EP1515886A1

EP1515886A1 - Lighter-than-air aircraft comprising several balloons linked by a chassis

Info

Publication number: EP1515886A1
Application number: EP03761650A
Authority: EP
Inventors: Christophe Loustaudaudine; Pascal Le Roux
Original assignee: Le Roux Pascal
Current assignee: LOUSTAUDAUDINE, CHRISTOPHE; MARCHEGAY, ANNE; Le Roux Pascal
Priority date: 2002-06-27
Filing date: 2003-06-26
Publication date: 2005-03-23
Also published as: IL165606A0; US20050230526A1; FR2841531B1; FR2841531A1; AU2003255693A1; WO2004002819A1

Abstract

The invention concerns the field of aeronautics. More precisely, the invention concerns a lighter-than-air aircraft. The invention is characterized in that the aircraft comprises two balloons (1) mutually linked by linking means forming a chassis (2).

Description

Lighter-than-air aircraft with multiple balloons connected by a chassis.

The invention relates to the field of aeronautics. More specifically, the invention relates to an aircraft lighter than air. In the field of the invention, there are essentially known two types of aircraft lighter than air: airships and hot air balloons.

The principle of airships is to use an envelope, generally rigid, filled with a gas lighter than air, a cabin for the transport of passengers and / or goods being stowed under the envelope, or in the vicinity of that -this.

Hot air balloons use flexible envelopes inflated with hot air through an opening provided for this purpose, a nacelle being guyed under the envelope.

The envelopes of these aircraft have very large dimensions which make them very difficult to maneuver. In addition, airships and hot air balloons present a considerable wind catch. This can therefore lead to navigation difficulties, or even an unacceptable level of insecurity, both for the people or goods transported and for people or installations on the ground, if the airship or the hot air balloon were to crash. These navigation difficulties are further accentuated by the very structure of airships and more particularly hot air balloons, whose envelope / nacelle (or cabin) arrangement can form a pendulum system, capable of causing pendulum movements which are difficult to control.

In addition, there is a major risk inherent in the principle of aircraft lighter than air: that of a tear or any other degradation of the envelope which would cause the leakage of gas lighter than the air contained in it. here, therefore the more or less rapid descent of the airship or the hot air balloon, with possibly dramatic consequences to deplore.

To limit this risk, it was proposed to fragment the envelopes. In this state of the art, the gas lighter than air is no longer contained in a single envelope, but in several balloons grouped in the same envelope. Thus, the loss of a balloon can be compensated by the presence of the other balloons by preserving the ability to fly from the airship or the hot air balloon. However, this solution does not solve the navigation and stability problems mentioned above.

We also note that the number of applications for airships and hot air balloons is relatively limited, mainly because of their lack of maneuverability. The invention particularly aims to overcome the drawbacks of the prior art.

More specifically, the invention aims to provide an aircraft lighter than air which is significantly easier to maneuver than the conventional solutions of the prior art. In this sense, the invention aims to provide such an aircraft which has a significantly reduced wind resistance compared to the traditional envelopes of airships and hot air balloons.

The invention also aims to provide such an aircraft which has good stability in all circumstances and which is thus safer. The invention also aims to provide such an aircraft which eliminates or at least considerably limits the risks of falling due to a puncture of a balloon.

These objectives, as well as others which will appear subsequently, are achieved thanks to the invention which relates to an aircraft lighter than air, characterized in that it comprises at least two balloons connected together by means of connection forming chassis.

The invention therefore proposes an approach which is fundamentally different from the traditional approach of conventional airships and balloons.

In fact, the aircraft according to the invention has two or more balloons on each side of a chassis, the balloons not being grouped within the same envelope as is the case in the prior art according to which fragmented envelopes are used.

In this way, the distribution of the balloons makes it possible to considerably reduce the wind resistance of the aircraft according to the invention, compared to an aircraft which would have a single envelope with a volume equal to the sum of the volumes of the different balloons of a aircraft according to the invention.

