CA2024374A1 - Balloon freight transport vehicle - Google Patents

Abstract

ABSTRACT

In lighter than air, self powered, free freight transport, it is known that therigid airship is an effective vehicle, but is not cost effective today due tolabour and material cost intensive construction. The two non-rigid airshiptypes of this invention show as being cost effective in both construction andoperation, and avoid the major hazard of earlier airships in operation of thevulnerable gas envelope being too close to ground related objects. The smallerspherical unit will carry a payload of 110 tons, the large cylindrical unit apayload of 2200 tons.

Description

2~2l.~37~
~l Balloon Speci~ications ~ccording to Dia~ram "X" herewith, material makin~ up ~:L
~alloon major envelopes can be any polymeric film or fabric which will sustain hydrogen gas pressures at or over ~3 pounds per square ~oot.
similar material can be used to make up a small non-supportive interior envelope used to contain air by variable in~ectio~
and release in order to assist w~ter b~llast in ~he control of dirigible buoyancy through variable volume of the hydrogen gas by variable pressure.
Following the same assembly p~an as the envelope, and shown on diagram 'y' herewith, a second skin of nylon number 36 fish net in 4 web, covers the balloon envelope. This is attached to the polar cap ring aloft and centered at the base in attachment to a similar 3'0" diameter aluminum ring suPporting the gas spout. The polar cap ring area is covered separately by a drum head of net under tension.
~t the break line shown on diagram '~' at 45 below the horizontal median is a belt of 3/4" braided polyester rope spiral woven by 3/16" polyester line through the net web.
To this at 1'6" intervals are suspended 16 groups of 22 supporting 7/16" braided polyester 2.8 ton (working load) ropes, which consolidate into one 1~" similar 38 ton (working load) rope. Sixteen of these ropes are then terminated by clevis around a circular fitting 'B' attached to the pressure fan gondola and integral with the King plate. Fitting 'B' carries the balloon gas spout through the supporting rope network from the pressure fan to the envelope.
The system is built to withstand mooring of 855 tons, being normal regression plus 4.7 times the drag strain imposed by 70 MPH gale force.
A High Liner is a vessel or a ship if you will, whose medium is air instead of water. Flying in wilderness country far from base, any reasonably open stretch o p,round will do Eor an anchorage, even if floodLit at night when adverse wind conditions are encountered.
The anchor is run out on 35 Eeet oE chaill followed by 250 feet o winch cable. The vessel then "backs" the anchor into the ground by a solid downwind pull until well set and then sits out t~e blow.
When weather forecasts show the approac!l of wind velocities in excess of 70 miles per hour, the emergency operatin~ practise would be similar to that of ocean shipping, where the vessel takes evasive action by proceeding at r:ight angles from the patl of the centre toward the quieter air of the vorte.Y tail. S!lould this not be effective, the operator allows ascensioll into the upper air above mountairl elevatiotls ull(lcr ;I-ltOlll.l~:i.C illS~r~llllent control until the unit "spins out" n;ltllr;llly to where it C;lll descend refuel and return to worlc.

~ ' .
.~. :, ...

.. . . . . . . ... ... . .

HIGHLINl~R BALLOONS 1 2 ~ 2 ~ 3 7 ~

HIGHLIN~R Balloons are 224 feet wide, and contain 6,600,000 cubic feet of gas. 2rojec~.ed gas envelope assembly utili~es the new technologies available in handling and joining together today's super tough --and ultra-violet radiation resistan~ fabrics: these to be held free ~ithin a net, able to resist the pressures of winds up to120 miles per`hour.

