FR3017366A3 - AEROSTAT WING A PARTICULATE SENSOR OF MATERIALS ABOVE MEGALOPOLS BY DISPERSION-RECOVERY OF MASSES OF WATER DROPLETS AND BEEES AND METHODS - Google Patents

Abstract

The invention relates to a helium airship (101), heavier than air, with an internal frame, a sensor of particles of matter over megalopolises under favorable conditions for the lamination of said particles, by dispersions and repossession of droplets, microdroplets. and continuously recyclable water slides, through the use of a plurality of side propellers (220), and / or air and water thrusters (221) to the sidewall-oriented blasts apparatus, its ridge (130), the extrados of its lower wings (120) and its rear gutter (140), discharging said water to multiple interconnected inner tanks and provided with means of decantation / filtration; the said low and longitudinal wings producing lift giving the aerostat the ability to be heavier than air.

Description

Classification USA: 55/356, 244/30, 52/244, 30/735, 244/125 International Classification: B 64 B 1/00 B 08 B 15/00.

Patents Cited: Origin: Number Name Date USA Patent Number: 4936198 De Mendosa Without June 26, 1990. USA Patent Number: 5938526 From Mendoza Sans August 17, 1999. USA Patent Number: 5147249 Bartolomew et al, September 15, 1992.

France INPI FR 2947521 Dorian Epsztein 01 July 2009. References: - Cass et al report shows that 43% of ultrafine particles come from vehicle combustion engines, 32% from stationary sources and 10% from other sources . - The air of Delhi is particularly dangerous during the winter. "At this season, there is no wind to chase the fine particles that are concentrated under the effect of low temperatures," says Anumita Roychowdhury, the executive director of the Center for Science and the Environment (CSE). Since the beginning of the year, PM 25 fine particle concentrations, particularly harmful, are up to 25 times higher than the limit recommended by the World Health Organization. - Beyrich F. 1997, "Mixing height estimation from sodar data." - A Critical Discussion, Atmos., Environ., 31, 3941-3953 - R. Shenhav and M. Graber 1988, "The Spatial and Temporal Behavior of the Atmospheric Mixture". Irsael. J. App / Meteor., Pp. 1382-1394. - Every year, more than forty thousand people die prematurely in the United States, attributed to exposure to particulate matter in airborne suspension. (Kaiser and All, 2005). - BBC News of 9 January 2007: "It is estimated that air pollution is responsible for the deaths of nearly ten thousand people in Tehran over a period of one year, including 3600 people in one month, according to officials Iranians. Most deaths are due to these heart attacks and respiratory diseases due to smog. While 9900 people died during the previous Iranian year (March 2005 to March 2006). "It's a very serious and serious crisis, a collective suicide," said Tehran Clean Air Committee director Mohammed Hadi Heydarzadeh, told an Iranian newspaper, "a real revolution is needed to solve the problem. ".

FIELD OF THE INVENTION The present invention relates to apparatus or dirigibles having the ability to capture particles of matter, PM; which assemble in states or layers above megalopolises during periods of anticyclonic, barometric swamps and episodes of thermal inversion by the use of sprays of water or liquids in the periphery and on the outer envelope of said aerostat, the recovery of said liquids and their recirculation. The problem to be solved: The different pollutant particles resulting from human activities are sufficiently light to remain in suspension in the atmosphere for long periods, for thermal, physical and electrochemical reasons. During anticyclonic periods or during barometric inversions at altitude, or for topographical reasons around cities surrounded by mountains or simply by hills, the PMs remain stagnant and do not escape from urban areas by winds, including including the weak winds that still exist in medium or high altitudes. As a result, PM concentrations increase day by day until the weather changes. But a weather change can take one or two weeks to happen, in any season; as is the case in Tehran, Paris, Mexico City, Beijing, Shanghai, Montreal, Cairo and many others. In addition, numerous studies and measurements by the EPA Air Agency have shown that during any of the weather conditions mentioned above, the concentration of PM increases in a single day over Pennsylvania's industrial cities. California's residential areas or megalopolises in the Great Lakes Area (Ohio) around Lake Erie; and the problem is not of less importance 10 concerning European cities. The different types of pollutants in the air trigger respiratory diseases to tens of thousands of people in each city, and sometimes thousands of deaths, which deaths may or may not be counted as direct victims of pollution, especially regarding the elderly. However, cities suffering from the kind of problem we are concerned about continue to produce particles of pollutants of all kinds whatever the efforts of town halls, the improved systems for filtering car exhausts, the filters of the cabins of these cars, the filters of the factories producing PM, those of the buildings comprising a collective conditioned air system, the different kinds of heating systems, etc. But there is a technological limit, a financial cost and an energy cost to these achievements, and the future of these megacities is to produce even more PM for these cities, while the current level is already not more acceptable, and that the price is counted in human lives, in lost work days, in 25 diseases or in health costs if a technological solution to this problem exists. The problem posed by PM in atmospheric suspension is reinforced by three effects that add up: / The smaller a particle is, the longer it stays in atmospheric suspension and the more it is harmful for the health of the lungs, heart and arteries, as well as other less strategic organs, since its probability of being sucked up is increased accordingly. Among other things, it has been amply proven that asthma attacks are often triggered by a very short exposure to particulate matter. 2 / Particles of larger material, 10 microns for example, are less dangerous, because they do not penetrate the most intimate parts of our organs, however the particles of 2.5 microns and the smaller ones, such as those of 0.1 micron are dangerous because they penetrate the pulmonary alveoli and produce damage, and for some of them, in few hours of exposure. 3 / While PM with an approximate size of 0.1 micron reaches all our organs, since they penetrate our pulmonary barriers, particles such as cigarette smoke, they are so fine that existing filters can not capture them, or at least do it effectively. During the deceleration of atmospheric thermal convection even before the end of the solar day, air layers and PMs begin to assemble at different levels to form relatively stable strata, often very well defined and visible even before bedtime. of the sun, although their density is very close to that of the layers of the air which are above or below. This phenomenon is easily discernible, even for a poorly trained eye. These observations are even easier to resolve in the morning, especially if the observer is at an altitude similar to the stratified layers 25 and a few kilometers from them. The usual elevation of so-called PM strata is generally between 200 and 500 meters above ground, depending on the composition of the PM and other factors. Smoke from burning trees, or from oil fires or other technological accidents can stratify at much higher or lower altitudes depending on their nature, but all are within the spectrum of the present invention. As soon as the sun warms the ground, usually around mid-morning, the 5 strata of PM break up and resume their vertical convection with the health consequences mentioned above. The solution provided by the present invention consists in eliminating said layers by simultaneously mixing said PM with micro droplets and the droplets dispersed by the thrusts of the propellers while embedding them on the outer surfaces of the aerostat, which surfaces are Permanently flooded with thin film of water or liquids, and recover the said liquids in a loop operation. The aerostat must have the means to climb to their altitude, to be able to remain there all the time necessary or useful, often twelve to fifteen hours, to move at will horizontally and vertically at night and in the morning, and to do so as long as the weather conditions have not changed, and to have the means to capture the so-called PM. The technology of lighter-than-air aerostats has been solved many generations ago before being almost entirely abandoned for reasons of safety, beyond the local tourist or advertising uses during favorable weather conditions, or in order to try to break records with no other goal than to beat the previous record, or for goal of walk. The accident and the ensuing fire of the Lakehurst Hindenburg in the USA is still present in the memory of all the aeronauts. The aircraft was broken by a cumulonimbus squall just before landing. This accident put an end to the era of travel balloons, for good reason, because an aerostat can not be measured against cumulonimbus forces.

