifting of the storage
device from the folded state to the unfolded state. With each
portion of the storage device being unfolded, additional UAGs can
be released therefrom.
[0076] In connection with the above, under a particular example,
the storage device is not disposable, and so it further comprises
navigation and landing means configured for safely landing it at a
desired location to be retrieved after completing its mission.
[0077] According to a further aspect of the subject matter of the
present application, therefrom is provided a disposable unmanned
aerial glider (UAG) with pre-determined UAG flight capabilities,
the UAG comprising a flight module comprising at least one
aerodynamic arrangement; and a fuselage module comprising a
container configured for storing therein a payload at a
predetermined positive pressure contributing, on the one hand, to
the structural integrity of the fuselage module, especially during
flight, and, on the other hand, to the capability of dispersing
said payload from the container.
[0078] According to another aspect of the subject matter of the
present application, there is provided a plurality of UAGs
according to the previous aspects and a control system configured
for monitoring, controlling, navigating and regulating the
UAGs.
[0079] Such system can comprise any of the following properties:
[0080] a video camera installed on the container in order to film
the flight track and the dispersion effect; [0081] the capability
to identify technical failures and flight plan deviation; [0082]
the capability to self survived mechanism when technical failures
is identified; and [0083] the capability to self survived mechanism
when flight plan deviation is identified.
BRIEF DESCRIPTION OF THE DRAWINGS
[0084] In order to better understand the subject matter that is
disclosed herein and to exemplify how it may be carried out in
practice, embodiments will now be described, by way of non-limiting
example only, with reference to the accompanying drawings, in
which:
[0085] FIG. 1 is a schematic isometric view of a UAG according to
the subject matter of the present application, in its deployed
state;
[0086] FIG. 2A is a schematic isometric view of a fuselage of the
UAG shown in FIG. 1;
[0087] FIG. 2B is a schematic cross-section view taken along plane
I-I shown in FIG.
[0088] 2A;
[0089] FIG. 3A is a schematic isometric view of a flight module of
the UAG shown in FIG. 1, shown in its folded state;
[0090] FIG. 3B is a schematic isometric view of a rear wing unit of
the flight module shown in FIG. 3A;
[0091] FIG. 4A is a schematic isometric view of the UAG shown in
FIG. 1 in its folded state;
[0092] FIG. 4B is a schematic isometric view of the flight module
show in FIG. 3A, in its unfolded state;
[0093] FIG. 5A is a schematic isometric view of a wing used in the
flight module;
[0094] FIG. 5B is a schematic isometric view of the rear wing unit,
in its unfolded state;
[0095] FIG. 5C is an enlarged isometric view of a winglet of the
rear wing unit;
[0096] FIG. 6A is a schematic isometric view of a rigid storage
unit for a plurality of UAGs as shown in FIGS. 1 to 5C;
[0097] FIG. 6B is a schematic isometric view of another example of
a rigid storage unit for a plurality of UAGs as shown in FIGS. 1 to
5C;
[0098] FIG. 6C is a schematic isometric enlarged view of a portion
of the storage unit shown in FIG. 6B;
[0099] FIG. 7A is a schematic front view of a flexible storage unit
for a plurality of UAGs as shown in FIGS. 1 to 5C, in its unfolded
state;
[0100] FIG. 7B is a schematic side view of the storage unit shown
in FIG. 7A;
[0101] FIG. 8A is a schematic cross-section view of a fuselage used
in the UAG shown in FIG. 1, shown pressurized during flight;
[0102] FIG. 8B is a schematic cross-section view of the fuselage
shown in FIG. 8A, shown during dispersion of the payload;
[0103] FIG. 9A is a schematic isometric view of another example of
a UAG according to the present application;
[0104] FIGS. 9B to 9E are schematic respective side, top, front and
rear views of the UAG shown in FIG. 9A;
[0105] FIG. 10 is a schematic isometric exploded view of the UAG
shown in FIG. 9A;
[0106] FIG. 11A is a schematic longitudinal cross-section of the
UAG shown in FIG. 9A, demonstrating one example of a dispersion
mechanism employed therein;
[0107] FIG. 11B is a schematic longitudinal cross-section of the
UAG shown in FIG. 9A, demonstrating another example of a dispersion
mechanism employed therein; and
[0108] FIGS. 12A and 12B are two examples of stacking arrangements
of a plurality of UAGs shown in FIG. 9A.