In addition, the balloons thus distributed make the aircraft very easy to maneuver.

In addition, the risk of falling due to the puncture of one of the balloons is eliminated, or at least reduced, thanks to the presence of the other balloons.

It is noted that the chassis may be formed from one or more independent parts.

According to a first approach, said connection means are coupled to said balloons by an electromagnetic type connection. A flexible connection is thus obtained between the balloons and the frame, avoiding the latter to be subjected to all the stresses that the balloons could make it undergo due to their jerky movements, possibly antagonistic.

According to a second approach, said connecting means are coupled to at least one of said balloons by a mechanical connection articulated at least around an axis substantially parallel to the longitudinal axis of said aircraft.

Such means allow, similarly to the first embodiment, to relieve the chassis by allowing relative movement between the balloons and the chassis.

In this case, said balloon (s) on one side of said connecting means are preferably connected to said balloon (s) on the other side of said connecting means by elastic means.

Such means make it possible to keep a general configuration of the aircraft substantially constant, at least when the flight conditions allow it, that is to say in the absence of gales likely to pivot one or more of the balloons in relation to the chassis. In addition, these elastic means form a kind of shock absorbers making it possible to reduce the impact of the pivoting of the balloons relative to the chassis.

According to an advantageous solution, said chassis comprises carrying means intended to support equipment and / or at least one person. In this case, according to a preferred solution, said carrier means are essentially part of the volume extending between said balloons.

In this way, the conventional pendulum structures of the prior art are avoided. Indeed, it is not at all necessary to provide a nacelle or a cabin placed under the balloons, which would be capable of causing or increasing pendulum movements which are difficult to control.

On the contrary, the payload is placed between the balloons.

This characteristic provides many advantages in practice, and in particular:

- the aircraft can land using its balloons as shock absorbers, or land, the balloons then acting as floats;

- the payload and / or the persons transported are protected laterally, the balloons acting as airbags;

- the general architecture allows a payload placed between the balloons to have a field of action above and below the aircraft; shooting means (cameras, photographic devices ...) will be able to operate efficiently by being directed as much towards the bottom of the aircraft as towards the top (which is not possible with airships or hot air balloons whose envelope obstructs shooting above the cabin or nacelle); the general architecture makes it possible to place propulsion means ideally at the center of gravity of the aircraft to optimize their performance. Preferably, said balloons and said connecting means form an essentially symmetrical assembly. The aircraft will thus have excellent aerodynamic qualities. According to a first embodiment, the aircraft comprises a balloon on either side of said connecting means.

According to a second embodiment, the aircraft comprises two balloons on either side of said connecting means. In this case, according to a first variant, said balloons extend in a substantially horizontal plane.

According to a second variant, said two balloons on the same side of said connecting means are placed one above the other.

Of course, other embodiments can be envisaged without departing from the scope of the invention, in particular by varying the number and the position between them of the balloons.

It is noted that the balloons may have variable shapes and dimensions adapted to the missions of the aircraft, and that they may, as required, be replaced between two missions, by different balloons, in shape and / or in dimensions.

Advantageously, the aircraft comprises means of propulsion and / or of controlling the stability of said aircraft.

The propulsion may be of the electric, thermal type, or may use these two types of energy, depending on the missions of the aircraft. In the case of thermal propulsion, the aircraft according to the invention makes it possible to place the fuel tanks near the engine or engines, around the center of gravity of the aircraft, which makes it possible to maintain an almost constant stability at as fuel is consumed.

According to an advantageous solution, said propulsion means comprise at least one first motor capable of producing a thrust along the longitudinal axis of said aircraft and placed at the center of gravity of said aircraft or in the vicinity thereof.

As indicated above, by thus positioning the propulsion means, the performance of the aircraft is optimized. Advantageously, the aircraft comprises means for controlling the pitch. In this case, said pitch control means preferably comprise at least two motors mounted substantially on the longitudinal axis of said aircraft, one in front of the center of gravity of said aircraft, the other behind the center of gravity of said aircraft.