Keep in mind that the said aerostat was designed to cross the North Atlantic, and at 130 km / h speed at a time when it was still an adventure. But an aerostat must no more be measured against a cumulonimbus than an airliner; the air disasters of the latter being sufficiently well documented. However such a catastrophe can not occur to our invention, which, by definition, takes off only during episodes of stable air or very light wind or barometric swamp, so without risk of the presence of a cumulonimbus or lightning . In addition, lightning does not pose a hazard because helium is an inert gas: the aerostat of the Lakehurst disaster used hydrogen. Aerostats are structurally safe since they have a practically zero structural fracture rate. The internal pressure of the inner helium envelopes is about 2% higher than the ambient atmospheric pressure, a pressure which in addition protects the aerostat very effectively against a terrorist attack by firearms or missiles. This was perfectly demonstrated in the United Kingdom by the UK Defense Evaluation and Research Agency (DERA) on a Skyship 600. The aerostat suffered several hundred high velocity calibres shot through its hull and remained maneuverable for two more hours. hours later. An additional reason for choosing an aerostat for the present invention is that they can be of virtually any size, since they are in aerodynamic balance with their environment. State of the Prior Art: Two patents have been granted, both to the same inventor: Mr. de Mendoza Sans, in the USA, under the numbers 4936198 and 5938526, both entitled "Urban Air Pollution Drainage Device", which propose , each a terrestrial solution to the problem of stratus particles of suspended matter as follows: The first in its claim number 1 states: "A system to reduce air pollution, the said system comprising a tower of at least five two hundred meters high above the ground, the said tower having an air vent at least two hundred meters high and an air outlet at more than thirty meters above the ground, and a line between the air inlet and outlet having an area of at least 25 square meters ... An air propulsion system forces clean air down through the pipe, the tower being able to offices or dwellings around of the said conduct. Such a proposal does not call for any special comment on our part beyond the fact that during the weather conditions conducive to the formation of the most frequent PM layers, such an invention would generally be counterproductive. The second patent, number 5938526 in its claim 1 offers to provide: "A tower having a height greater than 100 meters above the ground, fixed or mobile tower, comprising at least one air thruster, said propeller having means of vertical translation along the tower, or the tower having telescopic means. The specific idea of this patent is: "to try to drain pollution stratus horizontally at the altitude where they are located and to eject them upwards above the level of thermal inversion. This is achievable by using rapid air currents from propellers or reactors, directly from pollution clouds, with the possibility of multiplying the number of rotors around said tower to obtain a secondary vortex. increasing the efficiency of the flow. This patent includes practical impossibilities and theories leading to dead ends, calculation errors of an impressive magnitude, all deserving of the following comments: 1 / The concentrations of particles of matter are usually between 5,100. and 500 meters above the ground. 2 / Pollution strata can not be drained more than five or six times their thickness, since the stratification of the air mass - comprising or not including particles of matter is a physical phenomenon with a very low gravity, and it does not have a "sticking" or chemical bonding capability, and is negligible in electricity. 3 / Some layers of PM are less than 10 meters thick. 4 / The patent continues: "A single tower with a drainage capacity of 50000 M2 / h (fifty thousand) and working eight hours a day is capable of permanently evacuating the total contamination produced by an urban area of 150 square kilometers (the Barcelona area) in three hours. 4 / A calculator error had to occur: 50000 M3 X 3H = 150000 M3, which represents only three floors of what was one of the towers of WTC. Spread this volume over the 150 square kilometers of Barcelona, 150000000 divided by 150000 M3 = a thickness of exactly one millimeter of air. 20 And how could such a system suck a layer of air, even stratified and of a thickness such as 30 or even 50 meters over distances of 5 and 7 kilometers in all directions? 5 / And if several strata of PM exist, which is often the case for a city with a port, the chemical dusts of different products, 25 trucks, cars and mopeds, coal heaters, barbecues, one or two central oil or coal thermal, an international airport and very fine particulate matter from tens of millions of cigarettes smoked every day? Finally, this patent proposes to "provide a tower 100 meters high or more capable of being mobile". NASA knows how to move such tours, but on special devices, and only because they are obliged to do it, and rarely, and always on the same 5 circuits built for this purpose, and always for very expensive, and very slowly , and never at the last moment. The patent 5938526 is not able to solve the problem unless you multiply the number of turns by 20 and their height by three or four, with all the problems that this implies: financial, security, aesthetic techniques, 10 d available space. Several land-based machines, often with wheels, claim to be able to capture particles of matter in suspension by electric attraction or by filters, and this from the ground. However, the concentrations of PM concerned are low compared to those of the strata of the same, unless working within a cloud of accidental origin, natural fires, or terrorist acts. The patent Bartomew et al, USA patent number 5147429 is an aerostat called MAACS registered April 9, 1990 and granted September 15, 1992, it is an aerostat which claims, in its summary, to have the following capacity: 20 "The aerostatics station presents an airship that carries or shoulder gigantic external collectors mounted on it and an expanded volume including inside the latter a plurality of cleaning systems. The collectors channel the polluted ambient air to an internal chamber which contacts the air cleaning apparatus in communication with said collector. The patent claims to be able to: "clean the entire volume of air over a city ... by a multiplicity of mechanical, electrical and chemical means installed inside the balloon". It is interesting to note a major theoretical difference with the present design and architecture: "Thus one of the other necessities is that such a cleaning platform should be able to remain in flight for extended periods of time, preferably day and night. ". Nowhere in the text of the said patent is it suggested to concentrate the work on the PM strata that form at the end of the thermal convection. The text supports the idea that the aerostat or a plurality of the same is able to clean hundreds if not thousands of cubic kilometers of air above a large city without taking into account that every cubic kilometer of air, and whatever its PM concentration weighs more than 1.2 million tonnes ... Moreover, Bartolomew et al propose: "The airship preferably comprises an outer envelope having solar energy collectors". But PM and some other pollutants concentrate only at night or when there is little or no sun, or early morning ... The balloon of the Bartolomew et al patent is a lighter airship than the air, including with "gigantic external collectors" and its "gigantic exhaust systems", the latter for propulsion purposes, and a multiplicity of airborne instruments. "The air cleaning systems comprise a plurality of types of pollution cleaners machines, such as mechanical particle collectors, dispersion chambers, filtering machines, absorption machines" ... and many other machines including anti fog. In addition, at the end of the cycle, the patent claims that the exhaust is still powerful enough to provide thrust to the balloon.