DETAILED DESCRIPTION OF EMBODIMENTS
[0109] Attention is first drawn to FIG. 1, in which an unmanned
aerial glider (UAG) is shown, generally designated 1 and comprising
a fuselage module 10, and a flight module 30 comprising a main
flight arrangement in the form of a main wing 40 and a rear wing
unit 50. The UAG 1 is shown in its deployed state, i.e. in an
operational condition.
[0110] Turning now to FIGS. 2A and 2B, the fuselage module 10 is in
the form of an elongated body 12 having a front end 14 and a rear
tapered end 16. The body 12 is hollow, comprising a cavity C
configured for containing therein the payload to be dispersed.
[0111] With reference to FIG. 2B, the fuselage body 12 is of a
thin-walled structure 13, and the payload P is introduced therein
under sufficient pressure so as to facilitate the thin-walled
structure 13 to withstand all the static and dynamic loads exerted
on the fuselage body 12 during flight of the UAG 1.
[0112] The fuselage body 12 further comprises a longitudinal slot
18 configured for accommodating therein a portion of the flight
module 30 for the purpose of its mounting onto the fuselage module
10. The slot 18 is bounded by two side ridges 19 of the fuselage
12.
[0113] Attention is now drawn to FIGS. 3A and 3B, in which the
flight module 30 is shown comprising a longitudinally extending
body 32 provided with a pivotal T-bar having a central axle 34 and
a lateral bar 36, the central axle being configured for mounting
thereon the main wing 40.
[0114] With additional reference being made to FIGS. 4A and 4B, the
main wing 40 is in the form of a wing body 42 comprising two
ailerons 44, one at each end thereof, and has a base port (not
shown) configured for mounting of the wing body 42 onto the base
axle 34, so as to allow it to perform a pivotal motion about the
axis of the axle 34 for the purpose of its deployment. The ailerons
are individually controlled by a set of levers 47.
[0115] The rear wing unit 50 is pivotally attached to a rear end of
the body 32, and comprises the winglets 53, a compartment 52 and a
deployment mechanism 54. The winglets 53 are pivotally attached to
the compartment 52 via hinge 57, so that in a folded position (see
FIG. 4A), the winglets 53 can be flush against a tapering end 16 of
the fuselage module 10.
[0116] As shown in FIG. 3B, the deployment mechanism 54 is
mechanically associated with the T-bar and is configured for
revolving it about the axle 34, in order to bring the wing body 42
from a folded position in which it extends generally parallel to
the module 10, to a position generally perpendicular thereto (as
shown in FIG. 1).
[0117] The compartment 52 accommodates a utility parachute which is
configured for pulling up the rear wing unit 50 (about its pivot
point) in order to bring it to the deployed position shown in FIG.
1. The body of the flight module 32 and the compartment 52 can also
comprise stabilization and additional parachutes, mechanical
arrangements for activating electronic equipment, opening
parachutes, regulating aerodynamic surfaces of the wing body 42. It
can also accommodate standard electronic equipment such as a
battery, servo motors, sensors, in-flight computer, range meter,
GPS sensors and communication components.
[0118] Per the above, the UAG 1 is configured for being dispensed
from an aerial carrier (e.g. helicopter, airplane, high tower etc.)
and be deployed during dispensing or in mid air in order to assume
an operational state.
[0119] With additional reference being made to FIGS. 5A to 5C, in
operation, when dispensed, the parachute stored in the compartment
52 deploys, entailing a chain reaction in which the rear wing unit
50 is first aligned with the body 32 of the flight module 30 by
performing pivotal motion about the axis M via hinge 55.