Thus, by acting on the thrust differential between the two engines, one acts on the pitch of the aircraft in order to stabilize it.

Advantageously, the aircraft comprises means for controlling the roll. In this case, said roll control means preferably comprise at least two motors mounted on either side of the longitudinal axis of said aircraft, in a substantially horizontal plane.

According to a preferred solution, said roll control motors are mounted along an axis perpendicular to the longitudinal axis of said aircraft and passing through the center of gravity of said aircraft or in the vicinity thereof. In a similar way to the pitching means, by acting on the thrust differential between the two engines, one acts on the roll of the aircraft in order to stabilize the latter.

Advantageously, said stability control means are capable of acting on the altitude of said aircraft. Indeed, by acting appropriately on the pitch control and roll control motors, these can simultaneously produce thrust from the same horizontal plane and directed perpendicular to this plane in order to control the altitude of the aircraft.

According to an advantageous solution, said propulsion means also comprise means for laterally moving said aircraft.

In this case, said lateral displacement means preferably comprise at least two lateral motors, capable of producing opposite thrusts along a horizontal axis perpendicular to the longitudinal axis of said aircraft and passing through the center of gravity of said aircraft or in the vicinity thereof. this. In this way, the aircraft can be effectively moved in its own plane, and perpendicular to its longitudinal axis.

This characteristic therefore contributes to improving the maneuverability of the aircraft. According to an advantageous solution, the aircraft comprises directional means.

In this case, said directional means advantageously comprise at least one control surface, and preferably at least one left control surface and at least one right control surface mounted at the rear of said aircraft. Advantageously, the aircraft comprises at least one drift. In this case, the aircraft advantageously comprises at least one control surface mounted on said fin.

It will be noted that these control surfaces are essentially used when the aircraft is propelled, in particular in the phases of movement along the longitudinal axis of the aircraft.

Advantageously, said directional means comprise at least one orientation motor mounted so as to produce at least one thrust transverse to the longitudinal axis of said aircraft.

It should be noted that the engine may in this case be of the reactor type, thus making it possible to provide opposite thrusts along its direction of rotation.

According to a preferred solution, said directional means comprise at least two orientation motors and mounted relative to each other so as to produce thrusts in substantially opposite directions.

These orientation motors may be mounted in any suitable location on the chassis of the aircraft, being spaced from the center of gravity of the aircraft to optimize their action, for example by being mounted at the rear of the aircraft.

These directional means are essentially used when the aircraft is hovering, and may be used in addition to the control surfaces during the phases of movement along the longitudinal axis of the aircraft. Advantageously, the aircraft comprises remote control means, with or without wire.

In this way, the aircraft will be able to fulfill missions in environments dangerous for humans, the latter then piloting the aircraft while remaining at a distance from the aircraft intervention area.

Preferably, said balloons have a substantially cylindrical shape.

Such a configuration of the balloons gives good aerodynamic qualities. In addition, they make it possible to propose a chassis length having a large useful surface.

According to an advantageous solution, the aircraft comprises on-board means belonging to the following group:

- means of taking pictures; - means of communication and / or telecommunication;

- means of sound recording;

- means of acquiring meteorological data;

- means for measuring radiation;

- air analysis means; - means of geographic positioning;

- means of measuring the speed of objects on the ground and / or in the air and / or at sea.