This represents many systems and subsystems. They are expensive and heavy, but they must be made with light components: which implies additional disadvantages. Some of the work must be done in cyclone chambers, and all work must be done inside the vessel, which must be able to absorb "gigantic" volumes of air. There is no suggestion, or reference, direct or indirect, when to a possible use of the outer body as a simple or unique way of getting rid of airborne PM. Similarly, there does not seem to be any specific interest in targeting MPs when they are assembled into strata, giving them a concentration ten times greater than the vertical atmospheric section, or even thirty times greater, a phenomenon. which lasts up to twelve hours a day in good weather, subject and subject of this publication. Thus the fundamental difference between the Bartolomew et al patent and this publication is that the latter does not have gigantic extensible ears and exhausts; that the vessel captures PM using only water or liquids, which may contain salt or other anti-freeze products when necessary, or means to ionize said liquids to attract PM's. suspension and multiple means of dispersing said liquid. While its architecture and to capture the so-called PM, our ship did not need to be lighter than the air, on the contrary, which allows to have a vessel of smaller size and volume with all the technical, structural, architectural and financial advantages that implies. Finally, another last advantage of importance is that the invention of the present publication provides a means of draining large volumes of air on the side of the aerostat, which is not the case with the Bartolomew patent et al. . - 12 The Bartolomew patent is at the end of its life, and no work is being done that seems to have begun, possibly even at the level of the design tables. The author of this publication is aware of a patent filing which is under examination number 09 03259 at INPI Paris, whose summary proposes: "... an airship dirigible stratus ejector pollution particles of urban origin over megalopolises and methods of use. The apparatus comprises a stiffened and reinforced internal and external structure, and the invention is essentially characterized in that it comprises two jet engines with twin suction mouth and in opposition, and with vertical air inlet, and with vertical or near-vertical discharge nozzle, for the purpose of draining and ejecting at an altitude where the atmospheric flow is flowing, particles of matter which assemble in stratus after twilight over cities in the absence of surface winds for meteorological or geological reasons. The reactors are centered laterally and symmetrically with the aerostat, and their negative thrust is compensated by at least four propeller engines also used for displacements. The aerostat also has at least two motors with vertical propellers of independent azimuthal rotation. It would not be fair for the author here to criticize or praise the aerostat ejector of particulate matter, since its inventor happens to be his son, Dorian K. Epsztein; other than to say that this invention is another solution and perhaps the only other possible solution to the removal of PM over megacities. Moreover, many paragraphs of the two inventions, concerning only the non-descriptive parts of the said inventions, are the same, to the letter and with the agreement of both parties. The differences between the two applications are the means employed: vertical ejection by reactors against lateral capture, adhesion, drowning and storage, recycling, and this with the different inherent specificities and the methods of use which they imply. Thus, the purpose of this publication is to propose another solution capable of solving the problem of the accumulation of atmospheric pollution over megalopolises in conditions of zero or low wind, barometric swamps or thermal inversion. , by proposing an aerostat comprising means and methods expressly designed to capture the particles of materials in layers in the least expensive manner, with the easiest piloting technique and the highest reliability, and to do so when the say 10 MPs accumulate in strata as soon as they do and as long as the phenomenon lasts. Brief Description of the Invention: The present invention is an aerostat heavier than air comprising a rigid structure, an outer shell and inner envelopes containing helium. The aerostat is longitudinal, its body has the shape of a cylinder, or a cigar. In the essential embodiment, it comprises at least one longitudinal wing on each of its edges. The said wings run along almost the entire body of the balloon, and have the distinction of being at least four times as long as their average width. The extrados of said wings have a downward slope towards the body of the apparatus, and a downward slope towards the rear part of the apparatus. In another embodiment, the aerostat comprises two pairs of wings on each edge, running parallel to or almost parallel to each other, and separated by a distance of at least ten meters in the vertical axis. . The central vertical portion of the aerostat includes a ridge in the longitudinal axis. The crest runs along the body of the balloon. In the preferred embodiment, said ridge is double and symmetrical, on either side of the longitudinal axis, and each of its parts is curved upward first, then laterally and reaching beyond the horizontal plane of a few degrees.