HIGHL~NERS are ca~able of handling cargo in excess of 13U tons, will sustain many years of working service and will take a lot more punishment than any balloon in commercial use today.
The supportive gas is hydrogen, and there is the -~
assurance ~rom Burton Consul~ing Inc. of Vancouver that their production process will deliver that gas at atmospheric pressure for $3.00 per 1,000 cubic feet.
For those who feel unsure of hydrogen use, it would be well to remember the Graf Zeppelin which performed well during 590 flights, spent 17,179 hours in the air, -and was retired with honor in 1937.
One of the more interesting discoveries made by the Flying Scotsman Corporation is the high stability of the larger balloons. This is a product of the ratio between the surface area which is subject to drag, and -the upward thrust of hydrogen in the balloon which counters drag forces.
~he larger the balloon, the smaller the proportion of skin required to contain the captive gas thus the -smaller the drag and the greater the stability against wind pressure.
Thus, the T-100 capable of lift~n~ 235 tons has onlv 4.0 ,' the total drag of the T16 capable of liftina ~9 tons, but has 8 X the lif~ing power and 7 ~ the stability.
The system is powered by a 1970 Il.P. Kawasaki MIA 03 Gas Turbine producing 31,000 pounds oE thrust through 3 foot Bell Textron 214 helicopter rotors, in a 40 foot disc.
Fuel consumption would approximate $1,896/12 hour day.

The objective is to offer extreme simplicity in computer/
microwave governed operation focussed on pinpoint cargo handling precision at low speeds. Maximulll cruising air speed would be between 20 and Z5 M.P.I-I.
' The microwave system would maintain height oE the trans-porter at a pre-set pattern above ground at all. times, wi~h variance at pick-up and landing points, rising auto-matically above obstructions. Present working range at maximum is five hundred miles under automatic, with the controls following a "homing" pattern on microwave generators at the pick-up point and the landing. The rotor is designed to turn completely around l~s locu~
clockwise or anticlockwise, so that no steering vanes are ~: :
needed. The computer simply points the ROTOR to the objective and makes a continuous compensatorV action ~or any variance in course e~ected ~y cros.swin(ls. On collling -in, the ROTOR turns 180 degrees and ~rakes to a stop over the microwave generator, which position is held by variable speed into the eye of any crosswind or drift.
.

.. . . . . . . . .

2~ll37~
FILM PANEL ASSEMBLY
The action starts when a roller frame for unreeling 125 inch widths of tedlar film from a roll, drawn out over a cutting island 220 feet long x 11 feet wide. This carries a panel pattern outlined by two parallel vacuum suction ports which lock the material into cutting position, after it is floated into place, aided by an air stream rising through two inch holes 8 feet apart down the centerline. When locked down, two cutters, one to a side, run their NT5 200 cutting tools along the cutting line. When complete, the cutters place a one inch joint of removable tab tape every ten feet along the cut line on the side of the parallel joining island. A
length of wire with handles on both ends is then laid over the outside extremity of the tape -joined waste section, which is then hand folded back over the wire and taped down similarly every 10 feet. When finished, the cutters then hand tension the wire and move it across to the far side of the joining island, followed by the floating film. Joiners remove tab tape.
The joining island is similar but not identical to the cutting island. There is here only one set of vacuum ports positioned on the single working side most distance from the cutting section, and this is split by removable eight foot lengths of 2.5 inch wide sheet metal partition fitting into a full length centered slot. The whole of these vacuum ports is serviced -every four feet on both sides, by separate metal gates normally in closed position. These are individually controlled by recessed electrically lit transparant buttons situated five inches inside from the ports. Blue for outside gates; red for inside; and lit when gates are normally closed. First depression when film is brought into position opens gates for vacuum lock; second depression closes for unlock; this action being through the transparent film.
Joiners working this system stand on a four foot wide catwalk suspended from overhead supports, so that as new panels are -joined in, the completed section is sequentially released at intervals down the line and falls down the island face onto loose clamp boards 20 feet apart out onto the storage area.
Before a seamed panel is released, handlers working from the catwalk attach the leading edge of film below to cushioned spring clamps on these boards. Then as the panels are released, the handlers draw the varying widths of joined film out under the catwalk for storage I~S~7 folding.
In the seam joining process, the joiners first lay the leading edge of the leading ~anel sequentially in four foot lengths against the vacuum partition, applying lock on by depressing the blue gate buttons in sequence as they move up the line.

.,, , ,:

., , . :... ~ .: , :. . , :
... . . ..

