U.S. patent application number 15/891942 was filed with the patent office on 2018-08-23 for data center powered by a hybrid generator system.
The applicant listed for this patent is Top Flight Technologies, Inc.. Invention is credited to Eli M. Davis, Paul A. DeBitetto, Samir Nayfeh, Long N. Phan, John J. Polo.
Application Number | 20180237138 15/891942 |
Document ID | / |
Family ID | 60267673 |
Filed Date | 2018-08-23 |
United States Patent
Application |
20180237138 |
Kind Code |
A1 |
Phan; Long N. ; et
al. |
August 23, 2018 |
DATA CENTER POWERED BY A HYBRID GENERATOR SYSTEM
Abstract
An unmanned aerial vehicle includes at least one rotor motor
configured to drive at least one propeller to rotate. The unmanned
aerial vehicle includes a data center including a processor; a data
storage component; and a wireless communications component. The
unmanned aerial vehicle includes a hybrid generator system
configured to provide power to the at least one rotor motor and to
the data center, the hybrid generator system including a
rechargeable battery configured to provide power to the at least
one rotor motor; an engine configured to generate mechanical power;
and a generator motor coupled to the engine and configured to
generate electrical power from the mechanical power generated by
the engine. The data center may include an intelligent data
management module configured to control power distribution and
execution of mission tasks in response to available power
generation and mission task priorities.
Inventors: |
Phan; Long N.; (Winchester,
MA) ; Nayfeh; Samir; (Shrewsbury, MA) ; Polo;
John J.; (Simpsonville, SC) ; Davis; Eli M.;
(Cambridge, MA) ; DeBitetto; Paul A.; (Concord,
MA) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Top Flight Technologies, Inc. |
Malden |
MA |
US |
|
|
Family ID: |
60267673 |
Appl. No.: |
15/891942 |
Filed: |
February 8, 2018 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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15594255 |
May 12, 2017 |
9902495 |
|
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15891942 |
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62335938 |
May 13, 2016 |
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62339347 |
May 20, 2016 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
G08G 5/0056 20130101;
B64D 2221/00 20130101; B64C 2201/108 20130101; G08G 5/0069
20130101; G08G 5/0039 20130101; B64C 2201/125 20130101; B64D 27/24
20130101; B64C 39/024 20130101; B64D 2027/026 20130101; B64C
2201/027 20130101; G08G 5/025 20130101; B64C 2201/042 20130101;
G08G 5/0013 20130101; B64D 27/02 20130101; B64D 47/08 20130101 |
International
Class: |
B64C 39/02 20060101
B64C039/02; B64D 47/08 20060101 B64D047/08; G08G 5/00 20060101
G08G005/00 |
Claims
1. (canceled)
2. An unmanned aerial vehicle comprising: a rotor motor configured
to drive rotation of a propeller; a data center comprising one or
more processors coupled to a memory, the one or more processors and
memory configured to manage one or more of a flight plan for the
unmanned aerial vehicle and a mission objective for the unmanned
aerial vehicle; and an energy source configured to provide power to
the at least one rotor motor and to the data center; a controller
configured to control allocation of energy from the energy source
to the rotor motor and the data center based on one or more of (i)
the energy available from the energy source, (ii) the flight plan
for the unmanned aerial vehicle, and (iii) the mission objective
for the unmanned aerial vehicle.
3. The unmanned aerial vehicle of claim 2, in which the controller
is configured to control allocation of energy from the energy
source based on a priority of the mission objective.
4. The unmanned aerial vehicle of claim 2, comprising a sensor
configured to collect data, and in which the data center is
configured to process the data, store the data, or both.
5. The unmanned aerial vehicle of claim 4, in which the one or more
processors and memory are configured to manage the one or more of
the flight plan and the mission objective based on the collected
data.
6. The unmanned aerial vehicle of claim 2, in which the processors
and memory are configured to execute or cause execution of one or
more of a data processing task and a data collection task of the
mission objective.
7. The unmanned aerial vehicle of claim 2, in which the processors
and memory are configured to manage the one or more of the flight
plan and the mission objective based on one or more a fuel level of
the unmanned aerial vehicle and a battery status of the unmanned
aerial vehicle
8. The unmanned aerial vehicle of claim 2, in which the controller
is configured to control allocation of energy from the energy
source based on one or more of a flight mode of the unmanned aerial
vehicle, a fuel level of the unmanned aerial vehicle, and a battery
status of the unmanned aerial vehicle.
9. The unmanned aerial vehicle of claim 2, in which the controller
is configured to delay performance of one or more of a data
processing task and a data collection task until an amount of
energy available from the energy source increases.
10. The unmanned aerial vehicle of claim 2, in which the data
center comprises the controller.
11. The unmanned aerial vehicle of claim 2, in which the data
center comprises a wireless communication device.
12. The unmanned aerial vehicle of claim 2, in which the energy
source comprises a hybrid energy generation system.
13. The unmanned aerial vehicle of claim 12, in which the energy
source comprises: a rechargeable battery configured to provide
power to the rotor motor; an engine configured to generate
mechanical power; and a generator motor coupled to the engine and
configured to generate electrical power from the mechanical power
generated by the engine.
14. A method comprising: operating an energy source to provide
energy to a rotor motor of an unmanned aerial vehicle and to a data
center of the unmanned aerial vehicle; operating the data center to
manage one or more of a flight plan for the unmanned aerial vehicle
and a mission objective for the unmanned aerial vehicle; and
controlling allocation of energy from the energy source to the
rotor motor and the data center based on one or more of (i) the
energy available from the energy source, (ii) the flight plan for
the unmanned aerial vehicle, and (iii) the mission objective for
the unmanned aerial vehicle.
15. The method of claim 14, comprising controlling allocation of
energy from the energy source based on a priority of the mission
objective.
16. The method of claim 14, comprising: collecting data by a
sensor; and one or more of processing the data and storing the data
by the data center.
17. The method of claim 16, comprising operating the data center to
manage the one or more of the flight plan and the mission objective
based on the collected data.
18. The method of claim 14, comprising operating the data center to
execute or cause execution of one or more of a data processing task
and a data collection task of the mission objective.
19. The method of claim 14, comprising operating the data center to
manage the one or more of the flight plan and the mission objective
based on one or more a fuel level of the unmanned aerial vehicle
and a battery status of the unmanned aerial vehicle
20. The method of claim 14, comprising controlling allocation of
energy from the energy source based on one or more of a flight mode
of the unmanned aerial vehicle, a fuel level of the unmanned aerial
vehicle, and a battery status of the unmanned aerial vehicle.
21. The method of claim 14, comprising delaying performance of one
or more of a data processing task and a data collection task by the
data center until an amount of energy available from the energy
source increases.
22. The method of claim 14, in which operating an energy source
comprises operating a hybrid energy generation system to generate
energy.
23. The method of claim 22, in which operating a hybrid energy
generation system comprises: provide power to the rotor motor from
a rechargeable battery; generate mechanical power by an engine; and
generate electrical power in a generator from the mechanical power
generated by the engine.
Description
CLAIM OF PRIORITY
[0001] This application is a continuation application of and claims
priority to U.S. patent application Ser. No. 15/594,255, filed on
May 12, 2017, which claims priority to U.S. Patent Application Ser.
No. 62/335,938, filed on May 13, 2016, and to U.S. Patent
Application Ser. No. 62/339,347, filed on May 20, 2016, the
contents of which are incorporated here by reference in their
entirety.
BACKGROUND
[0002] A multi-rotor unmanned aerial vehicle (UAV) may include
rotor motors, one or more propellers coupled to each rotor motor,
electronic speed controllers, a flight control system (auto pilot),
an remote control (RC) radio control, a frame, and a rechargeable
battery, such as a lithium polymer (LiPo) or similar type
rechargeable battery. Multi-rotor UAVs can perform vertical
take-off and landing (VTOL) and are capable of aerial controls with
similar maneuverability to single rotor aerial vehicles.
SUMMARY
[0003] In a general aspect, an unmanned aerial vehicle includes at
least one rotor motor configured to drive at least one propeller to
rotate. The unmanned aerial vehicle includes a data center
including a processor; a data storage component; and a wireless
communications component. The unmanned aerial vehicle includes a
hybrid generator system configured to provide power to the at least
one rotor motor and to the data center, the hybrid generator system
including a rechargeable battery configured to provide power to the
at least one rotor motor; an engine configured to generate
mechanical power; and a generator motor coupled to the engine and
configured to generate electrical power from the mechanical power
generated by the engine.
[0004] In a general aspect, an unmanned aerial vehicle includes at
least one rotor motor configured to drive at least one propeller to
rotate. The unmanned aerial vehicle includes a data center
including a processor; a data storage component; and a wireless
communications component. The unmanned aerial vehicle includes a
hybrid generator system configured to provide power to the at least
one rotor motor and to the data center, the hybrid generator system
including a rechargeable battery configured to provide power to the
at least one rotor motor; an engine configured to generate
mechanical power; and a generator motor coupled to the engine and
configured to generate electrical power from the mechanical power
generated by the engine.
[0005] One example of the present disclosure is an unmanned aerial
vehicle including at least one rotor motor configured to drive at
least one propeller to rotate, a data center, and a hybrid
generator system configured to provide power to the at least one
rotor motor and to the data center. The data center includes a
processor, a data storage component, and a wireless communications
component. The hybrid generator system includes a rechargeable
battery configured to provide power to the at least one rotor
motor, an engine configured to generate mechanical power, and a
generator motor coupled to the engine and configured to generate
electrical power from the mechanical power generated by the
engine.
[0006] In some implementations, the wireless communications
component is configured to communicate with a separate aerial
vehicle having a wireless communication component and a processor
and operate as a node in a mesh network including the unmanned
aerial vehicle and the separate aerial vehicle.
[0007] In some implementations, the unmanned aerial vehicle and the
separate aerial vehicle are configured to share data to form a
cloud computing cluster.
[0008] In some implementations, the wireless communications
component is configured to communicate with a ground-based device
having a wireless communication component and a process and operate
as a node in a mesh network including the unmanned aerial vehicle
and the ground-based wireless communication device. In some
instances, the unmanned aerial vehicle and the ground-based device
are configured to share data to form a cloud computing cluster.
[0009] In some implementations, the vehicle includes a sensor
configured to collect data, and the data storage component is
configured to store the data collected by the sensor. In some
instances, the sensor includes one or more of the following: a
weather sensor, a temperature sensor, a pressure sensor, and a
camera. In some instances, the processor is configured to process
the collected data.
[0010] In some implementations, the data center includes an
intelligent data management module configured to control power
consumption of the data center based on the power available from
the hybrid power generation system. In some implementations, the
data center is configured to execute a data task and the
intelligent data management module is configured to control a power
consumption of the data center allocated for the data task based
the power available from the hybrid power generation system. In
some instances, the data storage component is configured to store
data indicative of one or more mission objectives and the
intelligent data management module is configured to control the
power consumption of the data center allocated for the data task
based on the power available from the hybrid power generation
system and the stored data indicative of the one or more mission
objectives. In some instances, the data indicative of the one or
more mission objectives includes at least one of: a data processing
task, a data collection task, and a flight profile, and the
intelligent data management module is configured to control the
power consumption of the data center based on the data indicative
of the one or more mission objectives and the power available from
the hybrid power generation system.