The rear part of the body of the aerostat, around its cylindrical shape or the like comprises an open gutter, said open portion of which faces the front part of the aerostat. This arrangement certainly slows down the movement of the balloon and reduces its aerodynamic qualities, but the speed of the balloon is not part of qualities required, on the contrary.

Towards the front of the aircraft, a pair of submarine-like fins are positioned to counterbalance an unwanted pitch effect or to assist in the take-off maneuver. One of the functions of the aforementioned wings is to collect water masses that are scattered by means of differences along the body of the balloon, and another of its functions is to provide a vertical thrust during certain maneuvers, such as as the takeoff of a very short pitch. The aerostat has at least one rear engine, preferably with a propeller having a variable pitch. The engine may include a turbocharger for work at higher altitudes. The rear part of the aerostat comprises a horizontal stabilizer usual to aerostats, but whose fins are larger in size than the Zeppelins of yesteryear. The present invention has the dual capability: that of being used at full load such as a balloon lighter than air, as well as a heavier air balloon. This advantage is conferred by its longitudinal wings whose primary function is to collect water or liquid dispersed all around the outer shell. Beyond these two advantages, a third is that of giving the aerostat the ability to withstand stronger winds better when parked, without the need to provide a hangar or leak routes for windy episodes of medium importance. A plurality of propeller engines and / or air blowers mixing and propelling water under pressure are installed on either side of the body of the aerostat, such as three or six on each side. In the preferred embodiment, the propeller or blower motors are positioned at different heights either on the sides of the apparatus, or above its wings, or in both cases. Some of these propellers or thrusters may assist in take-off operations for a heavier-than-air apparatus or when the runway is short, or for an aquatic take-off, with respect to the hybrid aerostat, ground / sea version. . In one embodiment, the air blowers or blowers have a diameter as large as is convenient to do so, said diameter being always favored in comparison with its rotational speed. All propeller engines are positioned symmetrically on either side of the body of the aerostat. The said engines with propellers or air blowers can have a rotation capacity, or be fixed. Solid beams interlock each of the motors with the structure of the balloon. The optimum lateral distance between the propellers and the body of each of their engines is as great as the technique allows for the antivibration properties. Just as blowers mounted on the upper surface of the wings, are sometimes as high above the wings as the technique allows. In the preferred embodiment, the propellers and blowers have a convex opening angle of a few degrees, or better. In the preferred embodiment, the rows of the propellers or the high air thrusters are directed towards the body of the apparatus with in addition an upward thrust angle of about ten degrees or more. In the fixed propeller mode, the ranks of the low air propellers or propellers are oriented towards the body of the apparatus with a downward thrust component. In the same fixed embodiment, all thrusts of the propellers are oriented towards the rear of the aerostat with an angle which varies according to the pair of propellers concerned, but for the primary purpose of rolling up as much air volume. as possible on the aerostat envelope. Concretely, the general orientation of the propellers and thrusters is characterized by the fact that at least 90% of the air they propel reaches the outer parts of the aerostat, such as on its longitudinal lateral parts. first, then above, towards its crest, or on the extrados of its wings, likewise finally, only on the internal parts of its rear gutter. In the preferred embodiment, the aerostat has a plurality of water tanks and other liquids, including pump means for transferring or transferring said liquids (referred to as waters from this point) of any tank to any other tank. The outer portions of the balloon have different systems for spraying or spraying the water of said tanks. A system includes rows of sprayers on the upper portions of the aerostat to irrigate the outer surfaces of the aerostat with continuous film. Another spray system comprises rows of atomizers arranged vertically and separated by a dozen meters each and which vaporize their waters in strips laterally and in any direction, rearwardly, forwards , with and without elevation angle, but always oriented towards the surfaces of the aerostat. Still another system disperses droplets or micro-drops by pluralities of nozzles, with each group of said nozzles organized around and preferably in the flow of the propellers. The so-called sprinklers are similar to those used in modern shower systems, characterized in that the opening diameters of the jets are reduced and their constituent materials are very resistant. Still another system for spraying masses of micro droplets is steam compressors, said systems being arranged around the propellers and in front of them. Still another system includes air and water blowers on the model of artificial snow cannons. The aerostat includes a plurality of pumps and compressors and annexes for spraying and for collecting and recycling water in any of its tanks. Each of said reservoirs has several levels of filters, and said filters are arranged on a slope. In addition each of said reservoirs have in its lower part, a flared entrance and face, a retarder and orientation of incoming flows. The aerostat includes fuel tanks in quantities, volumes and provisions relating to the checks and corrections of the center of gravity necessary to operate all the engines during an uninterrupted flight time of about fifteen hours, plus statutory reserve reserve. In another embodiment, the aerostat has mixed means, terrestrial and aquatic, in this configuration, a large part of the water tanks are arranged in the floats. In another embodiment, all the compressors, pumps, filters and nozzles can use seawater. At least one of the water tanks is located at the rear of the balloon. The aerostat has ballast water tanks, such as two tanks aft and two front, and said ballasts are provided with the pumps necessary for their operation, and may further serve the same purposes as the tanks for collecting particulates. material, for the purpose of optimizing the payload. All the tanks of the present invention comprise means of release of their contents, by command from the cockpit, and this in order to also serve in fight against fire or atmospheric cleaning following technological accidents and other disasters for which a dispersions of liquids in atmosphere is useful. The body of the balloon can be made of a variety of materials, such as aluminum, titanium, or composite materials.

