U.S. patent application number 17/644653 was filed with the patent office on 2022-06-16 for autorotating payload delivery device.
This patent application is currently assigned to Dash Systems, Inc.. The applicant listed for this patent is Dash Systems, Inc.. Invention is credited to Marc Berte, Joel Ifill, Jason Litzinger, Phil Stahlhuth, Zach Taylor.
Application Number | 20220185477 17/644653 |
Document ID | / |
Family ID | 1000006089346 |
Filed Date | 2022-06-16 |
United States Patent
Application |
20220185477 |
Kind Code |
A1 |
Ifill; Joel ; et
al. |
June 16, 2022 |
AUTOROTATING PAYLOAD DELIVERY DEVICE
Abstract
A payload delivery device configured to deliver an aircraft
deployed payload along a flight path to a predetermined landing
destination includes a support member configured to be removably
attached to the payload, a flight control and navigation system
module configured to control orientation of the plurality of
control surfaces while the payload is travelling along the flight
path to the predetermined landing destination, a control surface
assembly module including a plurality of control surfaces, a rotor
assembly including a plurality of rotor blades having a central
axis of rotation, and a collective control assembly module
including at least one collective servomotor configured to control
a plurality of control linkages connected to the plurality of rotor
blades.
Inventors: |
Ifill; Joel; (Los Angeles,
CA) ; Taylor; Zach; (Redondo Beach, CA) ;
Litzinger; Jason; (Canyon Lake, CA) ; Stahlhuth;
Phil; (Pasadena, CA) ; Berte; Marc; (Leesburg,
VA) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Dash Systems, Inc. |
Chatsworth |
CA |
US |
|
|
Assignee: |
Dash Systems, Inc.
Chatsworth
CA
|
Family ID: |
1000006089346 |
Appl. No.: |
17/644653 |
Filed: |
December 16, 2021 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
63126345 |
Dec 16, 2020 |
|
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|
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B64C 27/02 20130101;
B64C 2201/108 20130101; B64C 2201/024 20130101; B64C 2201/128
20130101; B64C 2201/082 20130101; B64D 1/14 20130101; B64C 2201/141
20130101; G05D 1/105 20130101; B64C 39/024 20130101 |
International
Class: |
B64D 1/14 20060101
B64D001/14; B64C 27/02 20060101 B64C027/02; B64C 39/02 20060101
B64C039/02; G05D 1/10 20060101 G05D001/10 |
Claims
1. A payload delivery device configured to deliver an aircraft
deployed payload along a flight path to a predetermined landing
destination, the payload delivery device comprising: a support
member configured to be removably attached to the payload; a flight
control and navigation system module connected to the support
member; a control surface assembly module including a plurality of
control surfaces, the control surface assembly module connected to
the support member and in communication with the flight control and
navigation module to receive commands to control orientation of the
plurality of control surfaces while the payload is travelling along
the flight path to the predetermined landing destination; a rotor
assembly including a plurality of rotor blades having a central
axis of rotation; and a collective control assembly module
including at least one collective servomotor, the collective
control assembly module connected between the support member and
the rotor assembly and in communication with the flight control and
navigation module configured to control a plurality of control
linkages connected to the plurality of rotor blades.
2. The payload delivery device according to claim 1, wherein the
flight control and navigation system module comprises at least a
GPS receiver, at least one servomotor controller, an inertial
navigation system (INS) sensor, a magnetometer, a navigation
module, and a multi-band transceiver configured to communicate with
at least one of a master flight computer in the aircraft, a
satellite communications network, a ground-based telemetry station
and a weather station.
3. The payload delivery device according to claim 2, wherein at
least a first portion of components of the flight control and
navigation system module are disposed in a rotating frame of the
rotor assembly.
4. The payload delivery device according to claim 2, wherein the
flight control and navigation system module is fully disposed in a
rotating frame of the rotor assembly.
5. The payload delivery device according to claim 1, wherein the
control surfaces, under control of the flight control and
navigation system module, are configured to one of vertically
stabilize and impart an axial moment of rotation about a
longitudinal axis of the payload during a portion of the flight
path.
6. The payload delivery device according to claim 1, wherein the
plurality of control surfaces, under control of the flight control
and navigation system module, are configured to navigate the
payload along a portion of the flight path to the predetermined
landing destination.
7. The payload delivery device according to claim 1, wherein the
collective control assembly module, under control of the flight
control and navigation system module, controls a collective motion
imparted the rotor assembly to rotate the leading-edge of each
blade of the plurality of rotor blades of the rotor assembly to a
negative leading-edge angle with respect to the rotational plane of
the rotor assembly in a fully deployed rotor position, wherein the
rotor assembly enters an autorotating motion to produce an upward
vertical force on the payload during at least a portion of the
flight path.
8. The payload delivery device according to claim 1, wherein the
collective control assembly module, under control of the flight
control and navigation system module, controls the collective
motion imparted to the rotor assembly to rotate a leading-edge of
each of the rotor blades of the rotor assembly to a positive
leading-edge angle with respect to a rotational plane of the rotor
assembly in the fully deployed rotor position, wherein the rotor
assembly produces a positive vertical thrust force on the payload
based on a moment of inertia of an autorotating motion during at
least a portion of the flight path before the payload arrives at
the predetermining landing destination.
9. The payload delivery device according to claim 1, wherein the
rotor assembly is further configured to rotate the plurality of
rotor blades to a folded position proximate a side of the payload,
an initial deployed position rotated away from the side of the
payload, and a fully deployed and locked position further rotated
away from the side of the payload and perpendicular to the central
axis of rotation of the rotor assembly.
10. The payload delivery device according to claim 9, wherein the
rotor assembly is further configured to dampen the plurality of
rotor blades during a blade deployment operation when each of the
plurality of rotor blades nears the fully deployed and locked
position.
11. A payload delivery device configured to deliver an aircraft
deployed payload along a flight path to a predetermined landing
destination, the payload delivery device comprising: a support
member configured to be removably attached to the payload; a flight
control and navigation system module connected to the support
member; a control surface assembly module including a plurality of
control surfaces, the control surface assembly module connected to
the support member and in communication with the flight control and
navigation module to receive commands to control orientation of the
plurality of control surfaces while the payload is travelling along
the flight path to the predetermined landing destination; a gimbal
assembly module including a plurality of gimbal servomotors, the
gimbal assembly module connected to and configured to move relative
to the support member and in communication with the flight control
and navigation module to receive commands to control axial rotation
of the gimbal assembly module with respect to the support member; a
rotor assembly including a plurality of rotor blades having a
central axis of rotation; and a collective control assembly module
including at least one collective servomotor, the collective
control assembly module connected between the gimbal assembly
module and the rotor assembly and in communication with the flight
control and navigation module configured to control a plurality of
control linkages connected to the plurality of rotor blades.
12. The payload delivery device according to claim 11, wherein the
gimbal assembly module, under control of the flight control and
navigation system module, pivots the central axis of rotation the
rotor assembly via at least one servomotor about a point located on
a longitudinal axis of the payload to impart an axial thrust force
away from the longitudinal axis of the payload.
13. The payload delivery device according to claim 11, wherein the
collective control assembly module, under control of the flight
control and navigation system module, controls, via at least one
servomotor mounted on the gimbal assembly module, a collective
motion imparted to the rotor assembly configured to simultaneously
rotate a leading-edge of each blade of the plurality of rotor
blades of the rotor assembly.
14. A payload delivery device configured to deliver an aircraft
deployed payload along a flight path to a predetermined landing
destination, the payload delivery device comprising: a support
member configured to be removably attached to the payload; a flight
control and navigation system module; a control surface assembly
module including a plurality of control surfaces, the control
surface assembly module connected to the support member and in
communication with the flight control and navigation module to
receive control surface commands to control orientation of the
plurality of control surfaces; a rotation bearing assembly
connected to the support member; and a rotor assembly including a
plurality of rotor blades having a central axis of rotation and a
plurality of rotor servomotors, the rotor assembly connected to the
rotation bearing assembly and in communication with the flight
control and navigation module to receive rotor rotation commands to
control angular rotation of each of the plurality of rotor blades
via co-planar aligned blade rotation shafts of each of the
plurality of rotor blades, the co-planar aligned drive shafts
coincident with a plane of rotation of the rotor assembly about the
central axis of rotation.
15. The payload delivery device according to claim 14, further
comprising a gimbal assembly module including a plurality of gimbal
servomotors, the gimbal assembly module connected to and configured
to move relative to the support member and in communication with
the flight control and navigation module to receive gimbal rotation
commands to control axial rotation of the gimbal assembly module
with respect to the support member.
16. The payload delivery device according to claim 15, wherein the
gimbal assembly module, under control of the flight control and
navigation system module, pivots the central axis of rotation of
the rotor assembly via at least one gimbal servomotor about a point
located on a longitudinal axis of the payload to impart an axial
thrust force produced by the rotor assembly away from the
longitudinal axis of the payload.
17. The payload delivery device according to claim 14, further
comprising a quick-release coupler connected between the rotation
bearing assembly and the rotor assembly configured to allow
detaching of the rotor assembly from the payload delivery assembly
and attaching a second rotor assembly.
18. The payload delivery device according to claim 14, wherein the
flight control and navigation system module comprises at least a
GPS receiver, at least one servomotor controller, an inertial
navigation system (INS) sensor, a magnetometer, a navigation
module, and a multi-band transceiver configured to communicate with
at least one of a master flight computer in an aircraft, a
satellite communications network, a ground-based telemetry station
and a weather station.
19. The payload delivery device according to claim 14, wherein at
least one component of the flight control and navigation system
module is disposed in a rotating frame of the rotor assembly.
20. The payload delivery device according to claim 14, wherein the
flight control and navigation system module is disposed in a
rotating frame of the rotor assembly.
21. The payload delivery device according to claim 14, wherein the
plurality of control surfaces, under control of the flight control
and navigation system module, at least one of vertically stabilize
and impart an axial moment of rotation about a longitudinal axis of
the payload during a portion of the flight path to the
predetermined landing destination.
22. The payload delivery device according to claim 14, wherein the
plurality of control surfaces, under control of the flight control
and navigation system module, are configured to navigate the
payload along a portion of the flight path to the predetermined
landing destination.
23. The payload delivery device according to claim 14, wherein the
rotor assembly, under control of the flight control and navigation
system module, is configured to simultaneously rotate leading edges
of each of the plurality of rotor blades of the rotor assembly.
24. The payload delivery device according to claim 14, wherein the
rotor assembly, under control of the flight control and navigation
system module, is configured to independently rotate leading edges
of each of the plurality of rotor blades of the rotor assembly.
25. The payload delivery device according to claim 24, wherein the
rotor assembly, under control of the flight control and navigation
system module, is configured impart a cyclic thrust force to the
rotor assembly by cyclically rotating a leading-edge of at least
one of the plurality of rotor blades of the rotor assembly.
26. The payload delivery device according to claim 14, wherein the
rotor assembly, under control of the flight control and navigation
system module, rotates leading-edges of the plurality of rotor
blades of the rotor assembly to a negative leading-edge angle with
respect to a rotational plane of the rotor assembly in a fully
deployed rotor position, wherein the rotor assembly is configured
to produce an autorotation motion to produce a vertical thrust
force on the payload during a portion of the flight path to the
predetermined landing destination.
27. The payload delivery device according to claim 26, wherein the
rotor assembly, under control of the flight control and navigation
system module, rotates leading-edges of the plurality of rotor
blades of the rotor assembly to a positive leading-edge angle with
respect to a plane of rotation of the rotor assembly in a fully
deployed rotor position, wherein the rotor assembly produces a
vertical thrust force on the payload based on a moment of inertia
produced from the autorotation motion during a second portion of
the flight path before the payload arrives at the predetermining
landing destination.
28. The payload delivery device according to claim 14, wherein the
rotor assembly, under control of the flight control and navigation
system module, rotates leading-edges of the plurality of rotor
blades of the rotor assembly perpendicular to a plane of rotation
of the rotor assembly in a fully deployed rotor position, wherein
the rotor assembly minimizes an aerodynamic profile of the rotor
assembly along a portion of the flight path to the predetermined
landing destination.
29. The payload delivery device according to claim 28, wherein the
rotor assembly, under control of the flight control and navigation
system module, rotates a leading-edge of at least one of the
plurality of rotor blades of the rotor assembly away from being
perpendicular to the plane of rotation of the rotor assembly in the
fully deployed rotor position to navigate the payload delivery
device along a portion of the flight path to the predetermined
landing destination.