[0011] In some implementations, the intelligent data management
module is configured to control the power consumption of the data
center allocated for the processing task based on one more of the
following: a flight mode, a vehicle fuel level, and a battery
status. In some implementations, the intelligent data management
module is configured to control the power consumption of the data
center by delaying the performance of the data task until the power
available from the hybrid power generation system increases.
[0012] Another example of the present disclosure is a method
including operating a hybrid power generation system to provide
power to a rotor motor of an unmanned aerial vehicle and to a data
center module of the unmanned aerial vehicle, operating the data
center module to perform a data task using the power provided to
the data center module, the data task including one or more of data
processing and data collection, receiving an indication of the
power available from the hybrid power generation system, and
controlling a power allocation to the data center module based on
the indication of the power available.
[0013] In some implementations, the method includes receiving a
priority measure of the data task, and controlling the power
allocation to the data center module is further based on the
priority measure of the data task. In some implementations, the
method includes determining the priority measure of the data task.
In some instances, the data task is a first data task having a
first priority measure, and the method includes operating the data
center module to perform a second data task e using the power
provided to the data center module, the first and second data tasks
consuming respective first and second amounts of power, and
controlling the power allocation to the data center module for the
first and second data tasks based on the indication of the power
available and a priority measure of the second data task and the
priority measure of the first data task.
[0014] In some implementations, the method includes receiving a
fuel status representing an amount of fuel in the unmanned vehicle,
the fuel being used to power the hybrid power generation system,
receiving an indication of an amount of power provided to the rotor
motor, and estimating the remaining flight time of the unmanned
aerial vehicle based on the fuel status, the indication of the
amount of power provided to the rotor motor, and the power
allocation.
[0015] In some implementations, the method includes receiving a
mission objective including one or more of: a flight plan for the
unmanned aerial vehicle and a list of one or more data tasks to be
performed by the data center module during the flight plan, and
estimating the remaining flight time of the unnamed vehicle based
on the fuel status, the generator system status, the power
allocation, and the mission objective. In some instances, the
method includes updating one or more of the flight plan and the
list of one or more data tasks based on the estimated remaining
flight time. In some instances, the method includes controlling the
power allocation based on the estimated remaining flight time.
[0016] Yet another example of the present disclosure is a system
for operating an unmanned aerial vehicle. The system includes a
propulsion system configured to provide lift and propulsion for the
unmanned aerial vehicle, a flight management system configured to
control the propulsion system, a data center module configured to
execute one or more data tasks, each data task including one or
more of data processing and data collection, a mission management
system configured to provide instruction to the flight management
system for flying the unmanned aerial vehicle and to control
operation of the data center module, a hybrid power generation
system configured to provide power to the propulsion system and to
the data center module, and an intelligent data management system
configured to be responsive to the flight management system and the
mission management system to control the allocation of power to the
data center module based on a priority of each data tasks and an
availability of the power from the hybrid power generation
system.
[0017] In some implementations, the hybrid generator system
includes a rechargeable battery configured to provide the power to
the propulsion system, an engine configured to generate mechanical
power, and a generator motor coupled to the engine and configured
to generate the electrical power from the mechanical power
generated by the engine.
BRIEF DESCRIPTION OF THE DRAWINGS
[0018] FIG. 1A is a diagram of a UAV with a data center.
[0019] FIG. 1B is a diagram of a data center.
[0020] FIGS. 2 and 3 are diagrams of UAVs.
[0021] FIG. 4 is a diagram of a robot and a UAV, both with a data
center.
[0022] FIG. 5 depicts a diagram of an example hybrid generator
system.
[0023] FIG. 6 depicts a side perspective view of a hybrid generator
system.
[0024] FIG. 7A depicts a side view of a hybrid generator.
[0025] FIG. 7B depicts an exploded side view of a hybrid
generator.
[0026] FIG. 8 is a perspective view of a hybrid generator
system.
[0027] FIG. 9 is a perspective view of a UAV integrated with a
hybrid generator system.
[0028] FIG. 10 depicts a graph comparing energy density of
different UAV power sources.
[0029] FIG. 11 depicts a graph of market potential for UAVs against
flight time for an example two plus hours of flight time hybrid
generator system of one or more embodiments when coupled to a UAV
is able to achieve and an example of the total market potential vs.
endurance for the hybrid generator system for UAVs.
[0030] FIG. 12 shows an example flight pattern of a UAV with a
hybrid generator system.
[0031] FIG. 13 depicts a diagram of a hybrid generator system with
detachable subsystems.
[0032] FIG. 14A depicts a diagram of a hybrid generator system with
detachable subsystems integrated as part of a UAV.
[0033] FIG. 14B depicts a diagram of a hybrid generator system with
detachable subsystems integrated as part of a ground robot.
[0034] FIG. 15 shows a ground robot with a detachable flying pack
in operation.
[0035] FIG. 16 shows a control system of a hybrid generator
system.
[0036] FIGS. 17-19 are diagrams of a UAV.
[0037] FIGS. 20 and 21 are diagrams of portions of a hybrid
generator system.
[0038] FIGS. 22A and 22B are diagrams of portions of a hybrid
generator system.
[0039] FIG. 23 is a diagram of a portion of an engine.
[0040] FIG. 24 is an illustration of a closed-loop power management
system.
[0041] FIG. 25 is an illustration of a prediction system.
[0042] FIG. 26 is an illustration of the operation of an
intelligent data management module.
[0043] FIG. 27 is a flow chart.
DETAILED DESCRIPTION
[0044] We describe here an unmanned aerial vehicle (UAV) powered by
a hybrid generator and that can perform data center operations. A
data center is a facility that houses computing system components,
such as processors, data storage components, communications
components, and/or other computing system components. In some
examples, a data center, such as a data center housed on a UAV, can
provide data storage and/or data processing capabilities for
Internet applications, e.g., to act as a server for hosting one or
more web sites or Internet-based services. In some examples, a data
center, such as a data center housed on a UAV, can provide data
storage and/or data processing capabilities for cloud computing
applications.
[0045] A UAV powered by a hybrid power generation system often has
ample power on board to carry out additional tasks, such as data
processing and/or data collection tasks. Such UAVs can thus carry
out various types of missions involving various data processing
and/or data collection capabilities. In some flight modes, such as
when the UAV is taking off, landing, or hovering, or operating in
challenging environmental conditions, power can be primarily
allocated to flight critical components to help ensure safe and
stable UAV operation. In some flight modes, such as when the UAV is
in forward flight, additional power can be allocated to data
processing and/or data collection tasks. The allocation of power
between flight critical components and data processing and/or data
collection tasks can sometimes also be based on the priority of the
data processing and/or data collection tasks. For instance, if a
data processing or data collection task is specific to a particular
location (e.g., a mapping survey of a particular geographical
region), that task may continue to receive preferential power
allocation even in the face of challenging environmental conditions
or when the UAV is hovering. If a data processing or data
collection task is less location-specific (e.g., processing of
previously collected data), power may be allocated for the task
only under certain flight conditions.
[0046] Referring to FIGS. 1A and 1B, a single UAV 100 can act as a
mobile data center. The UAV 100 includes a hybrid generator system
(described below) that acts as a power source providing power to
both rotors 102 of the UAV 100 and components of a data center 104
housed on the UAV. The data center 104 can include one or more data
storage components 106 for storage of data in databases, files, or
other types of data storage. The data center 104 can include one or
more processors 108 (e.g., microprocessors, controllers, etc.) for
processing data, such as data stored in the data storage components
106, data received from another computing device, or data detected
by sensors on the UAV (described below). One or more computing
architectures (e.g., single processor based computing devices,
multi-processing computing devices, etc.) can be employed (e.g.,
onboard the UAV 100) to provide the processing capabilities. The
data center 104 can include wireless communication components 110,
such as components for wireless internet or cellular communication,
through which data can be transmitted to and/or from another
computing device 112, such as another data center, a server, a
personal computer, a mobile computing device (e.g., a smartphone, a
tablet, a wearable computing device, etc.), or another type of
computing device.
[0047] In some examples, one or more data manipulation or
processing tasks can be carried out concurrently by the data center
104. For instance, data can be collected to local storage. Data can
be pre-processed prior to storage to reduce local storage needs,
e.g., by performing analysis on the data. Reducing local storage
needs can enable the UAV 100 to operate with longer flight times
without filling up the local storage space. Data can be
pre-processed prior to transmitting the data to an external
computing device to reduce the amount of data transmitted. In some
examples, the processed data that is stored locally or transmitted
to an external computing device can be data that is relevant to the
operation of the UAV 100 (sometimes referred to as mission critical
data) that can be used by the UAV 100 or by the external computing
device to control the operation of the UAV.
[0048] The components of the data center 104 are powered by power
from the hybrid generator system. The hybrid generator system
includes two power systems. A first power system of the hybrid
generator system uses fuel, such as gasoline or oil, to generate
mechanical energy, which is in turn used to generate electrical
power. A second power system of the hybrid generator system
includes a rechargeable battery that provides electrical power and
that can be recharged by power received from the first power
system. In some examples, the components of the data center 104 are
powered by power from the second power system, and the first power
system can act as a backup power source in the event that a failure
occurs in the second power system.
[0049] The UAV 100 can include passive or active cooling components
configured to cool the hybrid generator system. In some examples,
one or more of these passive or active cooling components can be
positioned so as to cool the components of the data center 104. For
instance, the data center 104 can be positioned in contact with a
heat sink that provides passive cooling capabilities to both the
hybrid generator system and the data center 104. An active cooling
device, such as an air circulation system (e.g., a fan) can be
positioned to circulate air around the data center 104, thus
providing active cooling. In some examples, the data center 104 can
be cooled by the motion of air past the data center 104 that
results from the motion of the UAV 100.
[0050] In some examples, the communications components 110 of the
data center 104 are configured for short- or medium-range
communication, e.g., with computing devices 112 within about 50
feet, 100 feet, 500 feet, 1000 feet, or another distance of the UAV
100. The computing devices 112 can be other data centers that
provide data to the data center 104 on the UAV 100 for storage
and/or processing. The computing devices 112 can be personal
computers or mobile computing devices in the vicinity of the data
center 104 on the UAV, and the data center 104 can provide storage
and/or processing capabilities for those computing devices 112.
[0051] In some examples, the UAV 100 can include one or more
sensors 114 that collect data for storage and/or processing in the
data center 104. The sensors 114 can include weather sensors, such
as temperature or pressure sensors or other types of weather
sensors, such that the UAV 100 with the data center 104 can act as
a weather station (e.g., similar to a weather balloon) capable of
both collecting and analyzing weather data. The sensors can include
still or video cameras, e.g., for traffic analysis, surveillance,
agriculture, or other applications. In some examples, images
captured by the still or video cameras can be stored in the data
center 104 for later analysis. In some examples, the images can be
analyzed by the processors 108 in the data center. The results of
the analysis can be stored in the data center and/or can be
transmitted to an external computing device.