These means, possibly combined, allow the aircraft to fulfill multiple and varied missions, such as in particular: - filming or broadcasting of a television event

(sports, events, ...);

- the promotion of a tourist site, a brand ...;

- interventions in the event of a nuclear accident (radiation mapping, relaying of communications for ground intervention robots); - analysis and sampling of ambient air in the event of atmospheric pollution at different altitudes and positions for the creation of a dynamic map (propagation) of the pollution;

- the telecommunications relay (HF, GSM, other systems); - listening and / or recording and / or retransmission of sounds coming from the ground (search for missing persons, ...) or from the aerial areas surrounding the aircraft;

- flying radar missions with extended stationary capabilities; - localized interference to communications with extended hover capabilities;

- the acquisition of meteorological information at different altitudes;

- starting fire detection by using thermal detection sensors (IR camera, temperature sensor, etc.); - visual surveillance;

- flood monitoring;

- maritime surveillance (degassing detection at sea, traffic management);

- pipeline surveillance; - surveillance of high-risk industrial or other sites;

- forest and agricultural region surveillance;

- motorway surveillance by integrating standard and / or IR cameras and laser-type speed control radar;

- the transport of goods with loading and unloading facilities linked to the shape of the aircraft;

- obstacle tracking from distance sensors (above, below, left or right) for monitoring civil engineering structures or historic sites; - precise positioning from a distance sensor to reposition itself in the same place and carry out, at a precise and known point, information measurements that can change over time.

Other characteristics and advantages of the invention will appear more clearly on reading the following description of several alternative embodiments of the invention given by way of illustrative and nonlimiting example, and of the appended drawings among which:

- Figures 1 and 2 are respectively top and front views of an aircraft according to the invention; - Figures 3a, 3b and 3c are respectively front, top and side views of an aircraft according to the invention comprising two balloons;

- Figures 4a, 4b and 4c are respectively front, top and side views of an alternative embodiment of the invention according to which the aircraft comprises four balloons extending in a substantially horizontal plane;

- Figures 5a, 5b and 5c are respectively front, top and side views of a second alternative embodiment of the invention according to which the aircraft comprises four balloons arranged in pairs one above the other. 'other.

With reference to FIGS. 1 and 2, an aircraft lighter than air according to the present embodiment of the invention comprises two balloons 1 of cylindrical shape and connected together by a chassis 2.

The chassis 2 comprises a frame 21 having longitudinal members 22 connected by stiffening crosspieces 23, a central cylinder 24 intended to receive and / or support equipment being mounted on the frame 21 of the chassis 2.

Each of the balloons 1 is pivotally mounted on the chassis around an axis corresponding approximately to that of the side members 22. It should be noted that, according to another possible embodiment, the flexible assembly allowing the balloons to pivot relative to the chassis could be obtained by an electromagnetic type connection.

Elastic bands 11 connect the balloons 1, thus forming means for absorbing any pivoting movements of the balloons 1 relative to the chassis 2.

Attitude control (pitch and roll) as well as altitude control are provided by a set of four motors 31, 32, 33, 34 positioned substantially in the same horizontal plane and intended to produce forces roughly perpendicular to this plane, as illustrated by the arrows FI to

F4 (for roll) in Figure 2.

Pitch control is provided by the motors 31 and 32, arranged on the longitudinal axis of the aircraft, respectively in front and rear of the aircraft center of gravity. A thrust differential on the motors 31 and 32 makes it possible to act on the pitching of the aircraft, while thrusts of identical forces and directions make it possible to raise or lower the aircraft.

The control of the roll is ensured in a similar way, this time using the motors 34 and 35, mounted in a substantially horizontal plane, on either side of the longitudinal axis of the aircraft. More specifically, the motors 34 and 35 are mounted along an axis perpendicular to the longitudinal axis of the aircraft and passing approximately through the center of gravity of the latter.

Control of the position of the aircraft in the horizontal plane is provided by a set of two propulsion systems positioned substantially in the same horizontal plane and produce forces parallel to this plane.

A first of these two propulsion systems comprises the motors 35 intended to produce a force parallel to the natural axis of movement of the aircraft. Thus, a backward thrust produced by the engines 35 advances the aircraft; conversely, a forward thrust of these engines causes the aircraft to reverse. The second of the propulsion systems ensuring the control of the position of the aircraft in the horizontal plane consists of the motors 36 and 37, capable of exerting thrusts respectively illustrated by the arrows F5 and F6. Thus, a push to the right (arrow F5) produced by the engine 36 causes a displacement of the aircraft to the left, while a push to the left (arrow F6) produced by the engine 37 causes a displacement of the aircraft to the right.