30. The payload delivery device according to claim 14, wherein the
rotor assembly is further configured to rotate the plurality rotor
blades to a folded position proximate at least one side of the
payload, to an initial deployed position rotated away from the at
least one side of the payload, and to a fully deployed and locked
position further rotated away from the at least one side of the
payload and perpendicular to the central axis of rotation of the
rotor assembly.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application claims the benefit of U.S. Provisional
Patent Application Ser. No. 63/126,345 filed on Dec. 16, 2020,
wherein the disclosure of the application listed above is
incorporated herein by reference in its entirety.
BACKGROUND
[0002] The embodiments disclosed herein are directed toward air
drop devices configured to be deployed from an aircraft with the
purpose of safely delivering an attached payload to a predetermined
target destination either on land, water or a structure on either
land or water.
[0003] An unpowered pararotor assembly mounted on top of an air
drop device is provided in at least two configurations disclosed
herein. First, a pitch-link type rotor assembly may include a
swashplate for collective pitch control of the rotor blades and
cyclic pitch control of the rotors. A second type of a
"swashplate-less" configuration may include greater control of
collective and cyclic pitch of the rotor blades of a rotor assembly
by directly controlling the rotor blades by servomotor
actuators.
[0004] The pararotor is a biology-inspired decelerator device based
on the autorotation of a rotary wing, whose main purpose is to
guide a load descent into a certain planetary atmosphere. The
pararotor is a device like an unpowered helicopter rotor that spins
in an autorotation configuration when the attached payload is
descending through an airstream impinging upon the pararotor. A
drag force in the direction of the incident airstream flow is
generated over the autorotating rotor, where the drag exerted over
the rotor is greater if the rotor is spinning in an autorotating
configuration. Thus, the rotational motion of the pararotor
assembly is effective to slow down or exert a downwardly directed
thrust vector relative to a falling body or payload in the
airstream and also stabilize the payload's trajectory.
BRIEF SUMMARY
[0005] It should be appreciated that this Summary is provided to
introduce a selection of concepts in a simplified form that are
further described below in the Detailed Description. This Summary
is not intended to be used to limit the scope of the claimed
subject matter.
[0006] In one embodiment disclosed herein, a payload delivery
device is configured to deliver an aircraft deployed payload along
a payload flight path to a predetermined landing destination and
include a support member configured to be removably attached to the
payload, a flight control and navigation system module connected to
the support member, a control surface assembly module including a
plurality of control surfaces, the control surface assembly module
connected to the support member and in communication with the
flight control and navigation module to receive commands to control
orientation of the plurality of control surfaces while the payload
is travelling along the payload flight path to the predetermined
landing destination, a rotor assembly including a plurality of
rotor blades having a central axis of rotation, and a collective
control assembly module including at least one collective
servomotor, the collective control assembly module connected
between the support member and the rotor assembly and in
communication with the flight control and navigation module
configured to control a plurality of control linkages connected to
the plurality of rotor blades.
[0007] In another embodiment disclosed herein, a payload delivery
device is configured to deliver an aircraft deployed payload along
a payload flight path to a predetermined landing destination and
include a support member configured to be removably attached to the
payload, a flight control and navigation system module connected to
the support member, a control surface assembly module including a
plurality of control surfaces, the control surface assembly module
connected to the support member and in communication with the
flight control and navigation module to receive commands to control
orientation of the plurality of control surfaces while the payload
is travelling along the payload flight path to the predetermined
landing destination, a gimbal assembly module including a plurality
of gimbal servomotors, the gimbal assembly module connected to and
configured to move relative to the support member and in
communication with the flight control and navigation module to
receive commands to control axial rotation of the gimbal assembly
module with respect to the support member, a rotor assembly
including a plurality of rotor blades having a central axis of
rotation, and a collective control assembly module including at
least one collective servomotor, the collective control assembly
module connected between the gimbal assembly module and the rotor
assembly and in communication with the flight control and
navigation module configured to control a plurality of control
linkages connected to the plurality of rotor blades.
[0008] In another embodiment disclosed herein, a payload delivery
device configured to deliver an aircraft deployed payload along a
payload flight path to a predetermined landing destination and
include a support member configured to be removably attached to the
payload, a flight control and navigation system module, a control
surface assembly module including a plurality of control surfaces,
the control surface assembly module connected to the support member
and in communication with the flight control and navigation module
to receive control surface commands to control orientation of the
plurality of control surfaces, a rotation bearing assembly
connected to the support member, and a rotor assembly including a
plurality of rotor blades having a central axis of rotation and a
plurality of rotor servomotors, the rotor assembly connected to the
rotation bearing assembly and in communication with the flight
control and navigation module to receive rotor rotation commands to
control angular rotation of each of the plurality of rotor blades
via co-planar aligned blade rotation shafts of each of the
plurality of rotor blades, the co-planar aligned drive shafts
coincident with a plane of rotation of the rotor assembly about the
central axis of rotation.
[0009] In another embodiment disclosed herein, a method of
assembling a delivery payload assembly configured to be deployed
from an aircraft and travel along a payload flight path to a
predetermined landing destination includes providing a payload
configured to be delivered from the aircraft to the predetermined
landing destination, attaching a tail-kit assembly to a first end
of the payload thereby defining the delivery payload assembly, the
tail-kit assembly including a rotor blade assembly including a
plurality of rotor blades having a central axis of rotation
proximate the first end of the payload, and a flight control and
navigation system configured to control a collective pitch angle of
each of the plurality of rotor blades of the rotor blade assembly,
control an axial thrust force of the rotor blade assembly, the
axial thrust force being at an angle with respect to the central
axis of rotation of the rotor blade assembly, and navigate the
delivery payload assembly along the payload flight path to the
predetermined landing destination. The method further includes
removing the tail-kit assembly from the payload after the payload
is delivered to the predetermined landing destination, wherein the
flight control and navigation system is further configured to
induce and control an autorotation motion of rotor blade assembly
during a portion of the payload flight path of the delivery payload
assembly from the aircraft to the predetermined landing
destination, and produce and control a vertical thrust force by the
rotor blade assembly during an end portion of the payload flight
path of the delivery payload assembly from the aircraft to the
predetermined landing destination.
[0010] In another embodiment disclosed herein, a method of
delivering a payload to be deployed from an aircraft along a
payload flight path to a predetermined landing destination includes
attaching a tail-kit assembly to a first end of the payload thereby
defining a delivery payload assembly, programming geographic
coordinates of the predetermined landing destination into a flight
control and navigation system in the tail-kit assembly, ejecting
the delivery payload assembly from the aircraft, navigating, via
the flight control and navigation system, the delivery payload
assembly along a payload flight path configured to terminate at the
predetermined landing destination, controlling, via the flight
control and navigation system, an autorotation motion of a rotor
blade assembly of the tail-kit assembly to enter a steady-state
flight phase having a substantially constant first downward
velocity, controlling, via the flight control and navigation
system, the rotor blade assembly of the tail-kit assembly to enter
a terminal flight phase before the predetermined landing
destination, wherein the terminal flight phase has a second
downward velocity less than the first downward velocity, wherein
flight control and navigation system controls rotation of a
leading-edge of each of the plurality of rotor blades of the rotor
blade assembly in a positive direction to generate a vertical
thrust force based on a moment of inertia of the rotor blade
assembly in the autorotation motion, and removing the tail-kit
assembly from the payload after the delivery payload assembly
arrives at the predetermined landing destination, wherein the
removed tail-kit assembly is configured to be attached to a second
payload for delivery by an air vehicle to another predetermined
landing destination.
[0011] In another embodiment disclosed herein, a method of
delivering a payload to be deployed from an aircraft along a
payload flight path to a predetermined landing destination includes
attaching a tail-kit assembly to a first end of the payload thereby
defining a delivery payload assembly, programming geographic
coordinates of the predetermined landing destination into a flight
control and navigation system in the tail-kit assembly, ejecting
the delivery payload assembly from the aircraft, controlling, via
the flight control and navigation system, a leading-edge of each
rotor blade of a rotor blade assembly attached to the tail-kit
assembly into a substantially downward disposed orientation,
navigating, via the flight control and navigation system, the
delivery payload assembly along a payload flight path terminating
at the predetermined landing destination, inducing, via the flight
control and navigation system, an autorotation motion of the rotor
blade assembly by rotating the leading-edge of each rotor blade of
the rotor blade assembly toward a plane of rotation of the rotor
blade assembly, generating, via the flight control and navigation
system, a vertical thrust force on the delivery payload assembly by
rotating the leading-edge of each rotor blade of the rotor blade
assembly above the plane of rotation of the rotor blade assembly,
wherein the vertical thrust force is supplied by a moment of
inertia of the rotor blade assembly in the autorotation motion
before the predetermined landing destination, and removing the
tail-kit assembly from the delivery payload assembly after the
delivery payload assembly arrives at the predetermined landing
destination, wherein the removed tail-kit assembly is configured to
be attached to a second payload for delivery by an air vehicle to a
second predetermined landing destination.
BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS
[0012] The embodiments presented herein will be better understood
from the following detailed description with reference to the
drawings, which are not necessarily drawing to scale and in
which:
[0013] FIG. 1 illustrates a top perspective view of a first
embodiment of a pitch link type air drop device;
[0014] FIG. 2A illustrates a top perspective view of a payload
retained within the pitch link type air drop device of FIG. 1;
[0015] FIG. 2B illustrates a top perspective view of an enclosure
surrounding the payload of FIG. 2A retained withing the pitch link
type air drop device of FIG. 1;
[0016] FIG. 3A illustrates a top perspective view of a stabilizer
sub-assembly mounted on top of the enclosure of FIG. 2B of the
pitch link type air drop device of FIG. 1;
[0017] FIG. 3B illustrates a top perspective view of a stabilizer
assembly mounted on top of the enclosure of FIG. 2B of the pitch
link type air drop device of FIG. 1;
[0018] FIG. 4A illustrates a top perspective view of a control
system mounting plate mounted on top of the stabilizer assembly of
FIG. 3B of the pitch link type air drop device of FIG. 1;
[0019] FIG. 4B illustrates a top perspective view of a pitch link
actuator sub-assembly mounted on top of the control system mounting
plate of FIG. 4A of the pitch link type air drop device of FIG.
1;
[0020] FIG. 5A illustrates a top perspective view of a pitch link
assembly connected to the pitch link actuator sub-assembly of FIG.
4B of the pitch link type air drop device of FIG. 1;
[0021] FIG. 5B illustrates a top perspective view of a pitch
link-controlled rotor assembly connected to the pitch link assembly
of FIG. 5A of the pitch link type air drop device of FIG. 1;
[0022] FIG. 6A illustrates a bottom perspective view of a stored
and an initial deployment configuration of the pitch link type air
drop device of FIG. 1;
[0023] FIG. 6B illustrates a bottom perspective view of a rotor
deployment configuration of the pitch link type air drop device of
FIG. 1;
[0024] FIG. 6C illustrates a bottom perspective view of a fully
rotor deployed configuration of the pitch link type air drop device
of FIG. 1;
[0025] FIG. 7A illustrates a front view of stabilizer control
surfaces in a first position of the pitch link type air drop device
of FIG. 1;
[0026] FIG. 7B illustrates a bottom perspective view of the
stabilizer control surfaces in the first position of FIG. 7A of the
pitch link type air drop device of FIG. 1;
[0027] FIG. 7C illustrates a front view of the stabilizer control
surfaces in a second opposite position of the pitch link type air
drop device of FIG. 1;
[0028] FIG. 7D illustrates a bottom perspective view of the
stabilizer control surfaces in the second opposite position of FIG.
7C of the pitch link type air drop device of FIG. 1;
[0029] FIG. 8 illustrates a top perspective view of a second
alternative embodiment of a pitch link type air drop device of
FIGS. 1-7D including a rotor dampening system;
[0030] FIG. 9A illustrates a front view of the second alternative
embodiment the pitch link type air drop device of FIG. 8 in an
undampened state;
[0031] FIG. 9B illustrates a front view of the second alternative
embodiment the pitch link type air drop device of FIG. 8 in a
dampening state;
[0032] FIG. 10 illustrates an air drop method of deploying the
pitch link type air drop device of FIG. 1;
[0033] FIG. 11 illustrates a schematic diagram of a system of
communication of the pitch link type air drop device of FIG. 1;
[0034] FIG. 12 illustrates a top perspective view of a first
embodiment of a co-planar rotor control type air drop device;
[0035] FIG. 13A illustrates a top perspective view of a payload,
enclosure, stabilizer assembly, (similar to FIG. 3), and a gimbal
surface of the co-planar rotor control type air drop device of FIG.