[0052] In a specific example, the data center 104 hosted on the UAV
100 can serve as a data center for computing devices 112 used by
members of a military group deployed in a remote area, such as in
an area with no wireless internet or cellular network access. In a
specific example, the data center 104 hosted on the UAV can serve
as a data center for computing devices 112 used by passengers or
crew members on a ship, such as a naval ship, a fishing boat, an
ocean liner, or another type of ship, in a remote part of the ocean
with no wireless internet or cellular network access. By
establishing a wireless communications connection between the data
center 104 hosted on the UAV and the computing devices 112 used by
the members of the military group or the occupants of the ship, the
members of the military group or the occupants of the ship can
access data storage and/or computing or processing capabilities
that they would otherwise have limited access to.
[0053] In a specific example, the data center 104 hosted on the UAV
100 can act as an emergency data center that can be moved to a
location responsive to an unexpected need for a data center in that
location. For instance, in the event of a natural disaster, the UAV
100 can be positioned in the vicinity of recovery efforts for the
natural disaster to provide data storage and/or computing or
processing capabilities to rescuer and recovery workers.
[0054] Continuing to refer to FIG. 1B, the data center 104 includes
an intelligent data management module (IDMM) 120 configured to,
amongst other operations, provide smart power distribution to the
onboard systems of the UAV 100 and the data center 104. The IDMM
120 is configured to control the delivery of power to the onboard
devices of the UAV 100 (e.g., communication, flight systems, sensor
systems, on-board data processing tasks) to enable the UAV 100 to
complete a variety of mission tasks or objectives by controlling
the distribution of power to the systems involved in completing the
tasks. In one example, data center 104 processes are coordinated,
throttled, and prioritized intelligently by the IDMM 120 in
auspices with an onboard hybrid power management system and stored
data center mission objectives. This may be done under a criterion
that any flight critical power management objectives take priority
over all other data center mission objectives. In operation, the
IDMM 120 monitors the requests and generation of power and
intelligently controls the consumption of power by the data center
104 processes to maximize the completion of mission objectives, in
contrast to blindly providing power to a data center 104 module
(e.g., the processor 108) whenever the module attempts to execute a
task. In some instances, the IDMM 120 also controls the execution
of certain data processing tasks, which may include delaying a
particular task until power is available to complete the task
without drawing power away from other tasks with higher priority.
In this manner, the IDMM provides careful control of the UAV's 100
resources against any available headroom in power.
[0055] The IDMM 120 may utilize many different control schemes to
execute its power distribution control. In generally, the IDMM acts
as a mobile/portable cloud data center, solving a constrained
resource optimization problem online, and onboard the UAV 100 in
real-time. For instance, the IDDM can address problems such as
reducing and managing energy utilization, networking loads,
real-time power draw, and sometime even temperature of internal
components. The IDMM 120 can also be thought of as an intelligent
micro-power grid running onboard the UAV 100 and being responsive
to power demand and generation changes in real-time. There are many
algorithm approaches that the IDMM 120 may implement, such as
branch and bound, task slicing algorithms (TSA), genetic
algorithms, mixed integer programming, particle filters, simulated
annealing, and even deep learning artificial neural networks. One
approach to energy-aware real-time scheduling implemented by the
IDMM 120 involves a technique called Dynamic Voltage and Frequency
Scaling (DVFS). DVFS changes the processor 108 voltage and the
clock frequency simultaneously, reducing the CPU energy
consumption. Decreasing the processor 108 voltage and frequency
will slow down the performance of the processor 108. If the
execution performance is not a hard constraint, then, decreasing
both processor 108 voltage and frequency allows for a reduction in
the dynamic power consumption of the processor 108. In some
implementations, the IDMM 120 optimizes from a higher-level mission
management perspective, as discussed below with respect to FIGS.
24-26.
[0056] Referring to FIG. 2, in some examples, the data center 104
can serve in a logistics coordination role, e.g., to coordinate the
actions of a fleet of other UAVs 202, such as UAVs performing
delivery services, sensing, or other activities. The processors 108
in the data center 104 can determine, e.g., optimal routes for each
UAV 202. In some examples, the processors 108 in the data center
104 can determine a route for a particular UAV 202 based at least
in part on real time information about the position and/or
activities of each other UAV 202. For instance, for UAVs 202
deployed for surveillance, if one or more UAVs 202 capture images
indicative of a feature, event, etc. that warrants further
investigation, the processors 108 in the data center can reroute
one or more other of the UAVS 202 to be able to capture additional
images of that feature.
[0057] Referring to FIG. 3, in some examples, multiple UAVs 100,
each having a data center 104, can form one or more network
architectures for enhanced computing and/or communications
capabilities. The multiple UAVs 100 can operate independently or
cooperatively, e.g., the multiple UAVs 100 can act as a high
performance cloud computing cluster. In a specific example, the
multiple UAVs 100 can form a mesh network. In general, wireless
mesh networks are multi-hop systems in which devices assist each
other in transmitting packets through the network. Mesh networks
can be implemented with minimal preparation, and can provide a
reliable, flexible system that can be extended to many devices,
such as sensors or mobile devices involved in patient monitoring or
treatment. In a wireless mesh network, multiple nodes cooperate to
relay a message to its destination. The mesh topology enhances the
reliability of the network. For instance, a mesh network offers
multiple redundant communication paths through the network. If one
link in the network fails, the network automatically routes
messages through an alternate path. In a mesh network, the distance
between nodes can be shortened, increasing the quality of the
links. A mesh network can be a self-configuring and self-healing
network. For instance, a mesh network can determine how to route a
message to its destination without control from a system
administrator. Adding new nodes or relocating existing nodes can be
performed without manual configuration. Rather, the network can
discover the new or relocated node and automatically incorporate
the node into the existing network.
[0058] In some examples, the data center 104 on a UAV 100 can
provide communications capabilities, such as wireless Internet
functionality or cellular communication services, to devices in the
vicinity of the UAV 100. For instance, the data center 104 can
operate as a WiFi hotspot or can act as a cell in a cellular
communications network capable of data exchange, signal control, or
other functionality.
[0059] Referring to FIG. 4, in some examples, a data center 402 can
be incorporated onto a robot 404 or other type of device that is
generally capable of performing a variety of operations. In the
example of FIG. 4, both the UAV 100 and the robot 404 include data
centers, such as data centers that are in communication with each
other or data centers that form part of a mesh network. In some
examples, the robot data center 402 can be entirely independent of
the UAV data center 104.
[0060] In some examples, the UAV 100 can operate in either a wired
mode or a wireless mode. The UAV 100 can operate in wired mode when
the UAV is connected to an external computing device by a wired
connection, e.g., when the UAV is on the ground or in the air and
connected to a tether. The UAV 100 can operate in wireless mode
when the UAV is connected to an external computing device by a
wireless connection, e.g., when the UAV is in flight. In some
examples, wired mode operation can support a higher data
transmission rate than wireless mode operation. In some examples,
the ability to operate in wired mode can enable the UAV to operate
with a high level of security or operational robustness.
[0061] The UAV 100 and the data center 104 can be powered by a
hybrid generator system that provides a small portable hybrid
generator power source with energy conversion efficiency. In UAV
applications, the hybrid generator system can be used to overcome
the weight of the vehicle, the hybrid generator drive, and fuel
used to provide extended endurance and payload capabilities in UAV
applications.
[0062] The hybrid generator system can include two separate power
systems. A first power system included as part of the hybrid
generator system can be a small and efficient gasoline powered
engine coupled to a generator motor. The first power system can
serve as a primary source of power of the hybrid generator system.
A second power system, included as part of the hybrid generator
system, can be a high energy density rechargeable battery.
Together, the first power system and the second power system
combine to form a high energy continuous power source and with high
peak power availability for a UAV and for the data center housed on
the UAV. In some examples, one of the first power system and the
second power system can serve as a back-up power source of the
hybrid generator system if the other power system experiences a
failure.
[0063] FIG. 5 depicts a diagram of an example hybrid generator
system 500. The hybrid generator system 500 includes a fuel source
502, e.g., a vessel for storing gasoline, a mixture of gasoline and
oil mixture, or similar type fuel or mixture. The fuel source 502
provides fuel to an engine 504, of a first power system. The engine
504 can use the fuel provided by the fuel source 502 to generate
mechanical energy. In one example, the engine 504 can have
dimensions of about 12'' by 11'' by 6'' and a weight of about 3.5
lbs to allow for integration in a UAV. In one example, the engine
504 may be an HWC/Zenoah G29 RCE 3D Extreme available from Zenoah,
1-9 Minamidai Kawagoe, Saitama 350-2025, Japan. The hybrid
generator system 500 also includes a generator motor 506 coupled to
the engine 504. The generator motor 506 functions to generate AC
output power using mechanical power generated by the engine 504. In
some examples, a shaft of the engine 504 includes a fan that
dissipates heat away from the engine 504. In some examples, the
generator motor 506 is coupled to the engine 504 through a
polyurethane coupling.
[0064] In some examples, the hybrid generator system 500 can
provide 1.8 kW of power. The hybrid generator system 500 can
include an engine 504 that provides approximately 3 horsepower and
weighs approximately 1.5 kg, e.g., a Zenoah.RTM. G29RC Extreme
engine. The hybrid generator system 500 can include a generator
motor 506 that is a brushless motor, 380 Kv, 8mm shaft, part number
5035-380, available from Scorpion Precision Industry.RTM..
[0065] In some examples, the hybrid generator system 500 can
provide 10 kW of power. The hybrid generator system 500 can include
an engine 504 that provides approximately between 15-16.5
horsepower and weighs approximately 7 pounds, e.g. a Desert
Aircraft.RTM. D-150. The hybrid generator system 500 can include a
generator motor 506 that is a Joby Motors.RTM. JM1 motor.
[0066] The hybrid generator system 500 includes a bridge rectifier
508 and a rechargeable battery 510. The bridge rectifier 508 is
coupled between the generator motor 506 and the rechargeable
battery 510 and converts the AC output of the generator motor 506
to DC power to charge the rechargeable battery 510 or provide DC
power to load 518 by line 520 or power to DC-to-AC inverter 522 by
line 524 to provide AC power to load 526. The rechargeable battery
510 may provide DC power to load 528 by line 530 or to DC-to-AC
inverter 532 by line 534 to provide AC power to load 536. In one
example, an output of the bridge rectifier 508 and/or the
rechargeable battery 510 of hybrid generator system 500 is provided
by line 538 to one or more electronic speed control devices (ESC)
514 integrated in one or more rotor motors 516 as part of an UAV.
The ESC 514 can control the DC power provided by bridge rectifier
508 and/or rechargeable battery 510 to one or more rotor motors
provided by generator motor 506. In one example, the ESC 514 can be
a T-Motor.RTM. ESC 45A (2-6S) with SimonK. In one example, the
bridge rectifier 508 can be a model #MSD100-08, diode bridge 800V
100A SM3, available from Microsemi Power Products Group.RTM.. In
some examples, active rectification can be applied to improve
efficiency of the hybrid generator system.
[0067] In some examples, the ESC 514 can control an amount of power
provided to one or more rotor motors 516 in response to input
received from an operator. For example, if an operator provides
input to move a UAV to the right, then the ESC 514 can provide less
power to rotor motors 516 on the right of the UAV to cause the
rotor motors to spin propellers on the right side of the UAV slower
than propellers on the left side of the UAV. As power is provided
at varying levels to one or more rotor motors 516, a load, e.g. an
amount of power provided to the one or more rotor motors 516, can
change in response to input received from an operator.