The outer layer of the aerostat can be smooth on one part and rougher on others, especially towards the rear.The apparatus of the present invention can equally well clean by the same means described above, all or part of the atmosphere of a city that has been attacked by an NBC attack or industrial accidents or fires covering a town 20 following forest fires.The survival equipment mentioned above is permanently on board, since an attack or an accident may occur when the aircraft is in flight for its main mission.If a terrorist attack was to take place in a megalopolis, logic would dictate that it take place during the anticyclonic conditions. (The attack on Sarin in Tokyo metro was due to the fact that the air is confined therein which ensures a more devastating action The invention will now be described in connection with certain preferred embodiments, with reference to the illustrative drawings. fs so that it can be more fully understood. Referring now to the figures in detail, emphasis is placed on the fact that the details shown are exemplary and for the purpose of illustrative discussion of the preferred embodiments only, and are presented below. in order to provide what appears to be the most useful and easy-to-understand description of the principles and conceptual aspects of the invention. In view of this, no attempt is made to show structural details of the invention in more detail than is necessary for a basic understanding of the invention; the description placed in parallel with the drawings making it clear to those skilled in the art concerned how the different forms of the invention can be made in practice. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1/6 shows a longitudinal view of the aerostat with a lateral arrangement of the propellers. Figure 2/6 shows a front and sectional view of the inner and outer portions of the aerostat with a sketch of the devices positioned within the aerostat. FIG. 3/6 shows a longitudinal view with an uncontrolled disposition of the various tanks of liquids, fuels, reserve tanks, compressors and pumps. FIG. 4/6 shows an internal longitudinal view over the interior fittings in a more demonstrative manner with respect to the center of gravity centers in the longitudinal and lateral axis, as well as the architectural structures of the aerostat and the airfoil envelopes. 'helium. Figure 5/6 shows an internal and vertical view of the internal devices of a water tank or dispersion liquid. Fig. 6/6 shows a front view of an aerostat having a terrestrial and aquatic hybrid system. Study of the average concentration of particles of matter in any stratus: 1 / considering a beautiful winter day, without wind, and 100 PM / M3 of particles of 10g and 100 PM / M3 of 2.5g and a thermal convection going up to 2000 meters above ground level. Once stratification is in place, PMs accumulate in stratus less than 100 meters thick, providing a concentration of 2000 PM / M3, or more. 2 / Taking into account a hot summer day, during a period of barometric swamp or thermal inversion, the thermal convection can reach 3000 meters above ground level, and the concentration of PM at night in a stratus of PM can go up to 10000 PM / M3. 3 / Observations of PM stratus from a distance of a few kilometers and in the line of sight of said stratus, or a few degrees of their axes, corroborate the concentrations described above. There are good reasons to capture the so-called PMs in their threatening niches, since the next morning they will descend among the populations with all the diseases and morbidities they will trigger, often very quickly. Note: the above data do not attempt to suggest that what is generally called "smog" follows the same stratification phenomena at the same time, if that is the case at all; and the same applies to 25 high altitude smog phenomena, such as those polluting southern and southeastern Asia. Detailed Description of the Invention: Figure 1 shows a side view of the present invention. It is a rigid aerostat 101, having a plurality of envelopes 160 (FIG. 2) filled with helium, designed and equipped to capture particles of matter, later named PM, preferably concentrated in stratus, after that they aggregate in layers after sunset or during windless or slow surface winds, or thermal inversion, or stable cloud cover, and remain in such layers or mid-morning in general.

The capture of said PM is essentially carried out by dispersing masses of water, drops, droplets and micro gullets and steam on the outer surfaces of the aerostat and the surrounding air volumes, by virtue of the fact that lateral propellers 220, and other air blowers and water mixers 221 (FIG. 1), such as modified snow cannons, which are positioned on the lateral structure of said aerostat. Said propellers and blowers pushing the surrounding air volumes onto the outer envelope of the aerostat, and said aerostat having the means of collecting and directing said bodies of water to and into tanks inside the aerostat; aerostat and recycle them to satisfy a loop operation.