12;
[0036] FIG. 13B illustrates a top perspective view of an actuated
gimbal controller mounted on the gimbal surface of FIG. 13A of the
co-planar rotor control type air drop device of FIG. 12;
[0037] FIG. 13C illustrates a top perspective view of a gimbal
rotor connector mounted on the gimbal actuated gimbal controller of
FIG. 13B of the co-planar rotor control type air drop device of
FIG. 12;
[0038] FIG. 14A illustrates a top perspective view of a rotor pitch
control actuator sub-assembly mounted on the gimbal rotor connector
of FIG. 13C of the co-planar rotor control type air drop device of
FIG. 12;
[0039] FIG. 14B illustrates a top perspective view of a rotor
sub-assembly covering and supporting the rotor pitch control
actuator sub-assembly of FIG. 14A of the co-planar rotor control
type air drop device of FIG. 12;
[0040] FIG. 15A illustrates a front view of a rotor having a
neutral/null angle mounted on the rotor sub-assembly of FIG. 14B of
the co-planar rotor control type air drop device of FIG. 12;
[0041] FIG. 15B illustrates a front view of the rotor of FIG. 15A
having a 90-degree negative angle mounted on the rotor sub-assembly
of FIG. 14B of the co-planar rotor control type air drop device of
FIG. 12;
[0042] FIG. 15C illustrates a front view of the rotor of FIG. 15A
having a slight negative angle mounted on the rotor sub-assembly of
FIG. 14B of the co-planar rotor control type air drop device of
FIG. 12;
[0043] FIG. 15D illustrates a front view of the rotor of FIG. 15A
having a slight positive angle mounted on the rotor sub-assembly of
FIG. 14B of the co-planar rotor control type air drop device of
FIG. 12;
[0044] FIG. 16 illustrates a top perspective view of a second
alternative embodiment having no gimbal assembly components being
similar to the co-planar rotor control type air drop device of FIG.
12;
[0045] FIG. 17 illustrates a top perspective view of a third
alternative embodiment having dual counter-rotating rotor
assemblies mounted on a gimbal assembly being similar to the
co-planar rotor control type air drop device of FIG. 12;
[0046] FIG. 18A illustrates a front view of the third alternative
embodiment co-planar rotor control type air drop device of FIG.
17;
[0047] FIG. 18B illustrates a top perspective view of the third
alternative embodiment co-planar rotor control type air drop device
of FIG. 17;
[0048] FIG. 19 illustrates a top perspective view of a fourth
alternative embodiment having a four-blade rotor assembly mounted
on a gimbal assembly being similar to the co-planar rotor control
type air drop device of FIG. 12;
[0049] FIG. 20A illustrates a top perspective view of the fourth
alternative embodiment having dual rotor rotational control
actuators of the co-planar rotor control type air drop device of
FIG. 19;
[0050] FIG. 20B illustrates a top perspective view of the fourth
alternative embodiment having a rotor sub-assembly covering and
supporting the dual rotor rotational control actuators of the
co-planar rotor control type air drop device of FIG. 19;
[0051] FIG. 21 illustrates a top perspective view of the fourth
alternative embodiment having folding rotor blades illustrating a
stowed, partially deployed and fully deployed states of the
co-planar rotor control type air drop device of FIG. 19;
[0052] FIG. 22A illustrates a front view of a rotor having a
neutral/null angle mounted on the rotor sub-assembly of FIG. 20B of
the co-planar rotor control type air drop device of FIG. 19;
[0053] FIG. 22B illustrates a front view of the rotor of FIG. 15A
having a 90-degree negative angle mounted on the rotor sub-assembly
of FIG. 20B of the co-planar rotor control type air drop device of
FIG. 19;
[0054] FIG. 22C illustrates a front view of the rotor of FIG. 15A
having a slight negative angle mounted on the rotor sub-assembly of
FIG. 20B of the co-planar rotor control type air drop device of
FIG. 19;
[0055] FIG. 22D illustrates a front view of the rotor of FIG. 15A
having a slight positive angle mounted on the rotor sub-assembly of
FIG. 20B of the co-planar rotor control type air drop device of
FIG. 19;
[0056] FIG. 23 illustrates a top perspective view of a fifth
alternative embodiment having a four-blade rotor assembly mounted
without a gimbal assembly being similar to the co-planar rotor
control type air drop device of FIG. 19;
[0057] FIG. 24 illustrates two air drop methods of deploying the
co-planar rotor control type air drop device of FIGS. 12-23;
[0058] FIG. 25A illustrates a front view of a sixth alternative
embodiment having dual counter-rotating four-blade rotor assemblies
mounted on a gimbal assembly being similar to the co-planar rotor
control type air drop device of FIG. 19;
[0059] FIG. 25B illustrates a top perspective view of the dual
counter-rotating four-blade rotor assemblies of FIG. 25A of the
co-planar rotor control type air drop device of FIG. 19;
[0060] FIG. 26A illustrates a front view of a seventh alternative
embodiment having dual counter-rotating four-blade rotor assemblies
with no gimbal assembly being similar to the co-planar rotor
control type air drop device of FIGS. 18A-18B;
[0061] FIG. 26B illustrates a top perspective view of the dual
counter-rotating four-blade rotor assemblies of FIG. 25A of the
co-planar rotor control type air drop device of FIG. 19;
[0062] FIG. 27A illustrates a top perspective view of an eighth
alternative embodiment having no stabilizer assembly attached to an
enclosure with a payload of a co-planar rotor control type air drop
device;
[0063] FIG. 27B illustrates a top perspective view of the eighth
alternative embodiment of FIG. 27A having independently controlled
rotors of a quad rotor assembly of a co-planar rotor control type
air drop device;
[0064] FIG. 27C illustrates a top perspective view of the eighth
alternative embodiment having a cover over the flight control
portion of the co-planar rotor control type air drop device of FIG.
27B;
[0065] FIG. 28A illustrates a front view of a rotor having a
neutral/null angle mounted on the rotor assembly of FIGS. 27B-27C
of the co-planar rotor control type air drop device of FIG.
27B;
[0066] FIG. 28B illustrates a front view of the rotor of FIGS.
27B-27C having a 90-degree negative angle mounted on the rotor
assembly of FIGS. 27B-27C of the co-planar rotor control type air
drop device of FIG. 27B;
[0067] FIG. 28C illustrates a front view of the rotor of FIGS.
27B-27C having a slight negative angle mounted on the rotor
assembly of FIGS. 27B-27C of the co-planar rotor control type air
drop device of FIG. 27B;
[0068] FIG. 28D illustrates a front view of the rotor of FIGS.
27B-27C having a slight positive angle mounted on the rotor
assembly of FIGS. 27B-27C of the co-planar rotor control type air
drop device of FIG. 27B;
[0069] FIG. 29 illustrates an air drop methods of deploying the
co-planar rotor control type air drop device of FIGS. 27B-28D;
[0070] FIG. 30A illustrates a front view of a ninth alternative
embodiment having dual counter-rotating four-blade rotor assemblies
similar to the co-planar rotor control type air drop device of
FIGS. 27B-28D;
[0071] FIG. 30B illustrates a top perspective view of the ninth
alternative embodiment having dual counter-rotating four-blade
rotor assemblies similar to the co-planar rotor control type air
drop device of FIGS. 27B-28D;
[0072] FIG. 31 illustrates a schematic diagram of a flight control
and navigation system for the air drop devices of FIGS. 1-30B;
and
[0073] FIG. 32 illustrates a schematic diagram of a reference frame
comparison between a rotary and a stationary reference frame for
the air drop devices of FIGS. 1-30B.
DETAILED DESCRIPTION
[0074] FIGS. 1-7D illustrate a first embodiment of a pitch link
type air drop device 100.
[0075] FIG. 1 illustrates a top perspective view of the first
embodiment of a pitch link type air drop device 100, and FIGS.
2A-5B illustrate a series of assembly views of the first embodiment
of the pitch link type air drop device 100.
[0076] FIG. 2A illustrates a top perspective view of a payload
retained within the pitch link type air drop device 100 of FIG. 1
illustrating a package or payload 110 having a length, width and
depth where the shape of the payload 110 may be a rectangular cube
shape having a central longitudinal axis therethrough defining a
top portion 112 and a bottom portion 114. The payload 110 may
comprise any other shape that may be aerodynamically stable during
a downward trajectory in an atmosphere after being deployed from an
aircraft.
[0077] FIG. 2B illustrates a top perspective view of an enclosure
defining a containerized payload assembly 120 surrounding the
payload 110 of FIG. 2A retained withing the pitch link type air
drop device 100 of FIG. 1. The containerized payload assembly 120
may include a reinforced base 122 proximate the bottom portion 114
of the payload 110, a plurality of intermediate side panels 124
that surround the exterior sides of the payload 110, and reinforced
corner members 126 projecting from reinforced base 122 to the top
portion 112 of the payload 110.
[0078] FIG. 3A illustrates a top perspective view of the
containerized payload assembly 120 and a stabilizer assembly 130
mounted on top of the payload 110 of FIG. 2B of the pitch link type
air drop device 100 of FIG. 1. The containerized payload assembly
120 further includes a plurality of exterior panels 128 that
overlap each side of the payload 110 and cover the plurality of
intermediate side panels 124 surrounding the exterior sides of the
payload 110 and the reinforced corner members 126.
[0079] A flight stabilizer assembly 130 is mounted on the top
portion 112 of the payload 110 and may include a stabilizer base
132 held in place on the top portion 112 of the payload 110 by an
attachment mechanism 134, here illustrated as a set of removeable
straps or ties surrounding the stabilizer base 132, two opposite
sides of the payload 110 and the reinforced base 122.
[0080] FIG. 3B illustrates a top perspective view of a stabilizer
assembly 130 mounted on top of the containerized payload assembly
120 of FIG. 2B of the pitch link type air drop device 100 of FIG.
1. The flight stabilizer assembly 130 may further include and
fixedly retain a plurality of stabilizer control surface
servomotors 136 connected to respective rotational drive shafts to
control surfaces 138 projecting outwardly from the stabilizer base
132.
[0081] FIG. 4A illustrates a top perspective view of a pitch link
control base 142 of a pitch link control assembly 140 mounted on
top of the stabilizer assembly 130 of FIG. 3B of the pitch link
type air drop device 100 of FIG. 1. The pitch link control assembly
140 includes the pitch link control base 142 designed to support
the electronic controls of the pitch link control assembly 140 and
a later discussed rotor assembly 150.
[0082] FIG. 4B illustrates a top perspective view of a pitch link
control assembly 140 mounted on top of the pitch link control base
142 of FIG. 4A of the pitch link type air drop device 100 of FIG.
1, where the pitch link control base 142 supports a plurality of
pitch link control servomotors 144 configured to input a collective
pitch control and a cyclic pitch control to a rotor assembly 150,
(later discussed).
[0083] FIG. 5A illustrates a top perspective view of a pitch link
control assembly 140 connected to the pitch link control base 142
of FIG. 4B of the pitch link type air drop device 100 of FIG. 1
where pitch link controls 146 corresponding to each of the
plurality of pitch link control servomotors 144, respectively
connect to a swashplate 148 for controlling the collective pitch
control and cyclic pitch control for a rotor assembly 150.
[0084] FIG. 5B illustrates a top perspective view of a pitch
link-controlled rotor assembly 150 connected to the pitch link
assembly 140 of FIG. 5A of the pitch link type air drop device 100
of FIG. 1. The rotor assembly 150 includes a plurality of rotor
blades 152 connected to the swashplate 148 by corresponding pitch
link controls 146 to control the collective pitch and cyclic pitch
for each of the rotor blades 152 of the rotor assembly 150. FIG. 1
illustrates a rotor blade rotational axis 153 of a representative
rotor blade 152 of the rotor assembly 150 denoting the axis of
rotation about which the rotor blade 152 rotates under control of
the swashplate 148 of the pitch link assembly 140.