[0068] In some examples, the rechargeable battery 510 may be a LiPo
battery, providing 3000 mAh, 22.2V 65C, Model PLU65-30006,
available from Pulse Ultra Lipo.RTM., China. In other designs, the
rechargeable battery 510 may be a lithium sulfur (LiSu)
rechargeable battery or similar type of rechargeable battery.
[0069] The hybrid generator system 500 includes an electronic
control unit (ECU) 512. The ECU 512, and other applicable systems
described in this paper, can be implemented as a computer system, a
plurality of computer systems, or parts of a computer system or a
plurality of computer systems. In general, a computer system
includes a processor, memory, non-volatile storage, and an
interface. A typical computer system usually includes at least a
processor, memory, and a device (e.g., a bus) coupling the memory
to the processor. The processor can be, for example, a
general-purpose central processing unit (CPU), such as a
microprocessor, or a special-purpose processor, such as a
microcontroller.
[0070] The memory can include, by way of example but not
limitation, random access memory (RAM), such as dynamic RAM (DRAM)
and static RAM (SRAM). The memory can be local, remote, or
distributed. The bus can also couple the processor to non-volatile
storage. The non-volatile storage is often a magnetic floppy or
hard disk, a magnetic-optical disk, an optical disk, a read-only
memory (ROM), such as a CD-ROM, EPROM, or EEPROM, a magnetic or
optical card, or another form of storage for large amounts of data.
Some of this data is often written, by a direct memory access
process, into memory during execution of software on the computer
system. The non-volatile storage can be local, remote, or
distributed. The non-volatile storage is optional because systems
can be created with all applicable data available in memory.
[0071] Software is typically stored in the non-volatile storage.
Indeed, for large programs, it may not even be possible to store
the entire program in the memory. Nevertheless, it should be
understood that for software to run, if necessary, it is moved to a
computer-readable location appropriate for processing, and for
illustrative purposes, that location is referred to as the memory
in this paper. Even when software is moved to the memory for
execution, the processor will typically make use of hardware
registers to store values associated with the software, and local
cache that, ideally, serves to speed up execution. As used herein,
a software program is assumed to be stored at an applicable known
or convenient location (from non-volatile storage to hardware
registers) when the software program is referred to as "implemented
in a computer-readable storage medium." A processor is considered
to be "configured to execute a program" when at least one value
associated with the program is stored in a register readable by the
processor.
[0072] In one example of operation, a computer system can be
controlled by operating system software, which is a software
program that includes a file management system, such as a disk
operating system. One example of operating system software with
associated file management system software is the family of
operating systems known as Windows.RTM. from Microsoft Corporation
of Redmond, Wash., and their associated file management systems.
Another example of operating system software with its associated
file management system software is the Linux operating system and
its associated file management system. The file management system
is typically stored in the non-volatile storage and causes the
processor to execute the various acts required by the operating
system to input and output data and to store data in the memory,
including storing files on the non-volatile storage.
[0073] The bus can also couple the processor to the interface. The
interface can include one or more input and/or output (I/O)
devices. The I/O devices can include, by way of example but not
limitation, a keyboard, a mouse or other pointing device, disk
drives, printers, a scanner, and other I/O devices, including a
display device. The display device can include, by way of example
but not limitation, a cathode ray tube (CRT), liquid crystal
display (LCD), or some other applicable known or convenient display
device. The interface can include one or more of a modem or network
interface. It will be appreciated that a modem or network interface
can be considered to be part of the computer system. The interface
can include an analog modem, isdn modem, cable modem, token ring
interface, Ethernet interface, satellite transmission interface
(e.g. "direct PC"), or other interfaces for coupling a computer
system to other computer systems. Interfaces enable computer
systems and other devices to be coupled together in a network.
[0074] A computer system can be implemented as a module, as part of
a module, or through multiple modules. As used in this paper, a
module includes one or more processors or a portion thereof. A
portion of one or more processors can include some portion of
hardware less than all of the hardware comprising any given one or
more processors, such as a subset of registers, the portion of the
processor dedicated to one or more threads of a multi-threaded
processor, a time slice during which the processor is wholly or
partially dedicated to carrying out part of the module's
functionality, or the like. As such, a first module and a second
module can have one or more dedicated processors, or a first module
and a second module can share one or more processors with one
another or other module s. Depending upon implementation-specific
or other considerations, a module can be centralized or its
functionality distributed. A module can include hardware, firmware,
or software embodied in a computer-readable medium for execution by
the processor. The processor transforms data into new data using
implemented data structures and methods, such as is described with
reference to the FIGS. in this paper.
[0075] The ECU 512 is coupled to the bridge rectifier 508 and the
rechargeable battery 510. The ECU 512 can be configured to measure
the AC voltage of the output of the generator motor 506, which is
directly proportional to the revolutions per minute (RPM) of the
engine 504, and compares it to the DC power output of the bridge
rectifier 508. The ECU 512 can control the throttle of the engine
504 to cause the DC power output of the bridge rectifier 508 to
increase or decrease as the load changes, e.g., a load of one or
more electric motors 516 or one or more of loads 518, 526, 528, and
536. In one example, the ECU 512 can be an Arduino.RTM. MEGA 2560
Board R3, available from China. In various embodiments, a load of
one or more electric motors 516 can change as the ESC 514 changes
an amount of power provided to the electric motors 516. For
example, if a user inputs to increase the power provided to the
electric motors 516 subsequently causing the ESC 514 to provide
more power to the electric motors 516, then the ECU 512 can
increase the throttle of the engine 504 to cause the production of
more power to provide to the electronic motors 516.
[0076] The ECU 512 can function to maintain voltage output of loads
by reading the sensed analog voltage, converting these to ADC
counts, comparing the count to that corresponding to a desired
voltage, and increasing or decreasing the throttle of the engine
504 according to the programmed gain if the result is outside of
the dead band.
[0077] In one example, the hybrid generator system 500 can provide
about 1,800 watts of continuous power, 10,000 watts of
instantaneous power (e.g., 6 S with 16,000 mAh pulse battery) and
has a 1,500 Wh/kg gasoline conversion rate. In one example, the
hybrid generator system 500 has dimensions of about 12'' by 12'' by
12'' and a weight of about 8 lbs.
[0078] FIG. 6 depicts a side perspective view of a hybrid generator
system 500. FIG. 7A depicts a side view of a hybrid generator 500.
FIG. 7B depicts an exploded side view of a hybrid generator 500.
The hybrid generator system 500 includes an engine 504 coupled to
generator motor 506. In one embodiment, the engine 504 includes a
coupling/cooling device 602 which provides coupling of the shaft of
the generator motor 506 to the shaft of engine 504 and also
provides cooling with sink fins 604. For example, FIGS. 7A and 7B,
show in further detail one embodiment of coupling/cooling device
602, which includes coupling/fan 702 with set screws 704 that
couple shaft 706 of generator motor 506 and shaft 708 of engine
504. Coupling/cooling device 602 may also include rubber coupling
ring 2202 (FIG. 22A).
[0079] In various embodiments, the hybrid generator system 500
includes components to facilitate transfer of heat away from the
hybrid generator system 500 and/or is integrated within a UAV to
increase airflow over components that produce heat. For example,
the hybrid generator system 500 can include cooling fins on
specific components, e.g. the rectifier, to transfer heat away from
the hybrid generator system. In various implementations, the hybrid
generator system 500 includes components and is integrated within a
UAV to cause heat to be transferred towards the exterior of the
UAV.
[0080] In various embodiments, the hybrid generator system 500
and/or a UAV integrating the hybrid generator system 500 is
configured to allow 406 cubic feet per minute of airflow across at
least one component of the hybrid generator system 500. An engine
504 of the hybrid generator system 500 can be run at an operating
temperature 150.degree. C. and if an ambient temperature in which
the hybrid generator system 10, in order to remove heat generated
by the engine 506, an airflow of 406 cubic feet per minute is
achieved across at least the engine 506. Further in various
embodiments, the engine 506 is operated at 16.5 Horsepower and
generates 49.2 kW of waste heat, e.g. each head of the engine
produces 24.6 kW of waste heat. In various embodiments, engine
heads of the engine 506 of the hybrid generator system 500 are
coupled to electric ducted fans to concentrate airflow over the
engine heads. For example, 406 cubic feet per minute airflow can be
achieved over engine heads of the engine 506 using electric ducted
fans.
[0081] In various embodiments, the hybrid generator system 500 is
integrated as part of a UAV using a dual vibration damping system.
An engine 506 of the hybrid generator system can utilize couplings
to serve as dual vibration damping systems. In one example, the
engine 506 produces a mean torque of 1.68 Nm at 10,000 RPM. In the
various embodiments, a urethane coupling is used to couple, at
least part of, the hybrid generator system 500 to a UAV. Further in
the one example, the urethane coupling can have a durometer value
of between 90 A to 75 D. Example urethane couplings used to secure,
at least part of, the hybrid generator system 500 to a UAV include
L42 Urethane, L100 Urethane, L167 Urethane, and L315 Urethane.
Urethane couplings used to secure, at least part of, the hybrid
generator system 500 to a UAV can have a tensile strength between
20 MPa and 62.0 MPa, between 270 to 800% elongation at breaking, a
modulus between 2.8 MPa and 32 MPa, an abrasion index between 110%
and 435%, and a tear strength split between 12.2 kN/m and 192.2
kN/m.
[0082] Engine 504, FIGS. 6 and 7, also includes fly wheel 606 which
reduces mechanical noise and/or engine vibration. Preferably,
engine 504 includes Hall Effect sensor 710, FIG. 7A, and Hall
Effect magnet coupled to fly wheel 606 as shown. In one example,
Hall-effect sensor 710 may be available from RCexl Min
Tachometer.RTM., Zhejiang Province, China.
[0083] When engine 504 is operational, fly wheel 606 spins and
generates a voltage which is directly proportional to the
revolutions per minute of fly wheel 606. This voltage is measured
by Hall-effect sensor 710 and is input into an ECU 512. The ECU 512
compares the measured voltage to the voltage output by generator
motor 506. ECU 512 will then control the throttle of either or both
the generator motor 506 and the engine 504 to increase or decrease
the voltage as needed to supply power to one or more of loads 518,
526, 528, and/or 536 or one or more rotor motors 516.
[0084] Engine 504 may also include a starter motor 608, servo 610,
muffler 612, and vibrational mount 614.
[0085] FIG. 8 is a perspective view of a hybrid generator system
500. The hybrid generator system 500 includes a motor 504 and
generator motor 506 coupled to a bridge rectifier 508.
[0086] FIG. 9 is a perspective view of a UAV 900 integrated with a
hybrid generator system 500. The UAV 900 includes six rotor motors
516 each coupled to propellers 902, however it is appreciated that
a UAV integrated with a hybrid generator system 500 can include
more or less rotor motors and propeller. The UAV 900 can include a
Px4 flight controller manufactured by Pixhawk.RTM..