In the preferred embodiment, and for better dispersion efficiency of the liquids and thus PM capture, as well as technical and financial reasons, the aerostat has a cylindrical longitudinal shape 110, however this is not not complete for its lower part.

The said aerostat may just as well have an ovoid shape. In another embodiment, and in order to achieve a more efficient PM capture process, the aerostat may be in the form of a partial cone with a ratio, regarding its useful sensing portions of no greater than 2 to 1 between 3 0 1 73 6 6 - 22 the rear part and the front part, and this in order to better use the air currents of the side propellers, but at the cost of an additional manufacturing cost. The aerostat 101 has a low longitudinal wing 120, on port and starboard, and for almost the entire length of its body, with said wings having the particularities of being at least four times longer than their width. average. In addition, they can be arranged with a longitudinal slope towards the rear of the apparatus. The rear part of said wings 120, may comprise an enlargement in the form of delta wing, or triangle. The belly of the aerostat, 115 has, just as much as the wings, a lift function, (FIG. 2). The said lower wings 120 fulfill several essential functions: 1 / Allow the aerostat to be heavier than the air. 2 / They provide a large longitudinal and lateral surface for collecting 15 dispersed water on the surfaces of the aerostat, water dispersed by a plurality of propellers 220 and air thrusters 221. 3 / They allow the aerostat to possessing its qualities heavier than air, which is important during short takeoffs and during the first hours of flight, while the aircraft is still heavy in fuel as well as PM liquid liquids, which, in part, will be lost in the atmosphere, and; 4 / They provide a wider collection surface for water dispersed around the device, as well as the upper gutters 121 and rear upper 122 of said wings 120; as well as the drops and droplets falling from the sides of the apparatus, or being pushed by the air flows, the slopes 25 and the air flows pushing them towards the collection channels 125. 5 / They allow more driving of the aircraft, increase its flying qualities and stability in flight and its maneuverability, especially in the vertical plane, since the lateral air propulsion systems, 220 or 221, in - 23 applying their pressure of Air and suspended fluids provide forces that are not primarily oriented for thrust, but can be used for increased air lift. 6 / They increase the size of the envelope of the center of gravity of the apparatus, especially in the longitudinal axis, which is of importance, since significant quantities of water circulate along the sides of the apparatus, and the said amounts are sometimes unequal in weight; as well as the envelope of the center of gravity in the vertical axis. 7 / Since the speed of the aerostat is not the goal, which is to capture PM in suspension; in most architectural configurations, the lateral thrusters 220 and 221 will have an orientation that will provide propulsion, so an air speed for a balloon heavier than 1 air. Since the speed is not important, while the structural weight is, the wings 120, have on their lengths, cables or reinforcement bars 123, (Figure 2) to assist or maintain the extreme lateral parts of said wings to the body of the balloon at an appropriate angle and a solid constitution without having to increase the structural solidities of the balloon like the aircraft. 8 / Finally, the fact of providing the aerostat with the advantages of "heavier than air" makes it possible to have a smaller aircraft, which is of technical importance in terms of manufacturing, maintenance, of maneuverability, only on the financial level. 9 / For safety reasons, such as flying at low altitude over 25 cities, and almost permanently, the apparatus of the present invention must be at least a twin engine, with said engines can be positioned either on the tail or on the wings, or an assembly of the two in a three-engine version, in order to reduce the airspeed of the aerostat while working while maintaining a massive flow of air on its surfaces, the upper surfaces of the wings 120 of the aerostat, may even be made of materials that retain said liquid absorption for a short time at least. The outer layer of the aerostat body may be made of similar materials, materials that not only slow down the aerostat by increased friction, but additionally add to the collection of liquids and moisture on its useful surfaces. . In the preferred embodiment, the longitudinal central portion of the aerostat has a longitudinal crest 130 (FIG. 2). The said ridge runs all along the longitudinal axis of the aerostat. For structural reasons the starboard and port crest portions comprise reinforcing cables or bars on their upper 131 and side 132, (Figure 2). Like the lower wings 120, the rear portions of the crests 130 may be wider. In the preferred embodiment, said ridge 130 may be composed of two elements that are symmetrical with respect to the longitudinal center of the aerostat, and have a slight lateral curve in order to direct part of the 2-0 volumes of air. upwards, while the drops, droplets and water sheets, initially puffed up, will fall on the outer skin of the aerostat or on the upper parts of its wings, with their PM load, before that the whole is collected by the entries of the pipes 121, 122 (Figure 2), and 125, (Figure 1 and 2).