Thereafter, the winglets 53 perform pivotal motion about their
respective axes N via hinge 57 in order to assume the position
shown in FIG. 1, following which the deployment mechanism 54
rotates the main wing body 42 to a perpendicular position with
respect to the longitudinal axis of the fuselage module 10.
Finally, the parachute is discarded and the UAG is ready for
operation.
[0120] Reverting now to FIGS. 4A and 4B, when the UAG 1 is in its
folded position, it can be stored for safe keeping (i.e. in storage
when no in operation), and or within a portable storage device
configured for being carried by an aircraft, just before
launch/dispensing of the UAG 1.
[0121] The UAG 1 is required to have certain flight capabilities
and meet certain criteria in order for it to fulfill its function.
These are determined by the purpose for which the UAG 1 is
designed. In the particular example discussed below, the UAG 1 is
configured for fire-fighting purposes, and the design
considerations and parameters are derived from that specific
designation.
[0122] For this specific application, it is required that at least
the fuselage module 10 of the UAG 1 is made of disposable materials
allowing the UAG 1 to eventually crash at the site of the fire and
be consumed thereby. The main parameters of the UAG to be
considered can be its gliding ratio (the number of units length it
travels in the horizontal direction with respect to the number of
units length it travels in the vertical direction, also expressed
as an L/D ratio), its payload weight and volume and desired aerial
velocity.
[0123] In addition, it is required that the UAG 1 has a gliding
ratio of 1:4 to 1:10, i.e. for every unit length of height, the UAG
1 can glide for between 4 to 10 units length in distance. For
example, if the UAG 1 is dropped from 22,000 feet, it should be
able to glide for approximately 30 miles. In addition, the UAG 1 is
configured for carrying a payload of between 100 to 600 liters.
[0124] Based on these two parameters, the design of the flight
module 30 can be determined, in particular, the design of the wing
body 42. Specifically, the considerations are as follows:
[0125] The arrangement is such that the span of the wing S is
commensurate to the length of the fuselage module L, where
S.ltoreq.L and the width of the wing K is commensurate to the width
of the fuselage module W, where K.ltoreq.W. It is appreciated that
L and W are parameters determining the volume of the fuselage
module 10, and are dictated by the payload requirements previously
mentioned.
[0126] Following the above, further requirements can be determined
in order to define the airfoil geometry of the wing. For example,
the gliding speed can be determined to be over 50 knots, and the
L/D (lift to drag) ratio can also be determined based on the
gliding ratio.
[0127] Following the above, and subject to various load
considerations (making sure the wing can withstand the loads
exerted thereon during flight and that it does not go into
vibration). Similarly, the geometry of the winglets 53 can also be
determined.
[0128] In addition to the above considerations, the design of the
UAG should take into account the dispensing process, in particular,
making sure that when dispensed, the UAG 1 is not thrown out of the
carrier and lifted upwards, which may cause it to impact important
components of the carrier aircraft.
[0129] Turning now to FIGS. 8A and 8B, cross-sections of the
fuselage are shown during flight and during dispersion of the
payload respectively.
[0130] As shown in FIG. 8A, the payload P is received within the
thin-walled structure 13 of the fuselage module 10, and comprises a
gas G configured for increasing the pressure within the container
12. The gas G causes a positive pressure on the walls 13 of the
container 12, from the inside, designated by arrows R. The pressure
acts uniformly on the walls, facilitating the structural integrity
of the fuselage module 10.
[0131] It is also noted that the fuselage module 10 further
comprises nozzles 82 along its external surface, and configured for
discharge of the payload when so required. When the nozzles 82 are
closed (as shown in FIG. 8B), the payload P cannot be dispersed,
and pressure within the container 12 is maintained, facilitating
the required structural integrity.
[0132] Moving now to FIG. 8B, when the UAG has reached its target
area and/or when it is desired to disperse the payload P, the
nozzles 82 are opened, allowing the gas G within the container to
`push` the payload P through the nozzles 82. As a result, the gas G
forms a bubble 90 which, during its increase, presses on the
payload P, causing it to be discharged through the nozzles 82 in
streams S.