[0087] In one embodiment, engine 504, as shown in FIGS. 4-9 may be
started using an electric starter 616. Fuel source 502, as shown in
FIG. 5 (also shown in FIG. 9) delivers fuel to engine 504 to spin
its rotor shaft directly coupled to generator motor 506 as shown in
FIG. 7 and applies a force to generator motor 506. The spinning of
generator motor 506 generates electricity and the power generated
by motor generator 506 is proportional to the power applied by
shaft of engine 504. Preferably, a target rotational speed of
generator motor 506 is determined based on the KV (rpm/V) of
generator motor 506. For example, if a target voltage of 25 Volt DC
is desired, the rating of generator motor 506 would be about 400
KV. The rotational speed of the engine 504 may be determined by the
following equations:
RPM=KV (RPM/Volt).times.Target Voltage (VDC) (1)
RPM=400 KV.times.25 VDC (2)
RPM=10,000 (3)
[0088] In this example, for generator motor 506 to generate 25 VDC
output, the shaft of generator motor 506 coupled to the shaft of
engine 504 needs to spin at about 10,000 RPM.
[0089] As the load, e.g., one or more motors 516 or one or more of
loads 518, 526, 528, and/or 536, is applied to the output of
generator motor 506, the voltage output of the hybrid generator
system 500 will drop which will cause the speed of engine 504 and
generator motor 506 to be reduced. In this case, ECU 512 can be
used to help regulate the throttle of engine 504 to maintain a
consistent output voltage that varies with loads. ECU 512 can act
like a standard governor for gasoline engines but instead of
regulating an RPM, it can regulate a target voltage output of
either or both a bridge rectifier and a generator motor 506 based
on a closed loop feedback controller.
[0090] Power output from generator motor 506 can be in the form of
alternating current (AC) which needs to be rectified by bridge
rectifier 508. Bridge rectifier 508 can convert the AC power into
direct current (DC) power, as discussed above. In various
embodiments, the output power of the hybrid generator system 500
can be placed in a "serial hybrid" configuration, where the
generator power output by generator motor 506 may be available to
charge the rechargeable battery 510 or provide power to another
external load.
[0091] In operation, there can be at least two available power
sources when the hybrid generator system 500 is functioning. A
primary source can be from the generator motor 506 through directly
from the bridge rectifier and a secondary power source can be from
the rechargeable battery 510. Therefore, a combination of
continuous power availability and high peak power availability is
provided, which may be especially well-suited for UAV applications
or a portable generator applications. In cases where either primary
(generator motor 506) power source is not available, system 500 can
still continue to operate for a short period of time using power
from rechargeable battery 510 allowing a UAV to sustain safety
strategy, such as an emergency landing.
[0092] When hybrid generator system 500 is used for UAVs, the
following conditions can be met to operate the UAV effectively and
efficiently: 1) the total continuous power (watts) can be greater
than power required to sustain UAV flight, 2) the power required to
sustain a UAV flight is a function of the total weight of the
vehicle, the total weight of the hybrid engine, the total weight of
fuel, and the total weight of the payload), where:
Total Weight (gram)=vehicle dry weight+engine 504 weight+fuel
weight+payload (4)
and, 3) based on the vehicle configuration and aerodynamics, a
particular vehicle will have an efficiency rating (grams/watt) of
11, where:
Total Power Required to Fly=.eta..times.Weight (gram) (5)
[0093] In cases where the power required to sustain flight is
greater than the available continuous power, the available power or
total energy is preferably based on the size and configuration of
the rechargeable battery 510. A configuration of the rechargeable
battery 510 can be based on a cell configuration of the
rechargeable battery 510, a cell rating of the rechargeable battery
510, and/or total mAh of the rechargeable battery 510. In one
example, for a 6 S, 16000 mAh, 25 C battery pack, the total energy
is determined by the following equations:
Total Energy=Voltage.times.mAh=25 VDC (6 S).times.16000 mAh=400
Watt*Hours (6)
Peak Power Availability=Voltage.times.mAh.times.C Rating=25
VDC.times.16000 mAh.times.25 C 10,400 Watts (7)
Total Peak Time=400 Watt*Hours/10,400 Watts=138.4 secs (8)
Further in the one example, the rechargeable battery 510 will be
able to provide 10,400 Watts of power for 138.4 seconds in the
event of primary power failure from engine 504. Additionally, the
rechargeable battery 510 may be able to provide up to 10,400 Watts
of available power for flight or payload needs instantaneous peak
power for short periods of time needed for aggressive
maneuvers.
[0094] The result is hybrid generator system 500 when coupled to a
UAV efficiently and effectively provides power to fly and maneuver
the UAV for extended periods of time with higher payloads than
conventional multi-rotor UAVs. In one example, the hybrid generator
system 500 can provide a loaded (3 lb. load) flight time of up to
about 2 hours 5 mins, and an unloaded flight time of about 2 hours
and 35 mins. Moreover, in the event that the fuel source runs out
or the engine 504 and/or he generator motor 506 malfunctions, the
hybrid generator system 500 can use the rechargeable battery 510 to
provide enough power to allow the UAV to perform a safe landing. In
various embodiments, the rechargeable battery 510 can provide
instantaneous peak power to a UAV for aggressive maneuvers, for
avoiding objects, or threats, and the like.
[0095] In various embodiments, the hybrid generator system 500 can
provide a reliable, efficient, lightweight, portable generator
system which can be used in both commercial and residential
applications to provide power at remote locations away from a power
grid and for a micro-grid generator, or an ultra-micro-grid
generator.
[0096] In various embodiments, the hybrid generator system 500 can
be used for an applicable application, e.g. robotics, portable
generators, micro-grids and ultra-micro-grids, and the like, where
an efficient high energy density power source is required and where
a fuel source is readily available to convert hydrocarbon fuels
into useable electric power. The hybrid generator system 500 has
been shown to be significantly more energy efficient than various
forms of rechargeable batteries (Lithium Ion, Lithium Polymer,
Lithium Sulfur) and even Fuel Cell technologies typically used in
conventional UAVs.
[0097] FIG. 10 depicts a graph comparing energy density of
different UAV power sources. In various embodiments, the hybrid
generator system 500 can use conventional gasoline which is readily
available at low cost and provide about 1,500 Wh/kg of power for
UAV applications, e.g., as indicated at 1002 in FIG. 6.
Conventional UAVs which rely entirely on batteries can provide a
maximum energy density of about 1,000 Wh/kg when using an energy
high density fuel cell technology, indicated at 1004 about 400
Wh/kg when using lithium sulfur batteries, indicated at 1006, and
only about 200 Wh/kg when using a LiPo battery, indicated at
1008.
[0098] FIG. 11 depicts a graph 1104 of market potential for UAVs
against flight time for an example two plus hours of flight time
hybrid generator system 500 of one or more when coupled to a UAV is
able to achieve and an example of the total market potential vs.
endurance for the hybrid generator system 500 for UAVs.
[0099] In various embodiments, the hybrid generator power systems
500 can be integrated as part of a UAV or similar type aerial
robotic vehicle to perform as a portable flying generator using the
primary source of power to sustain flight of the UAV and then act
as a primary power source of power when the UAV has reached its
destination and is not in flight. For example, when a UAV which
incorporates hybrid system 10, e.g., UAV 900, FIG. 9, is not in
flight, the available power generated by hybrid system can be
transferred to one or more of external loads 518, 526, 528, and/or
536 such that hybrid generator system 500 operates as a portable
generator. Hybrid system generator 500 can provide continuous peak
power generation capability to provide power at remote and often
difficult to reach locations. In the "non-flight portable generator
mode", hybrid system 500 can divert the available power generation
capability towards external one or more of loads 518, 526, 528,
and/or 536. Depending on the power requirements, one or more of
DC-to-AC inverters 522, 532 may be used to convert DC voltage to
standard AC power (120 VAC or 240 VAC).
[0100] In operation, hybrid generator system 500 coupled to a UAV,
such as UAV 900, FIG. 9, will be able to traverse from location to
location using aerial flight, land, and switch on the power
generator to convert fuel into power.
[0101] FIG. 12 shows an example flight pattern of a UAV with a
hybrid generator system 500. In the example flight pattern shown in
FIG. 12, the UAV 900, with hybrid system 500 coupled thereto,
begins at location A loaded with fuel ready to fly. The UAV 900
then travels from location A to location B and lands at location B.
The UAV 900 then uses hybrid system 500 to generate power for local
use at location B, thereby acting as a portable flying generator.
When power is no longer needed, the UAV 900 returns back to
location A and awaits instructions for the next task.
[0102] In various embodiments, the UAV 900 uses the power provided
by hybrid generator system 500 to travel from an initial location
to a remote location, fly, land, and then generate power at the
remote location. Upon completion of the task, the UAV 900 is ready
to accept commands for its new task. All of this can be performed
manually or through an autonomous/automated process. In various
embodiments, the UAV 900 with hybrid generator system 500 can be
used in an applicable application where carrying fuel and a local
power generator are needed. Thus, the UAV 900 with a hybrid
generator system 500 eliminates the need to carry both fuel and a
generator to a remote location. The UAV 900 with a hybrid generator
system 500 is capable of powering both the vehicle when in flight,
and when not in flight can provide the same amount of available
power to external loads. This may be useful in situations where
power is needed for the armed forces in the field, in humanitarian
or disaster relief situations where transportation of a generator
and fuel is challenging, or in situations where there is a request
for power that is no longer available.
[0103] FIG. 13 depicts a diagram of another system for a hybrid
generator system 500 with detachable subsystems. FIG. 14A depicts a
diagram of a hybrid generator system 500 with detachable subsystems
integrated as part of a UAV. FIG. 14B depicts a diagram of a hybrid
generator system 500 with detachable subsystems integrated as part
of a ground robot. In various embodiments, a tether line 1302 is
coupled to the DC output of bride rectifier 508 and rechargeable
battery 510 of a hybrid control system 500. The tether line 1302
can provide DC power output to a tether controller 1304. The tether
controller 1304 is coupled between a tether cable 1306 and a ground
or aerial robot 1308. In operation, as discussed in further detail
below, the hybrid generator system 500 provides tethered power to
the ground or aerial robot 1308 with the similar output
capabilities as discussed above with one or more of the Figs. in
this paper.
[0104] The system shown in FIG. 13 can include additional
detachable components 1310 integrated as part of the system, e.g.,
data storage equipment 1312, communications equipment 1314,
external load sensors 1316, additional hardware 1318, and various
miscellaneous equipment 1320 that can be coupled via data tether
1322 to tether controller 1304.
[0105] In one example of operation of the system shown in FIG. 13,
the system may be configured as part of a flying robot or UAV, such
as flying robot or UAV 1402, FIG. 14, or as ground robot 1404.
Portable tethered robotic system 1408 starts a mission at location
A. All or an applicable combination of the subsystems and ground,
the tether controller, ground/aerial robot 1308 can be powered by
the hybrid generator system 500. The Portable tethered robotic
system 1408 travels either by ground, e.g., using ground robot 1404
powered by hybrid generator system 500 or by air using flying robot
or UAV 1402 powered by hybrid generator system 500 to desired
remote location B. At location B, portable tethered robotic system
1408 configured as flying robot 1402 or ground robot 1404 can
autonomously decouple hybrid generator system 500 and/or detachable
subsystem 1310, indicated at 1406, which remain detached while
ground robot 1404 or flying robot or UAV 1402 are operational. When
flying robot or UAV 1402 is needed at location B, indicated at
1412, flying robot or UAV 1402 can be operated using power provided
by hybrid generator system coupled to tether cable 1306. When
flying robot or UAV 1402 no longer has hybrid generator system 500
and/or additional components 1310 attached thereto, it is
significantly lighter and can be in flight for a longer period of
time. In one example, flying robot or UAV 1402 can take off and
remain in a hovering position remotely for extended periods of time
using the power provided by hybrid generator system 500.