2n~ 37~

'rhe new panel is then roughly placed by locking it on at a few points along its length, after which it is lightly floated by air pressure and exactly positioned against the partition.
This is then removed and put in racks at the back of the catwalk and pre-glued four inch widths of tedler are placed the length of the joint. Moderate heat is then applied by a hand held hot air jet, closely followed by pressure from a -padded roller.
Vacuum ports are covered by permanent wire screen overlaid by :
an open weave fibreglass cloth.
When the major panel assembly is complete, it is moved out onto open floor and the cap and cone sections are similarly assembled.

NET PANEL ASSEMBLY
.. . .
Net is laid out on the floor in successive forty-two foot wide panels, each odd panel cut on a floor pattern into the eccentric shape shown on diagram "Y". -These are then carried over an 18 inch wide 230 foot long waist-height joining board, and then dropped onto 2 inch high wooden pegs one foot apart on the edges of the board, 14 inches back from edges to be joined, which overlap 5-3/8 inches to sandwich a two inch wide strip of fibreglass tape.
A joiner using a sailmaker's needle then hand stitches a single No.36 nylon cord over and under, lap~ing the net cords through the tape. This action is closely followed by an application by hand brush of liquid polyvinyl chloride, in a rapid drying solution of Iso-propyl alcohol. When complete the seam is moved out onto the floor through two drying steps before folding. Joining procedure from this ~oint on closely follows that of the film joining procedure.

.
BALLOON ACCESS
, Climbing stirrups with safety line run between the gondola and the upper deflector swivel. From there, a pulley by the balloon spout on wire rope carries a bosuns chair. Service personnel carry a wire rope up from a gondola elevator winch which when connected by clevis to the upper wire rope, lowers the bosun's chair.
To bring the balloon down for servicing, a three inch Kevlar rope is brought up and attached by clevis to the king plate.
This runs down through two 36 inch anchored pulleys, then up :
through the gondola anchor port to attachment on the drawdown winch drum extension. The gondola is anchored on a wide flange -beam tripod.

.' ' ' ;" ' :' .

.- . .
. .

~ .DITIO~S OF USE ~ n ~ 7 1~
The technology used in construction of the logging balloons in service with the Flying Scotsman Corporation and others is workable but outmoded under the operating conditions advanced for high liner service. In industrial balloon construction, as opposed to rigid fra~e airship construction, the surface tension of the skin is used to "float" the cargo supporting web. Raven Industries of South Dakota who supply these balloons, use a two inch woven dacron cargo support tape spaced at 4.5 foot intervals at the equator. This is built into sleeves or "gores" sewn into the skin, which is coated with polyeurathane and then painted with partially effective ultra violet radiation resistant aluminum latex. Service life appears to average about ll years. The process is expensive, weight and labour intensive, and for us with-the advent of today's tough plastic membranes, unnecessary.
All dirigibles and balloons in use today, with the exception of the Ore`gon logging balloons, when not in active use, are brought into mooring against masts or grounded adjacent to structures capable of inflicting damage. In over 30 years of operating time, the Flying Scotsman Corporation (quote Vic Abston-Superintendant) has only suffered`one case of ripped or torn balloon skin. The reason for this unique record lies within the almost permanent placement of their balloons within their natural element -unobstructed free air. Their holding cables place them high above trees - in fact, above all objects of contact - and there they remain in all weathers except for servicing - divorced from the ground.
There are no limitations on holding cable length except weight.
A high liner can operate at no loss of efficiency with propulsion and gondola lOOO feet or more below its balloon, and conditions may arise in rough mountainous country where common sense protection will find this aspect useful.
Balloon walls are built to withstand pressures of up to50 pounds to the square inch, although normal gas Pressure is only43 pounds to the square foot. This will sustain wall rigidity up to120 miles.
per hour ~ale ~orce.

; ' ` ~' ; .
~`
~ ' ' .

.. .. , _.. ", ... , ;. .. . .