[0133] Turning now to FIG. 6A, a storage unit is shown, generally
designated 70, and configured for holding therein a plurality of
UAGs 1. The storage unit 70 is in the form of a cage 72, having an
open front end 74 and a closed rear end 76, and a cage door 78
configured for closing the open end 74.
[0134] A storage unit 70 as shown in FIG. 6A can accommodate
between 60 to 400 UAGs.
[0135] The storage unit is configured for an in-line dispensing of
groups of UAGs, discharged through the open end 74 one after the
other depending on their arrangement within the storage unit
70.
[0136] The following are consecutive operational stages of the UAG:
[0137] When the UAG 1 passes through the open end 74 of the storage
unit 70, an electrical system is activated and a notification
regarding the dispensing of the UAG and the proper operation
thereof is sent to a ground control system (not shown) which is
configured for monitoring, regulating and controlling the UAGs in
mid-flight. [0138] Once the UAG 1 is identified by the system, a
flight program is uploaded thereto by the ground system. [0139] As
the UAG is in mid-air, the utility parachute is opened allowing the
aerodynamic surfaces (winglets 53 and wing body 42) to deploy as
previously discussed with respect to FIGS. 3A and 3B), and is then
discarded. [0140] The UAG switches to an automatic flight mode
defined by the flight plan uploaded thereto by the ground system.
[0141] The UAG disperses its payload at the required site and
crashes, since it is disposable in the first place.
[0142] The locations at which the UAGs 1 discharge their payload
are designed by the ground system based on ad hoc requirements. For
example, in the given fire-fighting application, it is possible to
discharge the payload over a designated area, the size of which can
vary in time.
[0143] As previously noted, the UAG 1 further comprises auxiliary
parachutes configured for allowing the UAG to be parachuted down in
case it does not meet the required flight plan (e.g. due to a rough
weather regime) or due to a malfunction in any of the UAG
components, preventing it from properly executing the flight
plan.
[0144] Turning now to FIGS. 6B and 6C, another example of a rigid
storage unit is shown generally designated 70', and equipped for
accommodating less UAGs than storage unit 70. This storage unit can
be used as a `building-block` of storage units, i.e. it can also be
associated with additional storage units for constituting a larger
storage unit, according to the size of the carrier plane.
[0145] With particular reference to FIG. 6C, it is observed how the
UAGs 1 are stacked within the storage unit, one on top of the
other. In particular, UAG la is in its folded state, wing body 42a
being folded to extend along the fuselage and spaced from a
subsequent UAG 1b located directly below it, having the same
orientation.
[0146] Turning now to FIGS. 7A and 7B, another design embodiment of
a storage unit is shown, generally designated 170 and constituting
a `flexible` storage unit as opposed to the rigid storage unit 170
previously described.
[0147] The storage unit 170 is in the form of a flexible sheet of
material and is configured for being discharged from the aircraft,
together with the UAGs 1, as opposed to the rigid storage unit 170
which is configured for being retained within the aircraft while
the UAGs 1 are discharged therefrom.
[0148] The flexible storage unit can comprise a sheet 172 of
flexible material having pockets 174 into which the UAGs 1 are
fitted. In assembly, the UAGs 1 are fitted into the pockets when
the sheet 172 is spread out, as shown in FIG. 7A, and the sheet is
then rolled to the position shown in FIG. 7B.
[0149] The storage unit 170 further comprises an anchor point 176
which is attached to a utility parachute, so that when the entire
flexible storage unit 170 is discarded from the carrier aircraft,
it begins to slowly unfold, allowing gradually discharge of the
UAGs 1 therefrom.
[0150] Attention is now drawn to FIGS. 9A to 10, in which another
example of a UAG is shown, generally designated 200, and comprising
a fuselage 210 and a wing assembly comprising two wings 250. The
fuselage 210 comprises an avionic cell 220, a forward payload
chamber 230 and a rear payload chamber 240.