[0106] Similarly, when ground robot 1404 is needed at location B,
indicated at 1410, it may be powered by hybrid generator system 500
coupled to tether line 1306 and will also be significantly lighter
without hybrid generator system 500 and/or additional components
1310 attached thereto. Ground robot 1404 can also be used for
extended periods of time using the power provide by hybrid
generator system 500.
[0107] FIG. 15 shows a ground robot 1502 with a detachable flying
pack in operation. The detachable flying pack 1504 includes hybrid
generator system 500. The detachable flying pack is coupled to the
ground robot 1502 of one or more embodiments. The hybrid generator
system 500 is embedded within the ground robot 1502. The ground
robot 1502 is detachable from the flying pack 1504. With such a
design, a majority of the capability is embedded deep within the
ground robot 1502 which can operate 100% independently of the
flying pack 1504. When the ground robot 1502 is attached to the
flying pack 1504, the flying pack 1504 is powered from hybrid
generator system 500 embedded in the ground robot 1502 and the
flying pack 1504 provides flight. The ground robot 1502 platform
can be a leg wheel or threaded base motion.
[0108] In one embodiment, the ground robot 1502 may include the
detachable flying pack 1504 and the hybrid generator system 500
coupled thereto as shown in FIG. 15. In this example, the ground
robot 1502 is a wheel-based robot as shown by wheels 1506. In this
example, the hybrid generator system 10, includes fuel source 502,
engine 504, generator motor 506, bridge rectifier 508, rechargeable
battery 20, ECU 512, and optional inverters 522 and 532, as
discussed above with reference to one or more Figs. in this paper.
The hybrid generator system 500 also preferably includes data
storage equipment 1312, communications equipment 1314, external
load sensors 1316, additional hardware 1318, and miscellaneous
communications 1320 coupled to data line 1322 as shown. The flying
pack 1504 is preferably, an aerial robotic platform such as a fixed
wing, single rotor or multi rotor, aerial device, or similar type
aerial device.
[0109] In one embodiment, the ground robot 1502 and the aerial
flying pack 1504 are configured as a single unit. Power is
delivered the from hybrid generator system 500 and is used to
provide power to flying pack 1504, so that ground robot 1502 and
flying pack 1504 can fly from location A to location B. At location
B, ground robot 1506 detaches from flying pack 1504, indicated at
1508, and is able to maneuver and operate independently from flying
pack 1504. Hybrid generator system 500 is embedded in ground robot
1502 such that ground robot 1506 is able to be independently
powered from flying pack 1504. Upon completion of the ground
mission, ground robot 1502 is able to reattached itself to flying
pack 1504 and return to location A. All of the above operations can
be manual, semi-autonomous, or fully autonomous.
[0110] In one embodiment, flying pack 1504 can traverse to a remote
location and deliver ground robot 1502. At the desired location,
there is no need for flying pack 1504 so it can be left behind so
that ground robot 1502 can complete its mission without having to
carry flying pack 1504 as its payload. This may be useful for
traversing difficult and challenging terrains, remote locations,
and in situations where it is challenging to transport ground robot
1502 to the location. Exemplary applications may include remote
mine destinations, remote surveillance and reconnaissance, and
package delivery services where flying pack 1504 cannot land near
an intended destination. In these examples, a designated safe drop
zone for flying pack can be used and local delivery is completed by
ground robot 1502 to the destination.
[0111] In various embodiments, then a mission is complete, ground
robot 1404 or flying robot or UAV 1402 can be autonomously coupled
back to hybrid generator system 500. Additional detachable
components 1310 can auto be autonomously coupled back hybrid
generator system 500. Portable tethered robotic system 1408 with a
hybrid generator system 500 configured a flying robot or UAV 1402
or ground robot 1404 then returns to location A using the power
provided by hybrid generator system 500.
[0112] The result is portable tethered robotic system 1408 with a
hybrid generator system 500 is able to efficiently transport ground
robot 1404 or flying robot or UAV 1402 to remote locations,
automatically decouple ground robot 1404 or flying robot or UAV
1402, and effectively operate the flying robot 1402 or ground robot
1404 using tether power where it may be beneficial to maximize the
operation time of the ground robot 1402 or flying robot or UAV
1404. System 1408 provides modular detachable tethering which may
be effective in reducing the weight of the tethered ground or
aerial robot thereby reducing its power requirements significantly.
This allows the aerial robot or UAV or ground robot to operate for
significantly longer periods of time when compared to the original
capability where the vehicle components are attached and the
vehicle needs to sustain motion. System 1408 eliminates the need to
assemble a generator, robot and tether at remote locations and
therefore saves time, resources, and expense. Useful applications
of system 1408 may include, inter alia, remote sensing, offensive
or defensive military applications and/or communications
networking, or multi-vehicle cooperative environments, and the
like.
[0113] FIG. 16 shows a control system of a hybrid generator system.
The hybrid generator system includes a power plant 1602 coupled to
an ignition module 1604. The ignition module 1604 functions to
start the power plant 1602 by providing a physical spark to the
power plant 1604. The ignition module 1604 is coupled to an
ignition battery eliminator circuit (IBEC) 1606. The IBEC 1606
functions to power the ignition module 1604.
[0114] The power plant 1602 is configured to provide power. The
power plant 1602 includes an engine and a generator. The power
plant is controlled by the ECU 1608. The ECU 1608 is coupled to the
power plant through a throttle servo. The ECU 1608 can operate the
throttle servo to control a throttle of an engine to cause the
power plant 1602 to either increase or decrease an amount of
produced power. The ECU 1608 is coupled to a voltage divider 1610.
Through the voltage divider 1610, the ECU can determine an amount
of power the ECU 1608 is generating to determine whether to
increase, decrease, or keep a throttle of an engine constant.
[0115] The power plant is coupled to a power distribution board
1612. The power distribution board 1612 can distribute power
generated by the power plant 1602 to either or both a battery pack
1614 and a load/vehicle 1616. The power distribution board 1612 is
coupled to a battery eliminator circuit (BEC) 1618. The BEC 1618
provides power to the ECU 1608 and a receiver 1620. The receiver
1620 controls the IBEC 1606 and functions to cause the IBEC 1606 to
power the ignition module 1604. The receiver 1620 also sends
information to the ECU 1608 used in controlling a throttle of a
engine of the power plant 1602. The receiver 1620 to the ECU
information related to a throttle position of a throttle of an
engine and a mode in which the hybrid generation system is
operating.
[0116] FIG. 17 shows a top perspective view of a top portion 1700
of a drone powered through a hybrid generator system. The top
portion 1700 of the drone shown in FIG. 13 includes six rotors
1702-1 . . . 1702-6 (hereinafter "rotors 1702"). The rotors 1702
are caused to spin by corresponding motors 1704-1 . . . 1704-6
(hereinafter "motors 1704"). The motors 1704 can be powered through
a hybrid generator system. The top portion 1700 of a drone includes
a top surface 1706. Edges of the top surface 1706 can be curved to
reduce air drag and improve aerodynamic performance of the drone.
The top surface includes an opening 1708 through which air can flow
to aid in dissipating heat away from at least a portion of a hybrid
generator system. In various embodiments, at least a portion of an
air filter is exposed through the opening 1708.
[0117] FIG. 18 shows a top perspective view of a bottom portion
1800 of a drone powered through a hybrid generator system 500. The
hybrid generator system 500 includes an engine 504 and a generator
motor 506 to provide power to motors 1704. The rotor motors 1704
and corresponding rotors 1702 are positioned away from a main body
of a bottom portion 1800 of the drone through arms 1802-1 . . .
1802-6 (hereinafter "arms 1802"). An outer surface of the bottom
portion of the bottom portion 1800 of the drone and/or the arms
1802 can have edges that are curved to reduce air drag and improve
aerodynamic performance of the drone.
[0118] FIG. 19 shows a top view of a bottom portion 1800 of a drone
powered through a hybrid generator system 500. The rotor motors
1704 and corresponding rotors 1702 are positioned away from a main
body of a bottom portion 1800 of the drone through arms 1802. An
outer surface of the bottom portion of the bottom portion 1800 of
the drone and/or the arms 1802 can have edges that are curved to
reduce air drag and improve aerodynamic performance of the
drone.
[0119] FIG. 20 shows a side perspective view of a hybrid generator
system 500. The hybrid generator system 500 shown in FIG. 16 is
capable of providing 1.8 kW of power. The hybrid generator system
500 include an engine 504 coupled to a generator motor 506. The
engine 504 can provide approximately 3 horsepower. The generator
motor 506 functions to generate AC output power using mechanical
power generated by the engine 504.
[0120] FIG. 21 shows a side perspective view of a hybrid generator
system 500. The hybrid generator system 500 shown in FIG. 17 is
capable of providing 10 kW of power. The hybrid generator system
500 include an engine 504 coupled to a generator motor. The engine
504 can provide approximately 15-16.5 horsepower. The generator
motor functions to generate AC output power using mechanical power
generated by the engine 504.
[0121] Further description of UAVs and hybrid generator systems can
be found in U.S. patent application Ser. No. 14/942,600, the
contents of which are incorporated here by reference in their
entirety.
[0122] In some examples, the engine 504 can include features that
enable the engine to operate with high power density. The engine
504 can be a two-stroke engine having a high power-to-weight ratio.
The engine 504 can embody a simply design with a small number of
moving parts such that the engine is small and light, thus
contributing to the high power-to-weight ratio of the engine. In a
specific example, the engine has an energy density of 1 kW/kg
(kilowatt per kilogram) and generates about 10 kg of lift for every
kilowatt of power generated by the engine. In some examples, the
engine 504 can be a brushless motor, which can contribute to
achieving a high power density of the engine. A brushless motor is
efficient and reliable, and is generally not prone to sparking,
thus reducing the risk of electromagnetic interference (EMI) from
the engine.
[0123] In some examples, the engine 504 is mounted on the UAV via a
vibration isolation system that enables sensitive components of the
UAV and data center to be isolated from vibrations generated by the
engine. Sensitive components of the UAV can include, e.g., an
inertial measurement unit such as Pixhawk, a compass, a global
positioning system (GPS), or other components. Sensitive components
of the data center can include, e.g., processors, data storage
devices, wireless communications components, or other
components.
[0124] In some examples, the vibration isolation system can include
vibration damping mounts that attach the engine to the frame of the
UAV. The vibration damping mounts allow for the engine 504 to
oscillate independently from the frame of the UAV, thus preventing
vibrations from being transmitted from the engine to other
components of the UAV. The vibration damping mounts can be formed
from a robust, energy absorbing material such as rubber, that can
absorb the mechanical energy generated by the motion of the engine
without tearing or ripping, thus preventing the mechanical energy
from being transferred to the rest of the UAV. In some examples,
the vibration damping mounts can be formed of two layers of rubber
dampers joined together rigidly with a spacer. The length of the
spacer can be adjusted to achieve a desired stiffness for the
mount. The hardness of the rubber can be adjusted to achieve
desired damping characteristics in order to absorb vibrational
energy.