[0085] FIGS. 6A-6C illustrate a rotor deployment sequence from an
initial stowed rotor configuration to a fully deployed rotor
configuration. FIG. 6A illustrates a bottom perspective view of a
stowed and an initial deployment configuration of the pitch link
type air drop device 100 of FIG. 1. In this stowed configuration,
the pitch link air drop device 100 has each rotor blade 152 folded
about a rotor blade folding joint 154 configured to bring the
folded rotor blade 152 proximate to the outer edges of the
containerized payload assembly 120 surrounding the payload 110. In
this stowed configuration, the pitch link air drop device 100 may
be moved into an aircraft and stored with other similarly
configured air drop devices the minimize the volumetric space taken
by the air drop devices particularly when a number of the air drop
devices need to be stored in and transported for deployment from an
aircraft. FIG. 6A further illustrates a folded rotor blade axis 156
denoting the configuration of the rotor blade 152 proximate to the
containerized payload assembly 120.
[0086] FIG. 6B illustrates a bottom perspective view of a rotor
deployment configuration of the pitch link type air drop device 100
of FIG. 1 in a subsequence sequence to FIG. 6A where the rotor
blades 152 are disposed in an intermediate configuration along an
intermediate rotor blade axis 158 rotated an intermediate angle of
rotation 159 from the stowed folded rotor blade axis 156. In this
intermediate configuration, the pitch link air drop device 100 may
have been deployed from the aircraft and oriented in a downward
disposition of an air drop payload flight path to a predetermined
target destination and a force (F) of airflow upon the pitch link
type air drop device 100 may begin acting upon each of the rotor
blades 152 to rotate them into a fully deployed configuration. An
alternative configuration may include a timing or trigger device
that allows the rotor blades 152 to begin opening after a
particular time from the initial aircraft deployment or a trigger
condition, for example, a detected altitude or GPS coordinate
location, while on the flightpath to the predetermined
destination.
[0087] FIG. 6C illustrates a bottom perspective view of a fully
rotor deployed configuration of the pitch link type air drop device
100 of FIG. 1 where the rotor blades 152 are rotated into a fully
deployed configuration about a fully deployed rotor blade axis 160
about a fully deployed angle of rotation 161. The rotation may take
place due to a force of wind F while the pitch link type air drop
device 100 is traveling along a flightpath to the predetermined
target destination. After deployment of the rotor blades 152 to the
fully deployed configuration, the pitch link control assembly 140
may control the rotation of the rotor blades 152 for collective
pitch control and/or cyclic pitch control purposes to cause the
rotor blades to begin and maintain autorotation in a rotational
direction R for the purposes of navigation and descent speed
control of the pitch link type air drop device 100.
[0088] While the rotor blades 152 may be efficiently packed and
safely stowed alongside the containerized payload assembly 120
before deployment from an aircraft, a secondary system such as a
tether or independent servomotor may release the rotor blades 152
from the initial stowed rotor blade condition as illustrated in
FIG. 6A. Once the rotor blades 152 are freed from their initial
stowed position, the force (F) of airflow moving over the rotor
blades 152 may rotate them into to an operational plane of rotation
coincident with the fully deployed rotor blade axis 160 of FIG. 6C.
In the alternative, springs, linkages, servomotors, centripetal
force or similar actuators may aid rotating the blades into the
operational plane of rotation.
[0089] Once the rotor blades 152 are rotated into an operational
plane of rotation, as in FIG. 6C, a one-way locking mechanism, may
lock the rotor blades 152 to prevent further rotor blade movement
during the flightpath. An exemplary locking mechanism may consist
of spring-loaded pins where a blade grip of the rotor blade 152
rotates to the operational plane of rotation and the spring-loaded
pins line up with a corresponding hole and the springs force
engagement of the pins in shear to prevent further rotation.
Additionally, ball detents, ratchet and pawl or other mechanisms
may be used to engage a mechanical lock from the rotating blade
assembly 150 to a static hub.
[0090] Furthermore, a damping device, (as disclosed below in FIGS.
8-9B), may be used to slow or modify the rate of initial blade
rotation from the stowed to fully deployed configuration to prevent
overstress due to cantilever loading of the rotor blades 152.
Dampening may consist of elastomer stops, gas shocks, springs,
friction brakes or a crushable or compliant mechanism to arrest the
movement of the rotor blade rotation into the fully deployed
configuration.
[0091] FIGS. 7A-7D illustrate movement of the control surfaces 138
of the flight stabilizer assembly 130 configured to provide
directional control of the air drop device 100 while in a payload
flight path to maintain the payload flight path to a predetermined
landing destination. FIG. 7A illustrates a front view and FIG. 7B
illustrates a bottom perspective view of the pitch link air drop
device 100 of FIG. 1 with the containerized payload assembly 120,
the pitch link control assembly 140, the rotor assembly 150 and the
flight stabilizer assembly 130 having stabilizer control surfaces
138 rotated into a first position, for example, represented by
reference number 138A in FIG. 7A, about corresponding control
surface rotational axes 139A and 139B, as illustrated in FIG.
7B.
[0092] FIG. 7C illustrates a front view and FIG. 7D illustrates a
bottom perspective view of the pitch link air drop device 100 of
FIG. 1 and FIGS. 7A-7B with the containerized payload assembly 120,
the pitch link control assembly 140, the rotor assembly 150 and the
flight stabilizer assembly 130 having stabilizer control surfaces
138 rotated into a second position opposite that of the first
position of FIGS. 7A-7B, for example, represented by reference
number 138B in FIG. 7C, about corresponding control surface
rotational axes 139A and 139B, as illustrated in FIG. 7B.
[0093] FIGS. 8-9D illustrate a second alternative embodiment of a
pitch link type air drop device 200 similar to the pitch link air
drop device 100 of FIGS. 1-7D but further including a rotor
dampening device 260 and an alternative flight stabilizer assembly
230. FIG. 8 illustrates a top perspective view of the second
alternative embodiment of a pitch link type air drop device 200
including a containerized payload assembly 220 having a reinforced
base 222, side panels 224, and corner members 226.
[0094] FIG. 8 further illustrates an alternative flight stabilizer
assembly 230 of a single control surface having a stabilizer base
232 attached to the containerized payload assembly 220 via an
attachment mechanism 234, a stabilizer servomotor 236, (not shown),
housed in the stabilizer base 232, and a control surface comprising
an actuator controlled movable trailing edge control surface 238A
and a fixed leading edge control surface 238B. The controlled
movable control surface 238A is configured to rotate about a
control surface rotation axis 239 to provide rotational thrust
about a longitudinal axis of the containerized payload assembly 220
of the pitch link air drop device 200.
[0095] FIG. 8 further illustrates a pitch link control assembly
240, (not shown), under a housing similar in configuration to the
pitch link control assembly 140 of the pitch link air drop device
100 of FIGS. 1-7D. A rotor assembly 250 includes rotor blades 252
with a rotor blade rotational axis 253 and a rotor blade folding
joint 254 similar to the rotor assembly of 150 of FIGS. 1-7D. A
rotor dampening device 260 is disposed on each rotor blade 252
opposite the rotor blade folding joint 254 to allow each rotor
blade 252 to flex in an upward direction, (as shown in FIG. 9B),
when the rotor blades 252 are deploying from a stowed position,
(similar to FIG. 6A), into a fully deployed position, (similar to
FIG. 6C).
[0096] FIG. 9A illustrates a front view of the second alternative
embodiment the pitch link type air drop device 200 of FIG. 8 in an
undampened state where each rotor blade 252 is positioned in a
fully deployed rotor blade rotation plane 258 after the rotor
blades 252 fully rotate upwardly along the rotor blade deployment
angle 257.
[0097] FIG. 9B illustrates a front view of the second alternative
embodiment the pitch link type air drop device of FIG. 8 in a
dampening state where the rotor dampening device 260 is compressed
by a rotor blade dampening extension 262 positioned on the top
portion of each respective rotor blade 252 when the rotor blades
252 rotate past about the folding rotor joint 254 the fully
deployed rotor blade rotation plane 258 along a rotor blade
dampening deflection angle 264 due to rotational inertial of the
rotor blades 252 rotating from their stowed position under
influence of the force of the upward airflow along the flightpath
of the pitch link air drop device 200.
[0098] FIG. 10 illustrates an air drop method in a pitch link
deployment schematic diagram 270 of deploying the pitch link type
air drop device 100 of FIG. 1, or similarly the pitch link type air
drop device 200 of FIG. 8, to its predetermined target
destination.
[0099] The pitch link deployment schematic diagram 270 illustrates
an aircraft 272 travelling along an aircraft flight path 274 where
upon a predetermined time and/or location of the aircraft 272, an
air drop device payload flight path 276 is calculated by a master
flight controller of the aircraft and a payload launch controller
in the aircraft 272 relative to predetermined target destination
288. A when a launch trigger is executed by the master flight
controller and the payload launch controller, the air drop device,
e.g., 100, is deployed 278 from the aircraft 272 and enters a
transient flight phase 280 where the rotor blades 152, 252 are
maintained in a stowed position and the flight stabilizer assembly
130, 230, begins to rotate about their respective axes/axis to
orient the air drop device into a downwardly disposed
orientation.
[0100] A steady-state flight phase 282 is entered when the rotor
blades 152, 252 are fully deployed and begin autorotating to
provide a thrust force Fl in a downward direction provided by
autorotating rotor assembly 150, 250. During the steady-state
flight phase, the flight stabilizer assembly 130, 230 and/or the
rotor assembly may provide directional control to the pitch link
air drop device 100, 200 to maintain the air drop device payload
flight path 276.
[0101] A terminal flight phase 284 is entered when the rotor blades
152, 252 of the respective rotor assembly 150, 250, rotate the
leading-edge of the blades into a positive direction, i.e., flaring
the rotor blades, to generate a maximum amount of thrust force F2
in a downward direction based on the rotational inertia of the
rotor blades in the autorotation at the end of the steady-state
flight phase 282. The force of thrust F2 is greater than the thrust
force Fl in the steady-state flight phase 282 and is used
immediately before the landing 286 at the predetermined target
destination 288 or landing zone. Note that the flight stabilizer
assembly 130, 230 and/or the rotor assembly 150, 250 continue to
provide directional control to the pitch link air drop device 100,
200 to maintain the air drop device payload flight path 276 during
the terminal flight phase 284 immediately above and before the
landing 286.
[0102] FIG. 11 illustrates a schematic diagram 290 of a system of
communication of the pitch link type air drop device 100 of FIG. 1
and similarly the air drop device 200 of FIG. 8, however, all the
air drop devices disclosed herein may subscribe to all or portions
of the system of communication of schematic diagram 290.
[0103] FIG. 11 illustrates a representative air drop device 100A
traveling along and being maintained in an air drop device payload
flight path 276 having bi-directional communication 272A with the
aircraft master flight controller and payload launch controller 273
of the aircraft 272 from which it was launched. Bi-directional
communication 272A may include course correction information,
course deviation information and other in-flight navigation
telemetry parameters and controls.
[0104] The air drop device 100A in the air drop device payload
flight path 276 may alternatively or additionally be in
bi-directional communication 292A with a mid-to-high earth orbit
satellite 292 which may be a GPS satellite or other non-GPS
satellite.
[0105] The air drop device 100A in the air drop device payload
flight path 276 may alternatively or additionally be in
bi-directional communication 294A, 294B with one or a network of
low earth orbit satellites 294. The bi-directional communication
294A, 294B may include tracking information and telemetry
parameters.
[0106] The air drop device 100A in the air drop device payload
flight path 276 may alternatively or additionally be in
bi-directional communication 296A with a ground station 296 located
proximate the predetermined landing destination 288 or landing
zone. The bi-directional communication 296A with a ground station
296 may include local wind speed and direction vectors and weather
information of the ground station 296. Bi-direction communication
296A between the ground station 296 and air drop device 100A may
also be configured to provide flight control and navigation
parameters from the ground station 296 to the air drop device 100A
when the aircraft 272 is no longer in communication range of the
air drop device 100A to provide such communication.
[0107] The air drop device 100A in the air drop device payload
flight path 276 may alternatively or additionally be in
bi-directional communication 298 with a second air drop device 100B
that may be been launched before or after the airdrop device 100A.
The bi-direction communication between a second air drop device
100B may include weather conditions at various altitudes or other
communication parameters.
[0108] The representative air drop device 100A' having landed at
the predetermined target destination 288 may have bi-directional
communication 272B with the aircraft 272 from which is was
launched. Bi-directional communication 272B may include landing
confirmation information or landing deviation information.