[0151] The main avionic cell 220 comprises a hollow 221 (shown in
FIG. 10) which is configured for accommodating therein equipment
required at least for controlling the flight of the UAG and for the
dispersion of payload, as will be detailed with regards to FIGS.
11A and 11B.
[0152] The front payload chamber 230 and rear payload chamber 240
are designed as two domed shells 232, 242 respectively, each being
configured for containing therein the payload P. In the given
example, the shell 232 of at least the front payload chamber 230 is
a flexible diaphragm, which assumes its domed shape once it is
filled with the payload and properly pressurized. The shell 242 of
the rear payload chamber may also be flexible. Specifically, the
under the present example, the domes shells 232, 242 are attached
to the rigid avionic cell 220. The avionic cell, in turn, is
associated with the main cross-beam (not shown) which holds the
wings.
[0153] It is appreciated that in other embodiments, the shells,
both front and rear can be made rigid as part of a unitary fuselage
structure.
[0154] When the flexible diaphragm shell 232, 242 of the payload
chambers 230, 240 is not filled with payload and/or pressurized
thereby, it can assume a collapsed or folded state, thereby
considerably reducing required storage space. According to a
particular example (not shown), the collapsed diaphragm can even be
inverted into the hollow 221 of the avionic cell 220, when the
diaphragm is not in use.
[0155] Each wing 250 extends from a side of the fuselage 210, and
comprises a main wing body 252, elevators 254, ailerons 256 and
wing tip fences 258. As shown more clearly in FIG. 9B, the wings
250 have downward slope towards the rear of the UAG 200, which,
aside from it aeronautic advantages, also provides an advantage
with regards to stacking of the UAGs which will be discussed in
detail with respect to FIGS. 12A and 12B.
[0156] With particular attention being drawn to FIGS. 9A and 9E,
the fuselage 210 comprises two filling valves 237, 247, configured
for introducing payload into the front payload chamber 230 and rear
payload chamber 240 respectively. According to another example
which will be discussed with respect to FIG. 11A, these filling
valves 237, 247 can be associated with a mutual filling valve 227
formed in the avionic cell 220.
[0157] Turning now to FIG. 11A, a longitudinal cross-section of the
fuselage 210 is shown, in which the avionic cell 220 accommodates
an accumulator 260, a dispersion control unit 270 and a flight
control unit 280.
[0158] In the cross-section shown, each of the front payload
chamber 230 and the rear payload chamber 240 contains a pressurized
payload P which facilitates maintaining the shape and structural
integrity of the shells 232, 242.
[0159] The hull 222 of the avionic cell 220 comprises a main
payload valve 227 which is associated with a front payload valve
237 and a rear payload valve 247 via appropriate tubes 229.sub.F
and 229.sub.R respectively. Thus, filling and pressurizing of both
payload chambers 230, 240 can be performed via a single valve
227.
[0160] Each of the payload chambers 230, 240 comprises at least one
dispersion nozzles 238, 248 respectively, configured for discharge
of the payload P under appropriate conditions as operation of the
accumulator 260.
[0161] The accumulator 260 comprises an inflator cell 262
containing therein a pressurized gas g, and is associated with the
dispersion control unit 270 and with a front inflation port
266.sub.F and a rear inflation port 266.sub.8.
[0162] In operation, upon being prompted by the dispersion control
unit 270, the inflator cell 262 is configured to rapidly release
(e.g. at approx. 300 liters within 300-500 milliseconds) the
compressed gas g into the inflation ports 266.sub.F, 266.sub.R,
allowing it to expand (G) within the payload chambers 230, 240.
This is facilitated by the compressed gas g being pressured to
around 50 to 250 atm. Such rapid expansion of the gas inflates the
diaphragms 264.sub.F, 264.sub.R which progressively push out the
pressurized payload P through the dispersion outlets 238, 248,
allowing the payload to be discharged from the UAG (designated by
dashed lines Sp) to a distance of tens of meters, between 10 m to
50 m, forming a dispersion area around the UAG with a diameter of
between 20 m to 100 m respectively.