[0125] Referring to FIG. 22A, in some examples, the engine 504 and
the generator motor 506 are directly coupled through a precise and
robust connection, e.g., through a urethane coupling 704. In
particular, the generator motor 506 includes a generator rotor 706
and a generator stator 708 housed in a generator body 2202. The
generator rotor 706 is attached to the generator body 2202 by
generator bearings 2204. The generator rotor 706 is coupled to an
engine shaft 606 via the coupling 704. Precision coupling between
the engine 504 and the generator motor 506 can be achieved by using
precisely machined parts and balancing the weight and support of
the rotating components of the generator motor 506, which in turn
reduces internal stresses. Alignment of the rotor of the generator
with the engine shaft can also help to achieve precision coupling.
Misalignment between the rotor and the engine shaft can cause
imbalances that can reduce efficiency and potentially lead to
premature failure. In some examples, alignment of the rotor with
the engine shaft can be achieved using precise indicators and
fixtures. Precision coupling can be maintained by cooling the
engine 504 and generator motor 506, by reducing external stresses,
and by running the engine 504 and generator motor 506 under steady
conditions, to the extent possible. For instance, the vibration
isolation mounts allow external stresses on the engine 504 to be
reduced or substantially eliminated, assisting in achieving
precision direct coupling.
[0126] Direct coupling can contribute to the reliability of the
first power system, which in turn enables the hybrid generator
system to operate continuously for long periods of time at high
power. In addition, direct coupling can contribute to the
durability of the first power system, thus helping to reduce
mechanical creep and fatigue even over many engine cycles, such as
millions of engine cycles. In some examples, the engine is
mechanically isolated from the frame of the UAV by the vibration
isolation system and thus experiences minimal external forces, so
the direct coupling between the engine and the generator motor can
be implemented by taking into account only internal stresses.
[0127] Direct coupling between the engine 504 and the generator
motor 506 can enable the first power system to be a compact,
lightweight power system having a small form factor. A compact and
lightweight power system can be readily integrated into the
UAV.
[0128] Referring to FIG. 22B, in some examples, a frameless or
bearing-less generator 608 can be used instead of a urethane
coupling between the generator motor 506 and the engine 504. For
instance, the bearings (2204 in FIG. 22A) on the generator can be
removed and the generator rotor 706 can be directly mated to the
engine shaft 606. The generator stator 708 can be fixed to a frame
610 of the engine 516. This configuration prevents
over-constraining the generator with a coupling while providing a
small form factor and reduced weight and complexity.
[0129] In some examples, the generator motor 506 includes a
flywheel that provides a large rotational moment of inertia. A
large rotational inertia can result in reduced torque spikes and
smooth power output, thus reducing wear on the coupling between the
engine 504 and the generator motor 506 and contributing to the
reliability of the first power system. In some examples, the
generator, when mated directly to the engine 504, acts as a
flywheel. In some examples, the flywheel is a distinct component,
e.g., if the generator does not provide enough rotary inertia.
[0130] In some examples, design criteria are set to provide good
pairing between the engine 504 and the generator motor 506. The
power band of a motor is typically limited to a small range. This
power band can be used to identify an RPM (revolutions per minute)
range within which to operate under most flight conditions. Based
on the identified RPM range, a generator can be selected that has a
motor constant (kV) that is able to provide the appropriate voltage
for the propulsion system (e.g., the rotors). The selection of an
appropriate generator helps to ensure that the voltage out of the
generator will not drop as the load increases. For instance, if the
engine has maximum power at 6500 RPM, and a 50 V system is desired
for propulsion, then a generator can be selected that has a kV of
130.
[0131] In some examples, exhaust pipes can be designed to
positively affect the efficiency of the engine 504. Exhaust pipes
serve as an expansion chamber for exhaust from the engine, thus
improving the volumetric efficiency of the engine. The shape of the
exhaust pipes can be tuned to guide air back into the combustion
chamber based on the resonance of the system. In some examples, the
carburetor can also be tuned based on operating parameters of the
engine, such as temperature or other parameters. For instance, the
carburetor can be tuned to allow a desired amount of fuel into the
engine, thus enabling a target fuel to air ratio to be reached in
order to achieve a good combustion reaction in the engine. In
addition, the throttle body can be designed to control fuel
injection and/or timing in order to further improve engine
output.
[0132] In some examples, the throttle of the engine can be
regulated in order to achieve a desired engine performance. For
instance, when the voltage of the system drops under a load, the
throttle is increased; when the voltage of the system becomes too
high, the throttle is decreased. The bus voltage can be regulated
and a feedback control loop used to control the throttle position.
In some examples, the current flow into the battery can be
monitored with the goal of controlling the charge of the battery
and the propulsion voltage. In some examples, feed forward controls
can be provided such that the engine can anticipate upcoming
changes in load (e.g., based on a mission plan and/or based on the
load drawn by the motor) and preemptively compensates for the
anticipated changes. Feed forward controls enable the engine to
respond to changes in load with less lag. In some examples, the
engine can be controlled to charge the battery according to a
pre-specified schedule, e.g., to maximize battery life, in
anticipation of loads (e.g., loads forecast in a mission plan), or
another goal. Throttle regulation can help keep the battery fully
charged, helping to ensure that the system can run at a desired
voltage and helping to ensure that backup power is available.
[0133] In some examples, ultra-capacitors can be incorporated into
the hybrid generator system in order to allow the hybrid generator
system to respond quickly to changing power demands. For instance,
ultra-capacitors can be used in conjunction with one or more
rechargeable batteries to provide a lightweight system capable of
rapid response and smooth, reliable power.
[0134] In some examples, thermal management strategies can be
employed in order to actively or passively cool components of the
hybrid generator system. High power dense components tend to
overheat, e.g., because thermal dissipation is usually proportional
to surface area. In addition, internal combustion is an inherently
inefficient process, which creates heat.
[0135] Active cooling strategies can include fans, such as a
centrifugal fan. The centrifugal fan can be coupled to the engine
shaft so that the fan spins at the same RPM as the engine, thus
producing significant air flow. The centrifugal fan can be
positioned such that the air flow is directed over certain
components of the engine, e.g., the hottest parts of the engine,
such as the cylinder heads. Air flow generated by the flying motion
of the UAV can also be used to cool the hybrid generator system.
For instance, air pushed by the rotors of the UAV (referred to as
propwash) can be used to cool components of the hybrid generator
system. Passive cooling strategies can be used alone or in
combination with active cooling strategies in order to cool
components of the hybrid generator system. In some examples, one or
more components of the hybrid generator system can be positioned in
contact with dissipative heat sinks, thus reducing the operating
temperature of the components. For instance, the frame of the UAV
can be formed of a thermally conductive material, such as aluminum,
which can act as a heat sink. Referring to FIG. 22, in some
examples, fins 2302 can be formed on the engine (e.g., on one or
more of the cylinder heads of the engine) to increase the
convective surface area of the engine, thus enabling increased heat
transfer. In some examples, the hybrid generator system can be
configured such that certain components are selectively exposed to
ambient air or to air flow generated by the flying motion of the
UAV in order to further cool the components.
[0136] In some examples, the materials of the hybrid generator
system 10, the UAV, and/or the data center components can be
lightweight. For instance, materials with a high strength to weight
ratio can be used to reduce weight. Example materials can include
aluminum or high strength aluminum alloys (e.g., 7075 alloy),
carbon fiber based materials, or other materials. Component design
can also contribute to weight reduction. For instance, components
can be designed to increase the stiffness and reduce the amount of
material used for the components. In some examples, components can
be designed such that material that is not relevant for the
functioning of the component is removed, thus further reducing the
weight of the component.
[0137] In some examples, a UAV powered by a hybrid generator system
can act as a transportation system to carry one or more humans or
animals, e.g., weighing up to about 100 kg. For instance, the UAV
can act as a transportation system for short distance
point-to-point transportation or inter-island transportation, e.g.,
between islands in Japan, Hawaii, the Philippines, or other regions
having closely spaced islands.
[0138] In some examples, a UAV powered by a hybrid generator system
can be collapsible, e.g., to fit into an enclosed space. For
instance, the UAV can fold into a shape sufficient to fit into a 40
cm.times.5 cm.times.5 cm tube and deployed from the tube to act as
an expandable weather reconnaissance device, such as a National
Center for Atmospheric Research (NCAR) dropsonde.
[0139] In some examples, multiple UAVs each powered by a hybrid
generator system can be deployed as a fleet from a base, such as a
ship (e.g., a cargo ship), to conduct measurement or information
gathering activities. For instance, the fleet of UAVs can collect
information about the location of schools of fish to guide the
course of fishing vessels. The fleet of UAVs can collect
information about ice level reduction in Artic or Antarctic
regions. Other information or measurements can be collected by the
fleet of UAVs.
[0140] In some examples, a UAV powered by a hybrid generator system
can be used to deliver cargo to a distribution center at a port.
For instance, a cargo ship may anchor at a location nearby but
outside of the port, and the UAV can transfer cargo from the ship
to the port. The ship can thus avoid the time consuming exercise of
arriving to and docking at the port. In addition, the use of UAVs
as cargo unloading devices can enable shallow water ports to
receive deliveries from large cargo ships that otherwise may be
constrained to arrive only at deep water ports.
[0141] In some examples, a UAV powered by a hybrid generator can be
used as a portable weather system, such as a wind and/or weather
sensor. The UAV can be moved as a probe through one or more layers
of the atmosphere. The dynamics of a multirotor UAV can make the
multirotor UAV more sensitive, e.g., to air or wind conditions,
than other types of weather probes. In some examples, built in
logging information from an avionics system of the UAV can be used
to determine inertial data from the UAV and to compare with flight
controller signals used to compensate for wind and to provide
stability to motors and/or propellers.
[0142] In some examples, a portable launch system can be provided
to launch UAVs powered by hybrid generator systems, e.g., for use
as weather probes. The UAVs can be reloadable, disposable devices.
The launch system can be loaded with the UAV, which can be launched
into the atmosphere, e.g., by local or remote control. The UAV can
collect atmospheric data as it descends through the atmosphere. The
collected data can be stored in a memory of the UAV or can be
transmitted in real time, e.g., via radio, satellite,
telecommunications networks (e.g., LTE networks), or other
communications protocols.
[0143] In some examples, a flight stand provides a platform for
testing of UAVs. The flight stand allows for safe testing while
providing a real, in-air testing environment. The flight stand
includes vertical rails that constrain lateral movement of a UAV
being tested therein while allowing for free vertical movement.
[0144] In some examples, analytic approaches can be used for
analysis of performance and/or mission plans for a UAV.