~ALLAST WATER
Carrying the ballast water tank under the Operations Room, the gondola is a cylinder 19.2 feet in diameter with its 15 foot deep tank pierced at center by a 12 inch steel pipe widening to 20 inches at the base. This carries the anchor and cargo cables.
The ballast water reservoir tank is designed as a 25 foot diameter by 17 foot deep receptacle for the gondola ballast water tank. It is seated on an interlocking skid of 10 inch steel 'I' beams to which is attached a steel ringbolt on the central inner locus of the tank floor. This holds a clevis through a steel thimble on a 21 foot sling of 2 inch Kevlar rope threaded through a 12 inch by 26 inch cylindrical steel float, terminating in a steel thimble and clevis. The float is attached to the tank wall by a 10 foot length of r.ylon line.
When the carrier is bringing in a load, it allows the butts of the load ~ to strike ground while in power forward, thus giving the load a 'lean' from astern, allowing the carrier free air space to drop the end of its anchor cable from winch to ground.
Here it is picked up by landing personnel and attached to the clevis on the reservoir tank locus rope, after which the anchor winch takes up the strain from the car~o lines and the trees are automatically released when fully supported by landing although the carrier maintains attachment until after the tabbing frame sinks to the ground.
The carrier is now fully grounded by its attachment to 232 tons of water and steel in the reservoir tank, and swings naturally into a precisely vertical position over the tank center.
As the anchor winch pulls the ballast tank into the reservoir tank, water level sensors on the outside and inside of the ballast tank inform the computer when the water levels in the two tanks are in conjunction. When this occurs, four hydraulic rams on the gondola floor retract in pulling stainless steeL cables `-opening four water gates on the ballast tank floor. These allow the tank to flood as the gondola descends. When the interior level sensors signal the computer that the tank is full, the anchor winch stops descent and the hydraulic rams allow the water gates to close, sealing the tank.
The anchor winch is then allowed to pay out line while the rig rises to the balancing point. A fur~her 15 feet of line is then paid out, allowing the float to be pulled in to the tank wall and the tank locus line clevis to be detached from the anchor line. : -The carrier then lifts for another turn, and the reservoir pump begins refilling the tank.

.' .

~ . . ., .; :, . . . . .
, . , ,~
. .

7 ~

COMPUTER FUNCTIONS
A~ 1. Acceleration/deceleration and speed control through rotor attack angle via tempasonic linear transducers in ram cylinders.
2. Also balancing this angle for 2 rotors.
(B) Governing ascent/descent through signals into 3 solenoid hydraulic valves covering deflector rams.
tC) Governing all navigation through survey equipment directing rotor control, steering engine, deflectors, and electronic compass to accuracy within 15 feet.
(E) Governing gas pressure and volume inside balloon by time on balloon pressure fan as related to altitude and wind velocity over 35 miles per hour.
(F) Balloon gas volume control through remote cable-trol connected controls to gas release vent.
(G) Precision control of ballast water renewal by control of anchor winch haul-in.via hydraulic system in limiting intake rate. This through feedback from internal and external electronic depth sensors on ballast tank in reaching balance position in water intake, when water gates are directed to close. These have opened on reaching first connection of surface water levels between reservoir and ballast tank. :
(I) ~aintaining through V.H.F. reflective feedback system a constant distance above ground vertically and other objects :
or masses horizontally unless otherwise programmed.
(J) When vibration levels exceed a pre-set point from any critical power train bearing sensor, the power system to compensate by relieving demand.
(K) Inclusion of 10 parameters from turbine electronic control box so as to monitor turbine actions.
(L) Governing 3 dimensional movements of tabber torpedo and cut off machine as directed by operators using console controls.
(M) Governing demand and hight variations of tab lines as directed by tabbor torpedo operator in automatic synchronization with torpedo hight.
'.

'' ;: ".

;, ~

.

` ~2~37~ :
ENVELOPE PANELS
_ _ Derived from diagram "X"

A cap extends outward from the upper pole or locus a distance of 1/12 of the circumference. Panels C, diagram "X".

Cap perimeter is circumference x 0.50128.
.
Panels "A" and "B" are of equal width at equator.