In the preferred embodiment, the rear part of the aerostat, around its cylinder part, comprises a gutter 140, in order to collect the water dispersed on the surfaces and which flow backwards by the natural movement of the propellers and / or airspeed of the balloon. Said gutter is an open gutter, whose said open portion is oriented towards the front of the apparatus, and is curved outwards, ie laterally with respect to the aerostat. This feature slows the aerostat's advance and even its aerodynamic qualities, but not only these aerodynamics are not required, but in addition one of the desired goals is to prevent the aerostat from quickly going through the air. side effect of the side propellers, an effect necessary for their main operation. The said gutter does not continue below the level of the wings 120 (Figure 1 and 2). It is sealingly connected to the rear part of said wings so that the collected liquids at the rear are not lost. Towards the front of the longitudinal center of the aerostat, a pair of fins, similar to those of the submarines, are positioned to counterbalance a longitudinal slope of the aerostat when necessary, as well as to assist with take-offs. (Note, these fins are not drawn so as not to clutter up). The aerostat has at least two rear engines 290 (Figure 1), preferably propeller having a variable pitch. The engine (s) can be turbo charged for uses above high ground. The aft portion has fins and a rudder, and said depth fins have a larger area than similarly sized aerostats to compensate for rear gutter effects, side propeller effects, and variability. weights of liquids circulating along the aerostat, outside, on his skin, as inside for recirculation. A plurality of propeller engines 220 and / or propellers 221 such as modified snow cannons are installed on either side of the aerostat body, such as six on each side. They are orientable on the three axes. In the preferred embodiment, the propellers, on each side are arranged on different levels for better absorption of the surrounding stratus. In the preferred embodiment said propellers 220 and propellers 221 have a large diameter which is always favored at a rapid rotational capacity to protect the external surfaces of the aerostat and its wings from premature wear due to the flow velocity and the abrasive phenomenon of water. All side systems are symmetrically arranged on each edge of the device. Solid beams provide propeller motors and thrusters to the inner structure of the aerostat or to the joists of the wings.

The optimal lateral distance of the propellers to their engine, as well as to the body of the aerostat and as large as technically possible with regard to the inherent vibratory phenomena and other technical problems, in order to obtain a dispersion of the airflows that are so slow and as wide as possible on the body of the aerostat.