Of course, the motors are connected to a control system making it possible to combine all of the movements induced by the thrust of the motors 31, 32, 33, 34, 35, 36 and 37 or by the thrust of only some of them .

The control of the orientation of the aircraft in the horizontal plane is provided by the motors 38 and 39. According to another embodiment, the control of the orientation of the aircraft can also be provided by a single engine, by electrical example, mounted in such a way as to produce alternately opposite thrusts.

Using the engine 38, a push to the right (arrow F7) turns the aircraft to the right, while a push to the left (arrow F8) produced by the engine 39 turns the aircraft to the left.

In addition to the propulsion systems which have just been described, the aircraft is equipped, according to the present embodiment, with a left control surface 41 and a right control surface 42.

When these control surfaces 41 and 42 are inclined identically, they allow the aircraft to go up or down, while they allow the aircraft to rotate when they have substantially opposite inclinations.

The aircraft is also equipped with a vertical fin consisting of a high fin 51 and a low fin 52 (FIG. 2), each carrying a control surface (the control surface 511 carried by the drift 51 appearing in FIG. 1) . Figures 3a, 3b and 3c provide schematic views, respectively from above and in profile of a first embodiment according to which the aircraft comprises two balloons 1 interconnected by connecting means 2, forming an assembly symmetrical. FIGS. 4a, 4b and 4c provide schematic views, respectively from above and in profile, of a second embodiment according to which the aircraft comprises four balloons 1, distributed in pairs on either side of the means of connection 2, two of the balloons 1 being interconnected by connection means 2. According to this embodiment, the four balloons 1 extend in a substantially horizontal plane.

FIGS. 5a, 5b and 5c provide schematic views, respectively from above and from the side, of a variant of the second embodiment according to which the aircraft comprises four balloons 1, distributed in pairs on either side of the connecting means 2 by being placed one above the other. It is noted that whatever the embodiment, the aircraft is designed so that:

- The means which compose it form a substantially symmetrical assembly;

- The connecting means 2 on which are mounted the central cylinder 24 intended to accommodate and / or support equipment (and possibly any other means making it possible to accommodate one or more passengers) are essentially part of the volume extending between the balloons 1. According to a first approach, the chassis 2 and / or the central cylinder 24 is designed to accommodate a pilot.

According to a second approach, the aircraft according to the invention is controlled by means of ground control by an operator or autonomously: ground control by an operator is carried out by means of a system communication, wired or wireless, while autonomous piloting allows the aircraft to automatically perform maneuvers by executing downloaded plans, via wired or wireless communication systems.

It should also be noted that the aircraft can take on different means, secured to the chassis 2 and / or to the central cylinder 24 by any appropriate means, allowing it to perform multiple and varied missions, these means being able to consist in particular of:

- means of shooting;

- sound recording means;

- means of acquiring meteorological data; - means for measuring radiation;

- air analysis means;

- means of geographic positioning;

means for measuring the speed of objects on the ground and / or in the air and / or at sea.

Claims

1. Aircraft lighter than air, characterized in that it comprises at least two balloons (1) interconnected by connection means forming a chassis (2).

2. Aircraft according to claim 1, characterized in that said connecting means (2) are coupled to said balloons (1) by an electromagnetic type connection.

3. Aircraft according to claim 1, characterized in that said connecting means (2) are coupled to at least one of said balloons (1) by a mechanical connection articulated at least around an axis (22) substantially parallel to the longitudinal axis of said aircraft.

4. Aircraft according to any one of claims 1 to 3, characterized in that said balloon (s) (1) on one side of said connecting means (2) are connected to said balloon (s) (1) on the other side said connecting means (2) by elastic means (11).

5. Aircraft according to any one of claims 1 to 4, characterized in that said chassis (2) comprises carrier means (24) intended to support equipment and / or at least one person.