Central eccentric panels "A" have width values shown as multiples of the circumference at intervals of 5 degrees from 0 to 60 degrees in the upper half of the hemisphere and from 0 to 45 degrees in the lower half of the hemisphere. These resultant values are then divided by the number of these panels to find the widths. Regular panels "B" have parallel perimeters . Base cone panels are made up of equal isosceles triangles. Each alternate panel is made up by joining together the two residual right angled panels remaining from cutting the preceding panel.
Base of cone is on the 45 degree line of the lower hemisphere section.

~ ~
'' '' ', ' ' :, .
, ' ~ ' ' ' ' ' ' ' . , , ' ' .

, .. ,: ~, .., ;.,. ., , - , ,. ! ' ', , .: ',,, ' ' : ` ' ' . ' ' ' ~ : ' , ' . ' ., . ' ' .

, ' ' ' ' ' ' ' ' ' , ' , ' '' ', ' ' ' " ': , , ' , ' 2 ~

CODE OF PROPULSION DI~GR~MS

R 2-~ inch Dypac Wire Rope S Structural Steel T Deflector Hydraulic Rams, Universal FHE 14242330 U Deflectors ~' :
V Rotation Plane, SKF Thrust Bearing 294/900 .
::
X Rotor Hub ~
, Y Rotors Z Rotation Plane, SKF Thrust Bearing 29440E -;
" - ' '~

, ,:
,::

. - :
..

': .
. .
:
. , . , . , . , ,.. j .... . . . .
. . . ,.. ... : ~ .: .. - . ,. , - , . . . .

DEFLECTOR CODE

A. 4 inch by 3 ineh by 3/16 ineh aluminum W.F. Beam B. 3 inch by 2~ inch by 3/16 inch aluminum W.F. Beam C. Wood Bullnose D. 1/8 inch number 1 Grade Fir Plywood E. Fibre - Glass Sheath FA Forward 4 inch by 1 inch clear Fir Rib FB Mid 4 inch by 1 inch clear Fir Rib FC After 4 inch by 1 inch elear Fir Rib G. Glued in Hemloek "V" strip filler '.. .' ' '' -,,'. ' ' -'' ~

' ~-~ ~ .

'.

~ :.

,. . .

,.: . : , ' . , , , , , ; ~:
, . ~ . ~ .. ~ , .

3 7 ~
POWER TRAIN COMPONENT CODE

A DRIVE SHAFT CROSS SECTION
Al TURBINE 320 R.P.M. DRIVE SHAFT

B COUPLING SHAFT THRUST BEARING
C COUPLING SHAFT ROLLER BEARING
Dl TURBINE 320 R.P.M. DRIVE SHAFT BEARINGS

El TURBINE DRIVE SHAFT SPIRAL BEVEL GEAR

F COUPLING SLEWING RINGS
G SLEWING RINGS ALIGNMENT SCREWS
H COUPLING BEARING SEATS
I COUPLING CASING
J STEERING SPUR GEAR
K STEERING PINION
L STEERING DRIVE SHAFT FROM HYDREX MOTOR
Ml TURBINE AND SHAFT BED

Nl AUXILIARY TURBINE POWER TAKE-OFF

O TURBINE GENERATOR POWER TAKE-OFF
P TURBINE DRIVE REDUCTION GEARS
Q TURBINE DRIVE SHAFT GEAR COUPLING
LLZ ROTOR DRIVE SHAFT DAMPER COUPLING
MZ ROTOR FLEX-PLATE ASSEMBLIES
R SWASH PLATE LINEAR POSITIONING RAMS
S SWASH PLATE
Tl TURBINE BED TO COUPLING CASING -:

U ROTOR AUXILIARY HYDRAULIC PUMP :
V TURBINE AUXILIARY HYDRAULIC PUMP ASSEMBLY
W TURBINE AUXILIARY GENERATOR
X ROTOR HUB
Y TUReINE BED PLATE
Z TURBINE
Zl TURBINE 1800 R.P.M. DRIVE SHAFT
Z2 TURBINE 1800 R.P.M. DRIVE SHAFT BEARINGS

z8 ROTOR AUXILIARY GENERATOR

.:

.
.