[0109] FIGS. 12-15D illustrate a first embodiment of a co-planar
rotor control type air drop device. A co-planar rotor control is
defined herein to be rotor actuators that control the rotation of
the rotor blades being disposed in or proximate to the plane of
rotation of the rotor blades. (Similar reference numbers of similar
elements from the air drop devices of FIGS. 1-7D will be used in
the subsequent air drop device embodiments where appropriate.)
[0110] FIG. 12 illustrates a top perspective view of the first
embodiment of a co-planar rotor control type air drop device 300
used in the transportation of a payload, similar to payload 110 of
FIG. 2A, within a containerized payload assembly 120 having a
flight stabilizer assembly 330 having flight control surfaces 338
and their respective control surface rotational axis 339.
[0111] FIG. 12 further illustrates a rotor assembly 350 having a
plurality of rotor blades 352 being co-aligned on a rotor blade
rotational axis 353 where each rotor blade 352 includes a rotor
blade folding joint 357 for the rotor blades 352 to be stowed in an
initial pre-deployment and/or storage configuration similar to FIG.
6A.
[0112] FIG. 13A illustrates a top perspective view of the co-planar
rotor control type air drop device 300 includes a gimbal assembly
340 and rotor assembly 350, (described below in more detail in
FIGS. 14A-14B). The gimbal assembly 340 includes a gimbal mounting
base 341 attached to the upper surface of the flight stabilizer
assembly 330, upon which are two gimbal servomotors 342 proximate a
gimbal spherical surface 343.
[0113] FIG. 13B illustrates a top perspective view of the gimbal
assembly 340 where a rotor base assembly 344 is mounted on and
surrounds the gimbal spherical surface 343 and is connected to each
of the two gimbal servomotors 342 to control an X and Y direction
in a horizontal plane orthogonal to the rotational central axis 347
of the rotor blade assembly 350, (disclosed below). The rotor base
assembly 344 further includes a rotor assembly rotational bearing
345 directly mounted on the gimbal spherical surface 343 wherein
the rotor base assembly 344 is controlled to move in a gimbal
angular range of motion 346 about the rotational central axis 347
by the two gimbal servomotors 342.
[0114] FIG. 13C illustrates a top perspective view of a gimbal
rotor assembly 340 mounted on the gimbal spherical surface 343 of
FIG. 13A further including a gimbal-rotor assembly connection 348
upon which the rotor assembly 350 is connect to.
[0115] FIG. 14A illustrates a top perspective view of a rotor blade
angular actuators 354 and rotor blade rotational shaft and bearing
assembly 355 in alignment with the rotor blade rotational axis 353
being mounted on the gimbal-rotor assembly connection 348 of FIG.
13C. Note the rotor blade angular actuators 354 may include rotor
blade servomotors configured to control the angular direction of
the leading edge of the rotor blades 352 with respect to a rotor
blade rotation plane 358, (see FIGS. 15A-15D). The rotor blade
servo motors 354 are located in a rotary reference frame defined by
the rotor blade assembly 150 independent of a stationary or fixed
reference frame defined by the stabilizer assembly 330 and the
containerized payload assembly 120.
[0116] FIG. 14B illustrates a top perspective view of the rotor
blade angular actuators 354 and the rotor blade rotational shaft
and bearing assembly 355 in alignment with the rotor blade
rotational axis 353 of FIG. 14A being covered with a rotor blade
actuator housing 356.
[0117] FIG. 15A illustrates a front view of a rotor blade 352
having a leading-edge neutral/null angle with respect to a rotor
blade rotation plane 358 mounted on the rotor sub-assembly of FIG.
14B of the co-planar rotor control type air drop device 300 of FIG.
12.
[0118] FIG. 15B illustrates a front view of a rotor blade 352
having a leading-edge 90-degree negative angle with respect to a
rotor blade rotation plane 358 mounted on the rotor sub-assembly of
FIG. 14B of the co-planar rotor control type air drop device 300 of
FIG. 12. In this leading-edge angular orientation, the air drop
device is able to travel at a maximum vertical descent speed with
minimal resistance from the rotor blades 352 and, at the same time,
use angular rotation of the rotor blades 352 to navigate either
alone or in conjunction with the control surfaces 338 of the
stabilizer assembly 330.
[0119] FIG. 15C illustrates a front view of a rotor blade 352
having a leading-edge slight negative angle with respect to a rotor
blade rotation plane 358 mounted on the rotor sub-assembly of FIG.
14B of the co-planar rotor control type air drop device 300 of FIG.
12. In this leading-edge angular orientation, the rotor assembly is
configured to achieve an autorotating motion and provide a downward
thrust force due to the rotor blades 352 while providing collective
and cyclic pitch control of the rotor blades to navigate toward the
predetermined target destination.
[0120] FIG. 15D illustrates a front view of a rotor blade 352
having a leading-edge slight positive angle with respect to a rotor
blade rotation plane 358 mounted on the rotor sub-assembly of FIG.
14B of the co-planar rotor control type air drop device 300 of FIG.
12. In this leading-edge angular orientation, the rotor assembly is
configured to achieve an increased downward thrust force, in
comparison to the autorotation downward thrust force, due to the
energy of rotational inertia of the rotor blades 352 in the
previous autorotating state immediately before the air drop device
lands at the predetermined target destination. This increased
thrust force further slows down the airdrop device in anticipation
of impacting the landing zone.
[0121] FIG. 16 illustrates a top perspective view of a second
alternative embodiment of a co-planar rotor control air drop device
400, similar to the co-planar rotor control type air drop device
300 of FIG. 12, but without a gimbal assembly 340 as illustrated in
FIGS. 12-15D. The second alternative embodiment of a co-planar
rotor control air drop device 400 functions identically to the air
drop device 300 with the gimbal assembly 340 but may have more
powerful servomotors controlling the rotor blade pitch actuation to
allow for increase maneuverability without a dedicated gimbal
assembly.
[0122] FIG. 17 illustrates a top perspective view of a third
alternative embodiment of a co-planar rotor control air drop device
500, similar to the co-planar rotor control type air drop device
300 of FIG. 12, further including a second rotor assembly 350B
connected via a second rotor base assembly 344B to a first rotor
assembly 350A connected via a first rotor base assembly 344A
further attached to a gimbal assembly 340. Each of the rotor
assemblies 350A, 350B rotate in opposite counter-rotating
directions.
[0123] FIGS. 18A-18B illustrate front and top perspective views,
respectively, of the third alternative embodiment co-planar rotor
control type air drop device 500 of FIG. 17 in an alternate
configuration without the gimbal assembly 340 as illustrated in
FIG. 17. This embodiment may include more powerful servomotors to
control rotor blade pitch actuation to allow for increased
maneuverability without a gimbal assembly.
[0124] FIGS. 19-22D illustrate a fourth alternative embodiment of a
co-planar air drop device 600 having a four-blade rotor assembly
650 mounted on the gimbal assembly 340 similar to the co-planar
rotor control type air drop device 303 of FIG. 12.
[0125] FIG. 19 illustrates a top perspective view of the fourth
alternative embodiment of the co-planar air drop device 600 having
a four-blade rotor assembly 650 with four rotor blades 652 each
having rotor blade rotational axes, e.g., 653A, 653B, (see FIGS.
20A-20B), a gimbal assembly 340, a flight stabilizer assembly 330,
and a containerized payload assembly 120.
[0126] FIG. 20A illustrates a top perspective view of the fourth
alternative embodiment of the co-planar air drop device 600 of FIG.
19 including two exemplary rotor blade angular actuators 654 each
connected to two adjacent rotor blade rotational drive shafts 655
aligned on respective rotor blade rotational axes 653A, 653B.
[0127] FIG. 20B illustrates a top perspective view of the fourth
alternative embodiment of the co-planar air drop device 600 of FIG.
19 further including a rotor blade actuator housing 656 covering
the rotor blade angular actuators 654 and the rotor blade
rotational drive shafts 655.
[0128] FIG. 21 illustrates a top perspective view of the fourth
alternative embodiment of the co-planar air drop device 600 of FIG.
19, for representative purposes, rotor blades 652 in each stage of
deployment: a stowed or folded rotor blade 658; an initial rotated
rotor blade 659; an intermediate rotated rotor blade 660; and a
fully deployed rotor blade 661 of the co-planar rotor control type
air drop device 600 of FIG. 19.
[0129] FIG. 22A illustrates a front view of a rotor blade 652
having a leading-edge neutral/null angle 664 coincident with
respect to a rotor blade rotation plane 662 mounted on the rotor
assembly 650 of the co-planar rotor control type air drop device
600 of FIG. 12.
[0130] FIG. 22B illustrates a front view of a rotor blade 652
having a leading-edge 90-degree negative angle 666 with respect to
a rotor blade rotation plane 662 mounted on the rotor assembly 650
of the co-planar rotor control type air drop device 600 of FIG. 12.
In this leading-edge angular orientation, the air drop device is
able to travel at a maximum vertical descent speed with minimal
resistance from the rotor blades 652 and, at the same time, use
angular rotation of the rotor blades 652 to navigate either alone
or in conjunction with the control surfaces 338 of the stabilizer
assembly 330.
[0131] FIG. 22C illustrates a front view of a rotor blade 652
having a leading-edge slight negative angle 668 with respect to a
rotor blade rotation plane 662 mounted on the rotor assembly 650 of
the co-planar rotor control type air drop device 600 of FIG. 12. In
this leading-edge angular orientation, the rotor assembly is
configured to achieve an autorotating motion and provide a downward
thrust force due to the rotor blades 652 while providing collective
and cyclic pitch control of the rotor blades to navigate toward the
predetermined target destination.
[0132] FIG. 22D illustrates a front view of a rotor blade 652
having a leading-edge slight positive angle 670 with respect to a
rotor blade rotation plane 662 mounted on the rotor assembly 650 of
the co-planar rotor control type air drop device 600 of FIG. 12. In
this leading-edge angular orientation, the rotor assembly is
configured to achieve an increased downward thrust force, in
comparison to the autorotation downward thrust force, due to the
energy of rotational inertia of the rotor blades 352 in the
previous autorotating state immediately before the air drop device
lands at the predetermined target destination. This increased
thrust force F.sub.T further slows down the airdrop device in
anticipation of impacting the landing zone.
[0133] FIG. 23 illustrates a top perspective view of a fifth
alternative embodiment co-planar rotor control type air drop device
700 having a four-blade rotor assembly 650, similar to the
co-planar rotor control type air drop device of FIG. 19, mounted
without a gimbal assembly. This embodiment may include more
powerful servomotors to control rotor blade pitch actuation to
allow for increased maneuverability without a gimbal assembly.
[0134] FIG. 24 illustrates two air drop methods of deploying a
representative co-planar rotor control type air drop device
illustrated in FIGS. 12-23.
[0135] FIG. 24 illustrates two types of air drop methods in a
co-planar control-type deployment schematic diagram 750 of
deploying a representative co-planar control-type air drop device,
e.g., 700, of FIG. 23, or similarly any co-planar air drop devices
300, 400, 500 and 600 of FIGS. 12-22D, to its predetermined target
destination.
[0136] The co-planar control-type deployment schematic diagram 750
illustrates an aircraft, e.g., aircraft 272A, travelling along an
aircraft flight path 274 where upon a predetermined time and/or
location of the aircraft, an air drop device payload flight path
276A is calculated by a master flight controller of the aircraft
and a payload launch controller in the aircraft relative to
predetermined target destination, e.g., 288A. When a launch trigger
is executed by the master flight controller and the payload launch
controller, the air drop device, e.g., 700, is deployed 278 from
the aircraft 272A and enters a transient flight phase 280 where the
rotor blades 652 begin to be deployed from their stowed position
and the flight stabilizer assembly 330 begins to rotate about their
respective axes to orient the air drop device 700 into a downwardly
disposed orientation.
[0137] A steady-state flight phase 282A is entered when the rotor
blades 652 are fully deployed and begin autorotating to provide a
thrust force in a downward direction provided by autorotating rotor
assembly 650. During the steady-state flight phase 282A, the flight
stabilizer assembly 330 and/or the rotor assembly 650 provide
directional control to the air drop device 700 to maintain the air
drop device payload flight path 276A.