6. Aircraft according to claim 5, characterized in that said carrier means (24) are essentially part of the volume extending between said balloons (1).

7. Aircraft according to any one of claims 1 to 6, characterized in that said balloons (1) and said connecting means (2) form an essentially symmetrical assembly.

8. Aircraft according to any one of claims 1 to 7, characterized in that it comprises a balloon (1) on either side of said connecting means (2).

9. Aircraft according to any one of claims 1 to 7, characterized in that it comprises two balloons (1) on either side of said connecting means (2).

10. Aircraft according to claim 9, characterized in that said balloons (1) extend in a substantially horizontal plane.

11. Aircraft according to claim 9, characterized in that said two balloons (l) on the same side of said connecting means (2) are placed one above the other.

12. Aircraft according to any one of claims 1 to 11, characterized in that it comprises means of propulsion and / or control of the stability of said aircraft.

13. Aircraft according to claim 12, characterized in that said propulsion means comprise at least a first engine (35) capable of producing a thrust along the longitudinal axis of said aircraft and placed at the center of gravity of said aircraft or in the vicinity of that -this.

14. Aircraft according to claim 12 or according to claim 13, characterized in that it comprises means for controlling the pitch.

15. Aircraft according to claim 14, characterized in that said pitch control means comprise at least two motors (31), (32) mounted substantially on the longitudinal axis of said aircraft, one in front of the center of gravity of said aircraft, the other behind the center of gravity of said aircraft.

16. Aircraft according to any one of claims 11 to 15, characterized in that it comprises means for controlling the roll.

17. Aircraft according to claim 16, characterized in that said roll control means comprise at least two motors (33), (34) mounted on either side of the longitudinal axis of said aircraft, in a substantially horizontal plane .

18. Aircraft according to claims 16 and 17, characterized in that said roll control motors (33), (34) are mounted along an axis perpendicular to the longitudinal axis of said aircraft and passing through the center of gravity of said aircraft or in the vicinity of it.

19. An aircraft according to any one of claims 11 to 18, characterized in that said stability control means (31), (32), (33), (34) are capable of acting on the altitude of said aircraft.

20. Aircraft according to any one of claims 11 to 19, characterized in that said propulsion means also comprise means for laterally moving said aircraft.

21. Aircraft according to claim 20, characterized in that said lateral displacement means comprise at least two lateral motors (36), (37) capable of producing opposite thrusts along a horizontal axis perpendicular to the longitudinal axis of said aircraft and passing through or near the center of gravity of said aircraft.

22. Aircraft according to any one of claims 1 to 21, characterized in that it comprises directional means.

23. Aircraft according to claim 22, characterized in that said directional means comprise at least one control surface.

24. Aircraft according to claim 23, characterized in that it comprises at least one left control surface (41) and at least one right control surface (42) mounted at the rear of said aircraft.

25. Aircraft according to any one of claims 1 to 24, characterized in that it comprises at least one fin (51), (52).

26. Aircraft according to claims 22 and 25, characterized in that it comprises at least one control surface (511) mounted on said fin.

27. Aircraft according to any one of claims 22 to 26, characterized in that said directional means comprise at least one orientation motor mounted so as to produce at least one thrust transverse to the longitudinal axis of said aircraft.

28. Aircraft according to claim 27, characterized in that said directional means comprise at least two orientation motors (38), (39) and mounted relative to each other so as to produce thrusts in directions substantially opposite.

29. Aircraft according to any one of claims 1 to 28, characterized in that it comprises remote control means, with or without wire.

30. Aircraft according to any one of claims 1 to 29, characterized in that said balloons (1) have a substantially cylindrical shape.

31. Aircraft according to any one of claims 1 to 30, characterized in that it comprises on-board means belonging to the following group:

- means of taking pictures;

- means of communication and / or telecommunication;

- means of sound recording; - means of acquiring meteorological data;

- means for measuring radiation;

- air analysis means;

- means of geographic positioning;