3 ~
POWER TRAIN VERTICAL COUPLING
. . .
Code A-l Turbine Drive Shaft ----A-2 Coupling Shaft ~-A-3 Rotor Shaft : -B Coupling Shaft Thrust Bearing SKF 29440E : :
C CouDling Shaft Main Bearing SKF 22340 CCJA/W33A15 : -D-l Turbine Drive Shaft Main Bearing SKF SDCD 22340 CCJA/W33A15 ::
D-2 Rotor Drive Shaft ~ain Bearing SlcF SDCD 22340 CCJA/W33A15 E-l Turbine Drive Shaft Hellcal Crown Gear E-2 Coupling Lower Shaft Helical Crown Gear E-3 Coupling Upper Shaft Helical Crown Gear E-4 Rotor Drive Shaft Helical Crown Gear -~
F Rotor Swivel Bearing - 800 ~on rated - SKF 292/950 G Rotor Swivel Bearing Alignment Screws H Bearing Support Plates -: .
I Tubular ~ m ch Steel Plate Linkag'e J 4 inch Steering ~ain Helical Crown Gear . .
: K: 4 inch Steering Driver Helical Crown Gear L ~ 4 inch Steering Drive Shaft : M-l Turbine Power Train Engine Bed ;~ : M-2 Rotor Power Train Engine Bed ':

~ , , ' ' ' ' ' ~ '' ' : ., , - .. ,., .' ,., :-, ..
', ,, . ,: ~ ':.. .. , .. ~'.. ,. . . ' . :

--- 2~37~

COUPLING MEASUREMENTS - .

Q to R 28.9 inches R to S 14.6 inches S to T 8.1 inches T to .U 7.1 inches U to V 12.6 inches V to W 12.5 inches O to U 58.7 inches xl to x2 50.7 inches ': ' ' NOTES
All gears are 4 inches thick. -There are 4 angled 3/4 inch bolt systems at 30 degrees accessible by inspection ports which hold the bearing support discs ''H".

The machined rings acting as stops for discs "H" are spot welded to tube "I".
There are 8 main bearing adjustment screws "G' ' Sections joined at "U" are held by 3/4 inch coarse machine bolts at 8 inches on center; as are the 3/4 inch coarse machine screws holding down the 4.2 inch by 3/4 inch finished ring over the main swivel bearlng.
, .
All interfaces marked "z" are machined.
All welding to be "x" rayed for defects and stress relieved.
Inspection ports are supplied for gear interfaces.

' ' ' , ' .,.:,: ' - . , .

~ 2 ~

SPFCIFIC~TION

All methods of construction and operation oE llighliner Balloon 2 remain the same as Highliner Balloon 1 with the following exceptions:
1. The teardrop shape of the balloon is spli-t in half vertically and a lengthwise section is inserted between the halves, which are now separated by an "I" beam at the base as per Plan 2.
2. The film of the balloon walls is reinforced internally by a fabric or scrim of Dupont ~ramid Fiber. The tensile strength oE these walls then support all stresses in replacement of net.
3. In operation, with the connecting support mainline wire rope to the swivel placed well forward of the balloon's horizontal center, the balloon operates on the swivel in the same manner as a kite, thus pointing its face of least resistance into the apparent wind direction.
This action enables higher air speed than tllat possible witll Highliner Balloon 1 at equivalen-t buoyancy and propulsive p~wer.

.. ,., ~, . .

..
,, . , I , .

.. . . ' ' ' ' ' ' , . . . . . . . . .

Claims

(1) The use of a non or semi-rigid balloon as aerial support by single point swivel attachment to a suspended self powered propulsion system to make up a free aerial transport dirigible.
(2) The use of air injection or exhaustion to partially fill or deplete a gas proof envelope within the major buoyant gas filled envelope so as to vary the volume of the buoyancy gas and thereby control elevation of the dirigible.
(3) The use of the mechanism or a variation thereof herein described as a "Power Train Vertical Coupling" so as to transmit mechanical power from a fixed motor or engine in a stationary position on a suspended axis to a rotative propulsion system on the same suspended axis.