[0138] A terminal flight phase 284 is entered when the rotor blades
652 of the respective rotor assembly 650, rotate the leading-edge
of the blades into a positive direction, i.e., flaring the rotor
blades, to generate a maximum amount of thrust force F.sub.T in a
downward direction based on the rotational inertia of the rotor
blades in the autorotation at the end of the steady-state flight
phase 282A. The force of thrust F.sub.T is greater than the thrust
force generated in the steady-state flight phase 282A and is used
immediately before the landing 286 at the predetermined target
destination 288 or landing zone. Note that the flight stabilizer
assembly 330 and/or the rotor assembly 650 continue to provide
directional control to the air drop device 700 to maintain the air
drop device payload flight path 276A during the terminal flight
phase 284 immediately above and before the landing 286.
[0139] The co-planar control-type deployment schematic diagram 750
further illustrates an aircraft, e.g., aircraft 272B travelling
along an aircraft flight path 274 where upon a predetermined time
and/or location of the aircraft, an alternative air drop device
payload flight path 276B is calculated by a master flight
controller of the aircraft and a payload launch controller in the
aircraft relative to predetermined target destination, e.g., 288B.
A when a launch trigger is executed by the master flight controller
and the payload launch controller, the air drop device, e.g., 700,
is deployed 278 from the aircraft 272B and enters a transient
flight phase 280 where the rotor blades 652 begins to be deployed
from their stowed position and the flight stabilizer assembly 330
begins to rotate about their respective axes to orient the air drop
device 700 into a downwardly disposed orientation.
[0140] A steady-state flight fast descent phase 282B is entered
when the rotor blades 652 are fully deployed and the leading edges
of the rotor blades are pointed straight down. No autorotation
begins in the fast descent flight phase 282B, as in the previous
example. During the steady-state fast descent flight phase 282B,
the flight stabilizer assembly 330 and/or the rotor assembly 650
provide directional control to the air drop device 700 to maintain
the air drop device payload flight path 276B.
[0141] A pre-terminal flight phase 283 is entered when the rotor
blades 652 rotate to a negative rotor rotation angle 668, (see FIG.
22C), and the rotor assembly 650 begins to autorotate, thus
providing a downward thrust from the autorotation of the rotor
blades 652.
[0142] A terminal flight phase 284 is entered when the rotor blades
652 of the respective rotor assembly 650, rotate the leading-edge
of the blades, i.e., flaring the rotor blades, into a positive
direction to generate a maximum amount of thrust force F.sub.T in a
downward direction based on the rotational inertia of the rotor
blades in the autorotation at the end of the pre-terminal flight
phase 283. The force of thrust F.sub.T is greater than the thrust
force generated in the pre-terminal flight phase 283 and is used
immediately before the landing 286 at the predetermined target
destination 288B or landing zone. Note that the flight stabilizer
assembly 330 and/or the rotor assembly 650 may continue to provide
directional control to the air drop device 700 to maintain the air
drop device payload flight path 276B during the terminal flight
phase 284 immediately above and before the landing 286.
[0143] FIGS. 25A-25B illustrate a front view a top perspective
view, respectively, of a sixth alternative embodiment of a
co-planar air drop device 800 having dual counter-rotating
four-rotor blade assemblies 650A, 650B mounted on a gimbal assembly
340 being similar to the co-planar rotor control type air drop
device 600 of FIG. 19. Each rotor assembly 650A and 650B and their
respective rotor blades 652A and 652B rotate in opposite directions
of each other when the rotor assemblies 650A and 650B are in
autorotation or providing a flaring thrust force in the terminal
flight phase 284 immediately before landing 286 in the
predetermined target destination 288, 288A, 288B.
[0144] FIGS. 26A-26B illustrate a front view a top perspective
view, respectively, of a seventh alternative embodiment of a
co-planar air drop device 900 having dual counter-rotating
four-rotor blade assemblies 650A and 650B, similar to the co-planar
air drop device 800 of FIGS. 25A-25B, with no gimbal assembly.
[0145] FIGS. 27A-28D illustrate an eighth alternative embodiment of
a co-planar rotor control type air drop device 1000 having no
independent stabilizer assembly attached to a payload containing
enclosure. FIG. 27A illustrates a top perspective view of the
co-planar rotor control type air drop device 1000 including a rotor
assembly attachment base 1010 attached to a containerized payload
assembly 120, similar to FIG. 1,
[0146] FIG. 27B illustrates a top perspective view of the co-planar
rotor control type air drop device 1000 of FIG. 27A having a rotor
assembly 1020 containing independently controlled rotors blades
1030 including a rotor bearing 1022 located in a central portion of
a rotor assembly housing 1024 supporting a plurality of rotor
actuators 1026 connected to rotor drive shafts 1028 of respective
rotor blades 1030.
[0147] FIG. 27C illustrates a top perspective view of the co-planar
rotor control type air drop device 1000 of FIG. 27B further
including a rotor assembly cover 1032.
[0148] FIG. 28A illustrates a front view of a rotor blades 1030 of
the co-planar rotor control type air drop device 1000 of FIGS.
27B-27C having a leading edge of the rotor blades 1030 rotated to a
neutral/null angle 1064 mounted on the rotor assembly 1020 of the
co-planar rotor control type air drop device 1000 of FIGS.
27B-27C.
[0149] FIG. 28B illustrates a front view of a rotor blades 1030 of
the co-planar rotor control type air drop device 1000 of FIGS.
27B-27C having a leading edge of the rotor blades 1030 rotated to a
90-degree negative angle 1066 mounted on the rotor assembly 1020 of
the co-planar rotor control type air drop device 1000 of FIGS.
27B-27C. In this leading-edge angular orientation, the air drop
device is able to travel at a maximum vertical descent speed with
minimal resistance from the rotor blades 1030 and, at the same
time, use angular rotation of the rotor blades 1030 to navigate to
the predetermined target destination without any independent
stabilizer assembly.
[0150] FIG. 28C illustrates a front view of a rotor blades 1030 of
the co-planar rotor control type air drop device 1000 of FIGS.
27B-27C having a leading edge of the rotor blades 1030 rotated to a
slight negative angle 1068 mounted on the rotor assembly 1020 of
the co-planar rotor control type air drop device 1000 of FIGS.
27B-27C. In this leading-edge angular orientation, the rotor
assembly 1020 is configured to achieve an autorotating motion and
provide a downward thrust force due to the rotor blades 1030 while
providing collective and cyclic pitch control of the rotor blades
to navigate toward the predetermined target destination.
[0151] FIG. 28D illustrates a front view of a rotor blades 1030 of
the co-planar rotor control type air drop device 1000 of FIGS.
27B-27C having a leading edge of the rotor blades 1030 rotated to a
slight positive angle 1070 mounted on the rotor assembly 1020 of
the co-planar rotor control type air drop device 1000 of FIGS.
27B-27C. In this leading-edge angular orientation, the rotor
assembly 1020 is configured to achieve an increased downward thrust
force F.sub.T, in comparison to the autorotation downward thrust
force, e.g., of FIG. 28C, due to the energy of rotational inertia
of the rotor blades 1030 in the previous autorotating state
immediately before the air drop device lands at the predetermined
target destination. This increased thrust force F.sub.T further
slows down the airdrop device in anticipation of impacting the
landing zone.
[0152] FIG. 29 illustrates an air drop methods of deploying the
co-planar rotor control type air drop device 1000 of FIGS. 27B-28D
and FIGS. 30A-30B, discussed below. FIG. 29 illustrates an air drop
method in a co-planar control-type deployment schematic diagram
1050 of deploying a representative co-planar control-type air drop
device, e.g., 1000, of FIG. 27B-28D to its predetermined target
destination 288.
[0153] The co-planar control-type deployment schematic diagram 1050
illustrates an aircraft 272 travelling along an aircraft flight
path 274 where upon a predetermined time and/or location of the
aircraft, an air drop device payload flight path 276 is calculated
by a master flight controller of the aircraft and a payload launch
controller in the aircraft relative to predetermined target
destination, e.g., 288. A when a launch trigger is executed by the
master flight controller and the payload launch controller, the air
drop device 1000 is deployed 278 from the aircraft 272 and enters a
transient flight phase 280 where the rotor blades 1030 may be
flared in a neutral position indicated by FIG. 28A or a
fast-descent position indicated by FIG. 28B to orient the
containerized payload 120 into a downward orientation to enter the
next steady-state flight phase.
[0154] A steady-state autorotating flight phase 282A or a
steady-state fast descent flight phase 282B is entered when the
rotor blades 652 either begin autorotating to provide a thrust
force in a downward direction provided by rotor assembly 650, or
are trimmed to accelerate the air drop device 1000 to a maximum
downward velocity. In either steady-state flight phase, the rotor
blades may provide directional control to the air drop device 1000
to maintain the air drop device payload flight path 276.
[0155] If the air drop device 1000 enters the steady-state fast
descent flight phase 282B, a pre-terminal flight phase 283 is
entered when the rotor blades 1030 rotate to a negative rotor
rotation angle 1068, (see FIG. 28C), and the rotor assembly begin
to autorotate, thus providing a downward thrust from the
autorotation of the rotor blades 1052.
[0156] A terminal flight phase 284 is entered when the rotor blades
1052 of the rotor assembly 1020, rotate the leading-edge of the
blades, i.e., flaring the rotor blades, into a positive direction
to generate a maximum amount of thrust force F.sub.T in a downward
direction based on the rotational inertia of the rotor blades in
the autorotation at the end of the steady-state flight phase 282A
or the pre-terminal flight phase 283. The force of thrust F.sub.T
is greater than the autorotating thrust force generated in the
steady-state flight phase 282A or the pre-terminal flight phase 283
and is used immediately before the landing 286 at the predetermined
target destination 288 or landing zone. Note that the rotor
assembly 1020 continues to provide directional control to the air
drop device 1000 to maintain the air drop device payload flight
path 276 during the terminal flight phase 284 immediately above and
before the landing 286 at the landing zone 288.
[0157] FIGS. 30A-30B illustrate a ninth alternative embodiment of a
co-planar rotor control type air drop device 1100 similar to the
co-planar rotor control type air drop device 1000 of FIGS. 27B-28D
including dual counter-rotating four-blade rotor assemblies 1020A
and 1020B.
[0158] FIGS. 30A-30B illustrates a front view and a top perspective
view, respectively, of the ninth alternative embodiment having dual
counter-rotating four-blade rotor assemblies 1020A and 1020B
similar to the co-planar rotor control type air drop device 1000 of
FIGS. 27B-28D. Both rotor assemblies 1020A and 1020B rotate in
opposite directions and may provide all the controls and feature of
the above described embodiments in FIGS. 27A-29 but have more
control surfaces for navigation and providing control during
descent along the flight path for heavier payloads.
[0159] FIG. 31 illustrates a schematic diagram of a flight control
and navigation system 3100 for the air drop devices of FIGS. 1-30B.
The flight control and navigation system 3100 may include a
processor 3102 connected to a common communication bus 3104 that
provides bi-direction communication between the remaining
components of the flight control and navigation system 3100. The
processor 3102 via the communication bus is further in
communication with random access memory (RAM) 3106, a storage
memory 3108, an input/output (I/O) interface 3110, a multi-band
transceiver 3112, a navigation module 3114, a GPS receiver 3116,
position and orientation, or pose, sensors 3118, a plurality of
servomotor controllers 3120, a sensor suite 3122, an inertial
navigation system (INS) sensor unit 3124, a magnetometer 3126 and
altimeter 3128 that may include at least a barometer, a radar
and/or a LiDAR sensor.
[0160] FIG. 32 illustrates a schematic diagram 3200 of a flight
control and navigation system 3210 for any of the air drop devices
of FIGS. 1-30B relative to a stationary reference frame 3220 and a
rotary reference frame 3240 of the air drop device.
[0161] A stationary reference frame 3220 of an air drop device may
include all the components that are distinct from the rotor
assembly, for example, the containerized payload assembly, the
stabilizer assembly and/or the rotor linkages in a pitch-link type
air drop device. A rotary reference frame of the air drop device
may include all the components of the rotor assembly that rotate in
consonance with the rotor blades during autorotation and/or
navigation operation.
[0162] The stationary reference frame (SRF) 3220 may include a SRF
processor 3221, communicating via a common communication bus 3232
with SRF random access memory (RAM) 3222, SRF storage memory 3223,
SRF position and orientation, or pose, sensor 3224, SRF
magnetometer 3225, SRF sensor suite 3226, SRF inertial navigation
system (INS) sensor unit(s) 3227, SRF input/output (I/O) interface
3228, SRF servomotor controller(s) 3229, SRF altimeter 3231, and a
wireless SRF bus input/output (I/O) communication device 3230
configured to communicate via a near-field wireless communication
protocol 3212, for example, an RF signal or an optical link, with a
corresponding rotary reference frame (RRF) wireless RRF bus
input/output (I/O) communication device 3242.