[0145] In some examples, detection systems can be deployed, e.g.,
to detect intrusion of UAVs into a certain airspace. The detection
systems can apply mathematic and/or probabilistic approaches to
determining whether an unwarranted UAV is present in a certain
location. In some examples, radio frequency (RF) detection can be
used, e.g., through a distributed network of RF sensors that can be
used to triangulate RF signals typically used by UAVs. In some
examples, audio detection or visual detection through a distributed
network of audio sensors or visual sensors, respectively, can be
used. In some examples, spectral detection through a spectrum of
operations can be used. In some examples, UAVs can apply
countermeasures to thwart detection, such as RF jamming, GPS
jamming, wideband jamming, spectral jamming, physical nets, or
other countermeasures. The detection systems can take into account
possible countermeasures in order to trigger or prioritize methods
of detection and countering in order to enhance the likelihood that
an unwarranted UAV instruction can be detected.
[0146] FIG. 24 is an illustration of a closed-loop power management
system implemented by an intelligent data management module 120 of
the data center 104. The intelligent data management module 120
employs a closed-loop power consumption optimization algorithm 2410
to implement one aspect of the constrained resource optimization.
The optimization algorithm 2410 enables power distribution in a
smart way, by taking, as inputs, one or more of the condition of
the flight system 2402 (e.g., power generation), the mission
objectives 2406 stored in the data storage 106, and the condition
of the data center processing tasks 2408. Based on the inputs,
2408, 2402, 2406, the optimization algorithm 2410 determines a
power distribution 2420 for current data processing tasks. In some
instances, the optimization algorithm 2410 also considers future
data center processing tasks that may be prescribed by the mission
objectives 2406 and determines a power distribution 2420 for
current processing tasks and future processing tasks that may
change of order of execution of certain tasks based on the expected
condition of the flight systems 2402 necessary to complete the
mission objectives 2406. For example, take-off and hovering are
both energy intensive flight system conditions. During those flight
conditions, the optimization algorithm 2410 may reduce and/or halt
less critical or unnecessary data center processing unless or until
the power usage of the flight system is reduced (e.g., forward
flight). In some instances, the optimization algorithm 2410 is able
to determine, based on the mission objectives 2406, when certain
flight conditions are going to occur and the priority of specific
tasks during those flight conditions (e.g., image collection while
hovering over target location) and prioritize certain mission
critical tasks based on the mission objectives (e.g., deferring
image processing and transmission to an upcoming forward flight
condition when the UAV 100 is in transit to the next target
location).
[0147] In some examples, the intelligent data management module is
executed by a processor on board the UAV. In some examples, the
intelligent data management module is executed by a processor
remote from the UAV, such as a processor at a ground-based
computing facility or a processor on board another UAV. In some
examples, the intelligent data management module is executed in a
distributed manner by multiple processors on board the UAV, by
multiple processors remote from the UAV, and/or by one or more
processors on board the UAV and one or more processors remote from
the UAV.
[0148] For example, a UAV 100 mission objective includes performing
a mapping survey using a LIDAR sensor, and the LIDAR data
collection is power intensive for the data center 104. The
prioritization determined by the optimization algorithm 2410 might
result in data being collected when the UAV is hovering in the
mapping region, because the mapping is an essential part of the
mission, but data processing being performed when UAV 100 is in
forward flight, which is less power intensive than hovering. In
some instances, the optimization algorithm 2410 can take into
account the percentage of processing power used by various parallel
processing tasks and a priority of each task based on the mission
objectives 2406. Based on the percentages and priorities, the
optimization algorithm can develop a power distribution 2420 that
allocates processing power to each of the parallel processing tasks
based on their priority of the available power at a present
time.
[0149] In some instances, the optimization algorithm 2410 employs
machine learning to adjust the present power distribution 2420
based on future power requirements, which may be calculated based
on the expected flight system condition as determined by the
mission objectives. For example, if a mission objective 2406 of the
UAV 100 is collecting image data at multiple targets, processing
the image data, and transmitting the image data, a basic
optimization algorithm 2410 may prioritize the data collection
while the UAV 100 hovers over the target site and reduce or pause
the data processing and transmission until more power become
available, because the image collection is the critical task at the
target site. The image processing is a secondary task that can be
deferred by the optimization algorithm 2410 until more power is
available to the data center 104, e.g., until the UAV 100 is no
longer hovering. If flight conditions change (e.g., the weather
changes and the UAV 100 draws more energy to complete the flight
profile of the mission objective) a more advanced optimization
algorithm 2410 is responsive to the change in available power and,
for example, reduces the data collection sampling rate. A reduction
in the data sampling rate can reduce the power usage by the data
collection devices and can also result in less data being
collected, thus making it more likely that the data is able to
processed during the forward flight segment to the next target even
given the reduced amount of available power. In this example, the
completion of all three tasks (i.e., data collection, processing,
and transmission) are considered a single task for each target
location. The optimization algorithm 2410 is configured to evaluate
a single mission task across multiple flight segments, and adjust
the processing of individual components based on the present
available power and/or the expected available power during future
flight segments of that task. In other instances, a mission
objective 2406 may prioritize data processing over a particular
flight segment or operation, and, for example, the optimization
algorithm 2410 may reduce the flight speed of the UAV 100 in order
to complete a processing task that is prioritized higher than the
flight speed in that particular mission objective 2406.
[0150] In some instances, as illustrated in FIG. 25, for the
optimization algorithm 2410 to calculate future power consumption,
the IDMM includes a prediction algorithm 2540 to determine the
remaining flight time 2550 (e.g., future power consumption) of the
UAV 100 based on the mission objectives 2406, the power
distribution 2420, the flight system 2402, and/or the remaining
fuel 2530. The prediction algorithm 2540 is used to estimate future
fuel consumption based on the current conditions of the UAV (e.g.,
both the fuel consumption of the fight systems 2402, and the power
consumption of the data center 104), the remaining fuel 2530, and
an estimation of both the future power consumption and resulting
fuel consumption based on the mission objective 2406.
[0151] The mission objectives 2406, in some instances, include
expected fuel consumption and energy generation rates for flight
segments of the mission objectives 2406. The prediction algorithm
2540 compares the expected fuel consumption (and energy generation)
of the flight systems to the present fuel consumption and flight
system 2402 and updates 2430 the expected fuel consumption of the
mission objectives 2406 based on the comparison. If no expected
fuel consumption is present in the mission objective 2406, the
prediction algorithm 2540 populates fuel consumption for predicting
the fuel consumption of future flight segments or predicts future
fuel consumption based on past fuel consumption. For example, if
the mission objective is hover and collect data, the prediction
algorithm 2540 records the present fuel consumption of the flight
system 2402 and the present power distribution 2420 to the data
center 104, and, based on the remaining fuel 2530, calculates the
flight time remaining 2550. In another example, the mission
objective 2406 includes forward flight between two points, with a
hover at each point, the prediction algorithm 2540 uses the flight
system 2402 after the first forward flight and first hover to
predict the fuel consumption of the future forward flight and
hovers. The prediction algorithm 2540 can then update 2430 the
mission objectives to store the fuel consumption of the flight
segments, and calculate the flight time remaining 2550 based on the
updated fuel consumption, the power distribution 2420, and the
remaining fuel 2530. In yet another example, the future flight
segments may be unknown because they are responsive to future
commands or determined based on collected data, and the prediction
algorithm 2540 uses techniques known in the art (e.g., weighted
averages) over recent past flight segments to estimate future fuel
consumption and, along with the power distribution and remaining
fuel 2530, calculates the flight time remaining 2550. In other
instances, the prediction algorithm 2540 estimates future power
distribution 2420 based on past power distribution and the mission
objectives 2406 and predicts the flight time remaining 2550 based
on the estimated future power distribution 2420.
[0152] FIG. 26 is an illustration of the operation of an
intelligent data management module 120 in a data center 104 of a
UAV 100. The data center 104 includes a flight management system
(FMS) 2601, a mission management system (MMS) 2610, and the
intelligent data management module (IDMM) 120 configured to control
the power distribution of to the processes and devices of the data
center 104, as detailed above. The FMS 2601 includes flight plan
criteria 2602, which may include a flight and mission plan having
time-tagged waypoints that the UAV 100 will fly, including a
profile between each way point indicating altitude, speed, and
heading, for example. The FMS 2601 also includes the current
vehicle condition 2603, which may include the current flight mode,
the current available power level for the data center 104, and/or
the current fuel level and battery charge status, or other
indicators of vehicle condition. The FMS, in some instances, also
includes the expected flight conditions 2604 including any expected
environment conditions such as wind speeds, humidity,
precipitation, to be expected along the waypoints or generally in
the area of the UAV 100. The MMS 2610 includes mission objective
criteria 2611, which may be mission activities to take place, such
as when and which payload sensor will be activated to take data,
when and how data will be processed, and when and how data will be
stored. The MMS 2610 also includes the mission objective priorities
2612, which may include what data is to be processed or collected
and in what order. Also, the MMS 2610 includes communication
criteria 2613 indicative of when and where, and what data is to be
sent to another UAV or an operating command center, e.g., via a
wireless communication module.
[0153] In operation, the IDMM 120, as detailed above, receives
information from the FMS 2601 and the MMS 2610 and executes a
closed-loop power optimization control algorithm 2410 to generate
power distribution 2420 scheme for allocating the power resources
of the data center 104 based on at least the current vehicle
conditions 2603 and the mission objective priorities 2612.
Additionally, the IDMM includes a prediction algorithm 2540 which,
based on the power distribution 2420, and the data received from
the FMS 2601 and the MMS 2610, as detailed above, estimates the
remaining flight time for the UAV 100 as it carries out the mission
objective criteria 2611 while traveling along the flight plan
criteria 2602. Based on the prediction of remaining flight time,
the IDMM can determine if the flight plan criteria 2602 are able to
be met based on the remaining fuel and, if not, update 2609 the
flight plan based on the remaining flight time. The MMS 2610 or the
IDMM 120, based on the prediction that the flight plan criteria are
unable to be met, may updates the mission criteria 2611 to under to
maintain the flight plan criteria 2602 or modify the flight plan
criteria 2602 in order to maintain the mission criteria.
[0154] Referring to FIG. 27, in an example, a hybrid power
generation system is operated to provide power to a rotor motor of
an unmanned aerial vehicle and to a data center module of the
unmanned aerial vehicle (270). The hybrid power generation system
can include a rechargeable battery configured to provide power to
the rotor motor and/or to the data center module. The hybrid power
generation system can include an engine configured to generate
mechanical power. The hybrid power generation system can also
include a generator motor coupled to the engine and configured to
generate electrical power from the mechanical power generated by
the engine.
[0155] The data center module is operated (272) to perform a data
task using the power provided to the data center module from the
hybrid power generation system. The data task includes one or more
of data processing and data collection.
[0156] An indication of the power available from the hybrid power
generation system is received (274). The available power can be
dependent on factors such as a flight mode of the unmanned aerial
vehicle (e.g., take-off, landing, hovering, forward flight, etc.),
environmental conditions (e.g., wind speed, precipitation, etc.),
or other factors. A power allocation to the data center module is
controlled based on the indication of the power available (276). In
some examples, the power allocation to the data center module is
controlled further based on a priority measure of the data task,
such as whether the data task is high priority or
location-specific. For instance, if the amount of available power
is below a threshold, a small amount of power or no power is
allocated to the data center module unless the data task performed
by the data center module is a high priority task or a
location-specific task. In some examples, the power allocation is
further controlled based on an estimated remaining flight time,
e.g., determined based on an amount of fuel remaining.
[0157] Other embodiments are within the scope of the following
claims.
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