[0163] In the present example, the pressure of the expanding gas G
increases from the center outwardly as shown by arrows R and pushes
the payload P, which inevitably has to be discharged through the
dispersion nozzles 238, 248.
[0164] Turning now to FIG. 11B, another arrangement for the UAG is
shown, generally designate 200', in which each of the shells 232',
242' also comprises a flexible inner layer 264.sub.F', 264.sub.R',
defining intermediate inflation spaces 263.sub.F', 263.sub.R'
respectively. The arrangement is such that each payload chamber
230', 240', comprises two inflation ports 266.sub.F' and
266.sub.R', associated with the inflation spaces 263.sub.F',
263.sub.8' respectively.
[0165] Contrary to the previous example, in operation, once the
inflator cell 262' releases its pressurized gas g into the
inflation ports 266.sub.F' and 266.sub.R', the expanded gas G
presses inwardly towards the center of each payload chamber 230',
240', thereby forcing the pressurized payload P through the
dispersion nozzles 238', 248'. According to other design
embodiments, the accumulator 260 can be disposed within the
diaphragm 264', wherein two accumulators may be required for
operation, one for each dome.
[0166] In both of the examples discussed with respect to FIGS. 11A
and 11B, the avionic cell 220, 220' accommodates therein the
dispersion control unit 270 and the flight control unit 280. Each
of the units 270, 280 is provided with a communication arrangement
274, 284 respectively, allowing it to wirelessly communicate (276,
286) with a control center in the form of one or more of the
following: a computer program, application, ground controller
etc.
[0167] Turning now to FIGS. 12A and 12B, in operation, once a UAG
is filled and pressurized, it is required to deliver the UAG to its
target location (e.g. the area of a fire where the payload is
dispersed). As previously explained, a plurality of UAGs can be
used together, wherein it is required also to simultaneously
transport such a plurality of UAGs, for example, in the cargo hull
of an aircraft.
[0168] The unique geometry of the UAG shown and discussed in FIGS.
9A to 11B is such that allows a compact stacking of a plurality of
such UAGs, at least during transport. In FIG. 12A, three UAGs are
shown designated 200a, 200b, 200c which are stacked one on top of
the other so that one the wing 250 of one UAG 200a serves as a
resting surface for the fuselage 210 of its top neighboring UAG
200b. In turn, the wing 250 of the second UAG 200b serves as a
resting surface for the fuselage 210 of its top neighboring UAG
200c and so on. Owing to the geometry of the wings 250 (as clearly
shown in FIGS. 9B and 9E) and of the fuselage, a compact stacking
of the UAGs is achieved.
[0169] Under this arrangement, each two neighboring UAGs are
horizontally offset a distance D with respect to one another, D
being roughly in the range of the largest cross-sectional diameter
of the fuselage 210. The vertical distance between two neighboring
UAGs is H, which is roughly the equivalent of about 0.5 D to 0.75
D.
[0170] Turning now to FIG. 12B, another arrangement of the UAGs is
shown, in which they are arranged hanging from two carrier rails CR
via the rear dome 242 thereof. Under this example, the spatial
arrangement of the UAGs remains similar to that shown in FIG. 12A,
but they are suspended to allow them to travel along the rails CR
for easy deployment.
[0171] It is appreciated that both of the above examples show
stacking of UAGs in which the wing 250 on which the UAG 200 rests
alternates between right and left. However, under different storage
requirements it may be more beneficial to diagonally stack the UAGs
so that each UAG 200 rests always on the left (or always on the
right) wing 250, thereby forming a diagonal stack (not shown).
[0172] Those skilled in the art to which this invention pertains
will readily appreciate that numerous changes, variations, and
modifications can be made without departing from the scope of the
invention, mutatis mutandis. [0173] 1-66. (canceled)
* * * * *