[0163] In the rotary reference frame 3240, wireless RRF bus
input/output (I/O) communication device 3242 may communicate with a
RRF common communication bus 3252 to an RRF processor 3243 that
communicates with an RRF RAM 3244, an RRF storage memory 3245, an
RRF multi-band transceiver 3246, an RRF servomotor controller(s)
3247, an RRF I/O interface 3248, a payload course RRF navigation
module 3249, an RRF GPS receiver 3250 and/or an RRF altimeter
3254.
[0164] The rotary reference frame 3240, typically including the
rotor assembly, may have identical sensors as that of a traditional
UAV helicopter or gyrocopter for example: GPS, accelerometers/IMU,
barometer, magnetometer etc. If a sample rate of the sensors are
configured to be capable of measuring attitude, (e.g., via
magnetometer, or gyroscope), is not high enough for direct sensing
of the rotational rate and position, the addition of a rotary
encoder and/or RPM sensor may allow the controller to determine its
location relative to the stationary reference frame, (either truly
inertial, or relative to the non-rotating payload), such that
location information and position can be translated to a
non-rotational frame.
[0165] This auxiliary sensor could be as simple as a simple optical
proximity sensor (LED and photodiode) that would sense a light
change when a simple pattern on the non-rotating payload passed by
it--given the change in rotation rate per rotation would be, by
definition, small, even a simple pattern would provide for more
than enough angular resolution for the coordinate transform.
[0166] The primary position sensing using GPS should not be
compromised at all by the rotation of the system, (provided the GPS
sensing antenna may be located at or near the center of rotation of
the rotary reference frame).
[0167] To affect the required pitch changes, the system may command
mechanical actuators, (servomotors, voice coil actuators, etc.), to
vary the effective pitch of the blades through either rotation of
the entire blade or varying the angle of trailing edge. The system
may utilize directed airflow through holes in the blade to vary the
effective lift coefficient and control such airflow with valving in
the hub. The servos may directly or indirectly drive each blade or
blade flap with the additional benefit of being able to take a
profile that is not sinusoidal or possible with traditional swash
plates which generally limit a given blade pitch to an
approximately 90 degree quadrant and limit the speed and
acceleration by which they change pitch angle.
[0168] In summary, a system for delivering a payload to the ground
from an aerial vehicle may include a payload to be delivered, an
outer delivery payload container configured to house the payload,
and a flight controller located inside the aerial vehicle. The
outer delivery payload container may contain a removable and/or
detachable tail kit allowing separation from a cardboard, plastic
or similar shipping box.
[0169] The tail kit assembly may contain a rotary blade system that
is free to rotate and generate autorotation-based aerodynamic lift
forces, aerodynamic fin control surfaces to provide attitude
control and a flight controller to provide guidance navigation and
control intelligence, where the aerodynamic fins may be used to
further control vehicle attitude during flight.
[0170] The rotor blade system may be folded and stowed prior to
launch to increase packing volume, protect the blade surfaces and
ease stowage requirements both before and during loading into an
aircraft.
[0171] The rotor blade root may include a self-locking feature
allowing aerodynamic forces to translate the blade to a 90-degree
locked orientation in the plane of rotation. An NACA 8H12 or
similar rotor blade system is designed to maximize autorotative
efficiency and thrust forces to add in mid-flight phase guidance
and the terminal landing phase.
[0172] A collective pitch system may be used to change blade pitch
during various phases of flight, and cyclic pitch mechanism is used
to translational control authority to guide the vehicle mid-flight
to a predetermined target landing position or coordinates.
[0173] A self-contained flight computer provides guidance
navigation and control as well as two-way telemetry communication
with ground or mothership/aircraft-based transmitters.
[0174] The rotating blade system may be modular or detachable from
the payload to allow different blade configurations corresponding
to payload, weather or altitude parameters. The modular system may
be self-contained and/or isolated within a rotating reference frame
allowing collective control via motors located within the rotor
blade assembly and may thereby eliminate a need for a "swash plate
mechanism."
[0175] A battery, RX transmitter, microcontroller and servos
provide two-way data with the flight controller located in the
non-rotating vehicle body.
[0176] A bearing assembly allows three rotational degrees of
freedom: one rotational perpendicular to the blade tip plane
allowing rotation of the blade assembly; and two gimballing degrees
of freedom to allow rotation of the blade plane and thus thrust
vectoring/cyclic control.
[0177] A "flair" maneuver may be performed to arrest vertical
descent speed and allow safe and slow touchdown of contents within
the payload where the rotor blades of the rotor assembly rotate the
leading edges of the rotors into a positive direction with respect
to the plane of rotation to provide a downward directed thrust
force based on the rotational inertial generated from the
autorotation motion.
[0178] To eliminate the need to translate motion from the static
body reference frame to the rotor hub rotational frame, the flight
controller, batteries, sensors and all associated control hardware
on the rotating rotor assembly are located in the rotor assembly
such that they spin along with the rotor blades. To control the
rotor blades themselves, servo motors or linear actuators may be
placed at the root of each rotor blade and directly drive the blade
pitch angle per rotational cycle. No power, data, or other
electrical connections would need to be made to the stationary body
allowing, in theory, a hub assembly to be quickly attached to a
travel case via straps or other fastening methods to include even a
clip-on swivel to an existing cable-attachment point and allow
controlled descent or glide.
[0179] A "hybrid" approach may include certain components put into
the rotating reference frame such as servos, batteries and an RX
receiver transmitter while the flight computer and other components
be located in the stationary reference frame. This may allow for
use of a gimbal assembly to control the rotor blade plane similar
to a gyrocopter and the collective pitch controls to be performed
in the rotating frame, easing requirements on fast acting per-cycle
servos.
[0180] In summary, one embodiment of the disclosed payload delivery
device being configured to deliver an aircraft deployed payload
along a flight path to a predetermined landing destination,
includes a support member configured to be removably attached to
the payload, a flight control and navigation system module
connected to the support member, a control surface assembly module
including a plurality of control surfaces, the control surface
assembly module connected to the support member and in
communication with the flight control and navigation module to
receive commands to control orientation of the plurality of control
surfaces while the payload is travelling along the flight path to
the predetermined landing destination.
[0181] The above embodiment further includes a rotor assembly
including a plurality of rotor blades having a central axis of
rotation, and a collective control assembly module including at
least one collective servomotor, the collective control assembly
module connected between the support member and the rotor assembly
and in communication with the flight control and navigation module
configured to control a plurality of control linkages connected to
the plurality of rotor blades.
[0182] The payload delivery device may further include the flight
control and navigation system module having at least a GPS
receiver, at least one servomotor controller, an inertial
navigation system (INS) sensor, a magnetometer, a navigation
module, and a multi-band transceiver configured to communicate with
at least one of a master flight computer in the aircraft, a
satellite communications network, a ground-based telemetry station
and a weather station.
[0183] The payload delivery device may further include at least a
first portion of components of the flight control and navigation
system module being disposed in a rotating frame of the rotor
assembly.
[0184] The payload delivery device may further include the flight
control and navigation system module being fully disposed in a
rotating frame of the rotor assembly.
[0185] The payload delivery device may further include the control
surfaces, under control of the flight control and navigation system
module, being configured to one of vertically stabilize and impart
an axial moment of rotation about a longitudinal axis of the
payload during a portion of the flight path.
[0186] The payload delivery device may further include the
plurality of control surfaces, under control of the flight control
and navigation system module, being configured to navigate the
payload along a portion of the flight path to the predetermined
landing destination.
[0187] The payload delivery device may further include the
collective control assembly module, under control of the flight
control and navigation system module, controlling a collective
motion imparted the rotor assembly to rotate the leading-edge of
each blade of the plurality of rotor blades of the rotor assembly
to a negative leading-edge angle with respect to the rotational
plane of the rotor assembly in a fully deployed rotor position,
where the rotor assembly enters an autorotating motion to produce
an upward vertical force on the payload during at least a portion
of the flight path.
[0188] The payload delivery device may further include the
collective control assembly module, under control of the flight
control and navigation system module, controlling the collective
motion imparted to the rotor assembly to rotate a leading-edge of
each of the rotor blades of the rotor assembly to a positive
leading-edge angle with respect to a rotational plane of the rotor
assembly in the fully deployed rotor position, where the rotor
assembly produces a positive vertical thrust force on the payload
based on a moment of inertia of an autorotating motion during at
least a portion of the flight path before the payload arrives at
the predetermining landing destination.
[0189] The payload delivery device may further include the rotor
assembly being further configured to rotate the plurality of rotor
blades to a folded position proximate a side of the payload, an
initial deployed position rotated away from the side of the
payload, and a fully deployed and locked position further rotated
away from the side of the payload and perpendicular to the central
axis of rotation of the rotor assembly.
[0190] The payload delivery device may further include the rotor
assembly being further configured to dampening the plurality of
rotor blades during a blade deployment operation when each of the
plurality of rotor blades nears the fully deployed and locked
position.
[0191] Another embodiment of the payload delivery device being
configured to deliver an aircraft deployed payload along a flight
path to a predetermined landing destination, where the payload
delivery device may include a support member configured to be
removably attached to the payload, a flight control and navigation
system module connected to the support member, and a control
surface assembly module including a plurality of control surfaces,
the control surface assembly module connected to the support member
and in communication with the flight control and navigation module
to receive commands to control orientation of the plurality of
control surfaces while the payload is travelling along the flight
path to the predetermined landing destination.
[0192] The above embodiment may further include a gimbal assembly
module including a plurality of gimbal servomotors, the gimbal
assembly module connected to and configured to move relative to the
support member and in communication with the flight control and
navigation module to receive commands to control axial rotation of
the gimbal assembly module with respect to the support member, a
rotor assembly including a plurality of rotor blades having a
central axis of rotation, and a collective control assembly module
including at least one collective servomotor, the collective
control assembly module connected between the gimbal assembly
module and the rotor assembly and in communication with the flight
control and navigation module configured to control a plurality of
control linkages connected to the plurality of rotor blades.
[0193] The payload delivery device may further provide the gimbal
assembly module, under control of the flight control and navigation
system module, pivoting the central axis of rotation the rotor
assembly via at least one servomotor about a point located on a
longitudinal axis of the payload to impart an axial thrust force
away from the longitudinal axis of the payload.
[0194] The payload delivery device may further provide the
collective control assembly module, under control of the flight
control and navigation system module, controlling, via at least one
servomotor mounted on the gimbal assembly module, a collective
motion imparted to the rotor assembly configured to simultaneously
rotate a leading-edge of each blade of the plurality of rotor
blades of the rotor assembly.
[0195] Another embodiment of the payload delivery device configured
to deliver an aircraft deployed payload along a flight path to a
predetermined landing destination, may include a support member
configured to be removably attached to the payload, a flight
control and navigation system module, a control surface assembly
module including a plurality of control surfaces, the control
surface assembly module connected to the support member and in
communication with the flight control and navigation module to
receive control surface commands to control orientation of the
plurality of control surfaces, a rotation bearing assembly
connected to the support member, and a rotor assembly including a
plurality of rotor blades having a central axis of rotation and a
plurality of rotor servomotors, the rotor assembly connected to the
rotation bearing assembly and in communication with the flight
control and navigation module to receive rotor rotation commands to
control angular rotation of each of the plurality of rotor blades
via co-planar aligned blade rotation shafts of each of the
plurality of rotor blades, the co-planar aligned drive shafts
coincident with a plane of rotation of the rotor assembly about the
central axis of rotation.
[0196] The payload delivery device may further include the gimbal
assembly module having a plurality of gimbal servomotors, the
gimbal assembly module connected to and configured to move relative
to the support member and in communication with the flight control
and navigation module to receive gimbal rotation commands to
control axial rotation of the gimbal assembly module with respect
to the support member.
[0197] The payload delivery device may further include the gimbal
assembly module, under control of the flight control and navigation
system module, to pivot the central axis of rotation of the rotor
assembly via at least one gimbal servomotor about a point located
on a longitudinal axis of the payload to impart an axial thrust
force produced by the rotor assembly away from the longitudinal
axis of the payload.
[0198] The payload delivery device may further include a
quick-release coupler connected between the rotation bearing
assembly and the rotor assembly configured to allow detaching of
the rotor assembly from the payload delivery assembly and attaching
a second rotor assembly.
[0199] The payload delivery device may further include the flight
control and navigation system module to have at least a GPS
receiver, at least one servomotor controller, an inertial
navigation system (INS) sensor, a magnetometer, a navigation
module, and a multi-band transceiver configured to communicate with
at least one of a master flight computer in an aircraft, a
satellite communications network, a ground-based telemetry station
and a weather station.
[0200] The payload delivery device may further include at least one
component of the flight control and navigation system module is
disposed in a rotating frame of the rotor assembly.
[0201] The payload delivery device may further include the flight
control and navigation system module being disposed in a rotating
frame of the rotor assembly.
[0202] The payload delivery device may further include the
plurality of control surfaces, under control of the flight control
and navigation system module, at least one of vertically
stabilizing and imparting an axial moment of rotation about a
longitudinal axis of the payload during a portion of the flight
path to the predetermined landing destination.
[0203] The payload delivery device may further include the
plurality of control surfaces, under control of the flight control
and navigation system module, being configured to navigate the
payload along a portion of the flight path to the predetermined
landing destination.
[0204] The payload delivery device may further include the rotor
assembly, under control of the flight control and navigation system
module, being configured to simultaneously rotate leading edges of
each of the plurality of rotor blades of the rotor assembly.
[0205] The payload delivery device may further include the rotor
assembly, under control of the flight control and navigation system
module, being configured to independently rotate leading edges of
each of the plurality of rotor blades of the rotor assembly.
[0206] The payload delivery device may further include the rotor
assembly, under control of the flight control and navigation system
module, being configured impart a cyclic thrust force to the rotor
assembly by cyclically rotating a leading-edge of at least one of
the plurality of rotor blades of the rotor assembly.
[0207] The payload delivery device may further include the rotor
assembly, under control of the flight control and navigation system
module, rotating leading-edges of the plurality of rotor blades of
the rotor assembly to a negative leading-edge angle with respect to
a rotational plane of the rotor assembly in a fully deployed rotor
position, where the rotor assembly is configured to produce an
autorotation motion to produce a vertical thrust force on the
payload during a portion of the flight path to the predetermined
landing destination.
[0208] The payload delivery device may further include the rotor
assembly, under control of the flight control and navigation system
module, rotating leading-edges of the plurality of rotor blades of
the rotor assembly to a positive leading-edge angle with respect to
a plane of rotation of the rotor assembly in a fully deployed rotor
position, where the rotor assembly produces a vertical thrust force
on the payload based on a moment of inertia produced from the
autorotation motion during a second portion of the flight path
before the payload arrives at the predetermining landing
destination.
[0209] The payload delivery device may further include the rotor
assembly, under control of the flight control and navigation system
module, rotating leading-edges of the plurality of rotor blades of
the rotor assembly perpendicular to a plane of rotation of the
rotor assembly in a fully deployed rotor position, where the rotor
assembly minimizes an aerodynamic profile of the rotor assembly
along a portion of the flight path to the predetermined landing
destination.
[0210] The payload delivery device may further include the rotor
assembly, under control of the flight control and navigation system
module, rotating a leading-edge of at least one of the plurality of
rotor blades of the rotor assembly away from being perpendicular to
the plane of rotation of the rotor assembly in the fully deployed
rotor position to navigate the payload delivery device along a
portion of the flight path to the predetermined landing
destination.
[0211] The payload delivery device may further include the rotor
assembly being further configured to rotate the plurality rotor
blades to a folded position proximate at least one side of the
payload, to an initial deployed position rotated away from the at
least one side of the payload, and to a fully deployed and locked
position further rotated away from the at least one side of the
payload and perpendicular to the central axis of rotation of the
rotor assembly.
[0212] In another embodiment a method of assembling a delivery
payload assembly configured to be deployed from an aircraft and
travel along a flight path to a predetermined landing destination
includes providing a payload configured to be delivered from the
aircraft to the predetermined landing destination, attaching a
tail-kit assembly to a first end of the payload thereby defining
the delivery payload assembly, the tail-kit assembly including a
rotor blade assembly including a plurality of rotor blades having a
central axis of rotation proximate the first end of the payload,
and a flight control and navigation system configured to control a
collective pitch angle of each of the plurality of rotor blades of
the rotor blade assembly, control an axial thrust force of the
rotor blade assembly, the axial thrust force being at an angle with
respect to the central axis of rotation of the rotor blade
assembly, and navigate the delivery payload assembly along the
flight path to the predetermined landing destination.
[0213] The above method further includes removing the tail-kit
assembly from the payload after the payload is delivered to the
predetermined landing destination, where the flight control and
navigation system is further configured to induce and control an
autorotation motion of rotor blade assembly during a portion of the
flight path of the delivery payload assembly from the aircraft to
the predetermined landing destination, and produce and control a
vertical thrust force by the rotor blade assembly during an end
portion of the flight path of the delivery payload assembly from
the aircraft to the predetermined landing destination.
[0214] The method may further include controlling, the flight
control and navigation system, an axial thrust force of the rotor
blade assembly by further controlling a cyclic pitch angle of each
of the plurality of rotor blades of the rotor blade assembly.
[0215] The method may further include controlling, via the flight
control and navigation system, an axial thrust force orientation of
the rotor blade assembly with respect to a longitudinal axis of the
delivery payload assembly.
[0216] The method may further include attaching the tail-kit
assembly removed from the payload to a first end of a second
payload configured to be delivered to a second landing
destination.
[0217] The method may further include providing a plurality of
vertical control surfaces on the tail-kit assembly, the plurality
of vertical control surfaces configured to orient the delivery
payload assembly during a second portion the flight path of the
delivery payload assembly from the aircraft to the predetermined
landing destination, controlling, via the flight control and
navigation system, the plurality of vertical control surfaces to
stabilize and orient the delivery payload assembly into a
downwardly disposed attitude during a transient phase of the flight
path immediately after the delivery payload assembly is deployed
from the aircraft, and navigate the delivery payload assembly along
the flight path to the predetermined landing destination.
[0218] The method may further include providing a reinforcing
structure to at least one exterior surface of the payload, and
wherein the attaching the tail-kit assembly to the payload further
includes attaching the tail-kit assembly to the reinforcing
structure.
[0219] Another embodiment of a method of delivering a payload to be
deployed from an aircraft along a flight path to a predetermined
landing destination may include attaching a tail-kit assembly to a
first end of the payload thereby defining a delivery payload
assembly, programming geographic coordinates of the predetermined
landing destination into a flight control and navigation system in
the tail-kit assembly, ejecting the delivery payload assembly from
the aircraft, navigating, via the flight control and navigation
system, the delivery payload assembly along a flight path
configured to terminate at the predetermined landing destination,
controlling, via the flight control and navigation system, an
autorotation motion of a rotor blade assembly of the tail-kit
assembly to enter a steady-state flight phase having a
substantially constant first downward velocity, controlling, via
the flight control and navigation system, the rotor blade assembly
of the tail-kit assembly to enter a terminal flight phase before
the predetermined landing destination, wherein the terminal flight
phase has a second downward velocity less than the first downward
velocity, wherein flight control and navigation system controls
rotation of a leading-edge of each of the plurality of rotor blades
of the rotor blade assembly in a positive direction to generate a
vertical thrust force based on a moment of inertia of the rotor
blade assembly in the autorotation motion, and removing the
tail-kit assembly from the payload after the delivery payload
assembly arrives at the predetermined landing destination, wherein
the removed tail-kit assembly is configured to be attached to a
second payload for delivery by an air vehicle to another
predetermined landing destination.
[0220] The method may further include controlling, via the flight
control and navigation system while navigating the delivery payload
assembly along the flight path, a plurality of control surfaces on
the tail-kit assembly.
[0221] The method may further include providing at least one
servomotor connected to a rotational control structure configured
to control rotation of the leading-edge of at least one rotor blade
of the rotor blade assembly.
[0222] The method may further include providing a plurality of
servo-motors each configured to control rotation of a plurality of
rotational rotor blade shafts aligned with a longitudinal axis of
at least a pair of rotor blades of the rotor blade assembly, and
controlling, by the plurality of servo-motors, rotation of the
leading-edge of at least the pair of rotor blades.
[0223] The method may further include providing a plurality of
servo-motors each configured to control rotation of a plurality of
rotational rotor blade shafts aligned with a rotational plane of
the rotor blade assembly, and controlling, by the plurality of
servo-motors, rotation of the leading-edge of a plurality of rotor
blades of the rotor blade assembly.
[0224] The method may further include controlling, via the flight
control and navigation system while navigating the delivery payload
assembly along the flight path, an axial thrust force direction of
the rotor blade assembly by rotating the rotor blade assembly about
a point on a longitudinal axis of the delivery payload
assembly.
[0225] The method may further include where the navigating, via the
flight control and navigation system, the delivery payload assembly
along the flight path further includes controlling, via the flight
control and navigation system while navigating the delivery payload
assembly along the flight path, to impart a cyclic thrust force
with the rotor blade assembly by cyclically rotating respective
rotor blades in the rotor blade assembly to create the cyclic
thrust force.
[0226] Another embodiment of a method of delivering a payload to be
deployed from an aircraft along a flight path to a predetermined
landing destination including attaching a tail-kit assembly to a
first end of the payload thereby defining a delivery payload
assembly, programming geographic coordinates of the predetermined
landing destination into a flight control and navigation system in
the tail-kit assembly, ejecting the delivery payload assembly from
the aircraft, controlling, via the flight control and navigation
system, a leading-edge of each rotor blade of a rotor blade
assembly attached to the tail-kit assembly into a substantially
downward disposed orientation, navigating, via the flight control
and navigation system, the delivery payload assembly along a flight
path terminating at the predetermined landing destination,
inducing, via the flight control and navigation system, an
autorotation motion of the rotor blade assembly by rotating the
leading-edge of each rotor blade of the rotor blade assembly toward
a plane of rotation of the rotor blade assembly, generating, via
the flight control and navigation system, a vertical thrust force
on the delivery payload assembly by rotating the leading-edge of
each rotor blade of the rotor blade assembly above the plane of
rotation of the rotor blade assembly, wherein the vertical thrust
force is supplied by a moment of inertia of the rotor blade
assembly in the autorotation motion before the predetermined
landing destination, and removing the tail-kit assembly from the
delivery payload assembly after the delivery payload assembly
arrives at the predetermined landing destination, wherein the
removed tail-kit assembly is configured to be attached to a second
payload for delivery by an air vehicle to a second predetermined
landing destination.
[0227] The method may further include controlling, the flight
control and navigation system while navigating the delivery payload
assembly along the flight path, a plurality of control surfaces on
the tail-kit assembly.
[0228] The method may further include controlling, by at least one
servomotor connected to respective rotational rotor shafts of the
each of rotor blade of the rotor blade assembly, the leading-edge
of the rotor blades of the rotor blade assembly.
[0229] The method may further include providing two
counter-rotating rotor blade sub-assemblies aligned on a common
central rotational axis of each of the rotor blade
sub-assemblies.
[0230] The method may further include providing a plurality of
servo-motors each controlling a rotation of each of a plurality of
rotational rotor blade shafts aligned with at least one of a
longitudinal axis of at least a pair of rotor blades of the rotor
blade assembly, wherein the plurality of servo-motors control
rotation of the leading-edge of at least the pair of rotor blades,
and a rotational plane of the rotor blade assembly, wherein the
plurality of servo-motors control rotation of the leading-edge of
the rotor blades of the rotor blade assembly.
[0231] The method may further include controlling, via the flight
control and navigation system while navigating the delivery payload
assembly along the flight path, an axial thrust force orientation
of the rotor blade assembly by rotating the rotor blade assembly
about a point on a longitudinal axis of the delivery payload
assembly.
[0232] The method may further include controlling, via the flight
control and navigation system while navigating the delivery payload
assembly along the flight path, to impart a cyclic thrust force
with the rotor blade assembly by cyclically rotating respective
rotor blades in the rotor blade assembly to create the cyclic
thrust force.
[0233] The foregoing description, for purpose of explanation, has
been described with reference to specific arrangements and
configurations. However, the illustrative examples provided herein
are not intended to be exhaustive or to limit embodiments of the
disclosed subject matter to the precise forms disclosed. Many
modifications and variations are possible in view of the disclosure
provided herein. The embodiments and arrangements were chosen and
described in order to explain the principles of embodiments of the
disclosed subject matter and their practical applications. Various
modifications may be used without departing from the scope or
content of the disclosure and claims presented herein.
* * * * *