In the preferred embodiment, the propellers and blowers have a convex opening angle of a few degrees, or better. Propeller engines and air and water thrusters can have 1, 2 or 3 axes of rotational capacity, or be fixed. In the preferred embodiment for economic reasons, the propeller motors 220 are stationary and the air and water propellants 221 are movable along the three axes. Propose an aerostat heavier than air which would be provided with lateral engines having thrust capacity allowing it to carry out vertical takeoffs, with modification of the wings in order to achieve this, for use on short courses, etc., and by rotation of said engines providing them with a downward thrust would not constitute a new invention, including providing adequate breathing space along each of the wings 220. In the embodiment where the aerostat has fixed propeller motors 220 (FIG. 2), the so-called propeller motors positioned at the highest point are directed towards the body of the apparatus with an inclination of the thrust pointing upwards of ten degrees or more, and towards the rear of the camera a wider angle still; and the low rows of the propeller engines are also directed towards the body of the apparatus, and also of about ten degrees or more, but with a greater angle towards the lower parts of the body of the aerostat, likewise only towards the back of the device. Whatever the number and arrangement of the side propellers, a symmetry of arrangement is always saved between the helices of each of the edges of the aerostat. The general characteristic that governs the orientation of the propellers is that more than 90% of their thrust is directed towards the surfaces of the aerostat, first along its longitudinal plane, secondarily towards its / its ridges, 130, 15 Laterally and later, but in smaller amounts, towards the upper surface of the wings 120. Viewed in relation to the lateral axis of the aerostat, the lateral ends of the wings 120 always protrude laterally from those of the ridges, so that liquids are not present. not lost, neither by gravity, nor by the lateral breaths. In another embodiment, the air-water propellers and thrusters are oriented so that their thrust is perpendicular to the longitudinal axis of the aerostat. Whatever the embodiment chosen for the engines and propellers, that is to say that they are fixed facing the longitudinal axis of the aerostat or that the blows are oriented towards the rear of the aircraft. apparatus with rising and falling angles, or that they are mounted on movable axes which allow rotations of said propellers, none of the above mentioned choices would constitute a new invention as long as the general idea is to use the body external of - 28 the aerostat and its extensions, crest (s) and wings or fins to capture waters or liquids that agglutinate with PM in atmospheric suspension. Each of the assemblies described in the preceding paragraph has its advantages and disadvantages, whether in implementation, maintenance, steering advantage 5 and pollution stratus cleaning potential by drowning PM and recollecting them. The optimal choice being of course the most expensive choice: that is to say the engines with steerable propellers, but without this choice being a necessity for the desired result. For example, one of the disadvantages of the most complex type of mounting of motors and propellers, that is to say with the latter having an axial mobility capability, this gives the apparatus the ability to increase its payload by using a portion of said propellers at takeoff at full load. However, if one of said side motors is found to be defective, then the corresponding engine on the other side must be subjected to the same power configuration or shut down, and device corrected accordingly. The outer surfaces of the apparatus include various thrust systems, such as six 220-helix propellers in two rows, to disperse the water, (Figure 1). 20 When a PM stratus is too thin to be treated with both rows of propellers, only one of the rows will be used, as some stratuses are less than ten meters thick. The invention comprises several spreading system on its flanks and scattering of water around said flanks, such as, but not limited to, (all visible in Figure 1): A first system comprises high rows of nozzles 310, (Figure 1) running along the longitudinal sidewall of the apparatus and watering said surfaces in a continuous sheet of water. A second system comprises sets of nozzles 320 (Figure 1); which are arranged in vertical or quasi-vertical rows along the sides of the apparatus, said rows being separated from each other by a few tens of meters and dispersing their liquids continuously and laterally, generally oriented towards the rear of the apparatus. the apparatus, and with an elevation angle of a few degrees. A third system of diffusers, 330, is similar to those used in the 320 series, with the difference that the liquid jets are directed to the puffs from the helices to form a liquid cloud which will be dispersed in the air near the body of the apparatus, thus mixing with the PM suspended in the air masses surrounding the aerostat. A fourth dispersion system 340, (Figures 1 and 2) is quite similar to those used in modern bathrooms, but made of stronger and better quality materials, being thicker and having more jets opening. and finer, in order to disperse a higher number of droplets. These diffusers 340 surround each of the lateral propellers 220 and are generally oriented towards the incoming flow. A fifth liquid dispersion system consists of a plurality of micro-droplets vapor or mist diffusers 350, said systems being arranged so that said vapors are dispersed in front as well as at the rear of the side propellers, and they have their own water tanks, unlike other spreading systems that share the same tanks inside the balloon. The reason being, firstly, that the amounts of steam do not represent large volumes of water, and that the purity index of said water is preferably higher than other spreaders, because of the interest in obtaining microorganisms. droplets. A sixth dispersion system 360 consists of rows of nozzles which disperse their vapors in front of the propeller blasts, being generally oriented towards the outside of the balloon stroke, (FIG. 1). The aerostat has a plurality of pumps, line compressors, tanks and annexes partially visible in FIGS. 3 and 4, for dispersing, spreading as well as recovering and recycling in any of its so-called tanks the waters dispersed around and on the aerostat, except the tank or tanks used exclusively for dispersion in mists. Each of said reservoirs (Figure 5) has several levels of filters, which filters have a slope. In addition, said reservoirs have flow retarders 421, 422, subsystems, comprising a flared inlet duct for slowing down the incoming flows, as is demonstrated below. The aerostat of the present invention comprises a plurality of PM sensors 500 (FIG. 1) as well as precision thermometers at 1/100 ° C positioned at the same locations. Electronic systems exploit data in priority and in real time. The upper part of the aerostat has a control unwinder comprising a cable comprising a helium balloon to which PM sensors and a thermometer are attached, and an equivalent system is positioned under the aerostat and operates by gravity. Other specialized instruments, such as radar, lidar, etc., can provide information on more distant PM concentrations, or at other altitudes. Similarly, measurement devices still to be invented, or at present on the test benches, which would give more precise measurements or would help to locate or measure PM stratus, even if the said apparatuses would be involved in the equipment. Edge measurement by being associated with the present invention would not constitute a new invention. FIG. 4 shows in a more organized manner from the point of view of equilibrium the locations of the various internal tanks which constitute the payload of the aerostat, in comparison with FIG. 3. Figure 3 shows the fuel tanks 488 and 489 are positioned at or near the longitudinal and lateral center of gravity of the balloon. Each includes reserve tanks and appropriate pumps and piping. At least one of the water tanks 490 is placed in the rear part of the balloon and serves as additional ballast during landings, said ballast having in addition capacity: pumps pipes, compressors to be used of the 10 same way as other tanks for PM collection. The rear tank 490 (FIG. 4) performs a second function, which consists in assisting the landing maneuvers by adding weight in addition to the ballast tanks 480 and 481 that exist on any type of balloon. This function is of importance once the aerostat has used a large part of its fuel and lost some of its water reserves, since all the weights consumed or lost represent tons, and the aircraft needs 'be put in landing configuration, since it can be at this time lighter than air and must be towed to the ground by its cable before keeping its balance. Such a configuration has the advantage that the masses of helium in their envelopes 160 (FIG. 4) must not be dropped and lost, but in addition that the aerostat is able to support a larger payload. This aspect is important for megacities whose atmosphere includes a large amount of pollution, and the apparatus must be able to work for all the useful time, that is to say as long as the phenomenon of stratification persists, that is until 14 or even 16 hours in a row in winter. All water tanks, 450, 451, 452, 453, (FIGS. 3 and 4) are interconnected by pipelines and pumps 465 and compressors 467, 7366-32 (FIG. 3) in order to enable the transfer of water tanks. liquids from one tank to another, as well as to pump the said liquids to the outer surfaces of the balloon and the surrounding air volumes. There are several reasons for the need to be able to transfer water from one reservoir to another: reasons such as to maintain acceptable fluidity, or because of loss of volumes due to use, or to refine the center of the reservoir. the gravity of the apparatus using this means rather than the 480 and 481 ballasts, which are reserved for better use, or to effect CG corrections due to permanently spreading liquid masses on the outer flanks of the aerostat as well as circulating quantities in the return piping, data which undergo variations according to the moment of flight in a stratus or during a change of attitude in order to capture another stratus, or even for the mixtures of antifreeze which are not the same for all reservoirs and are subject to their own seasonal variation, etc. In order to collect the incoming water from the outer casing of the aerostat, a plurality of collectors 125, or gutters 121, 122 are disposed on the upper and inner portions of the wings 120, as well as on the rear portions of the aerator. gutter 140, (Figure 2). The piping diameters necessary for water collection and the pumps 482, 483 and 484 (FIG. 3) have sufficient power and reliability to ensure a continuous flow of liquids loaded with PM concentrations without the need for add filters, including for missions lasting more than fifteen hours in stratus concentrates very rich in PM. All water tanks are secured on a technical floor, partial floor 400, of the frame of the aerostat. All tanks have the means to unload their contents in flight in case of emergency. 3 0 1 73 6 6 - 33 The center of gravity of the aerostat in the vertical axis is designed to always remain below the geometric center of the aircraft, including the wings and ridges, including when all tanks are full or empty, or almost empty by discharge, including for reasons of urgency. Each water tank has the means to have its contents decanted into any other tank. Figure 5 shows the provisions of a PM collection tank. Any water tank includes various arrangements to better perform its functions, such as: the outgoing flows to the diffusers 410, the outgoing flows to the other tank 411, incoming flows from another tank 412; incoming or outgoing flows 413, to the rear tanks for the stabilization of the longitudinal center of gravity. Each water tank comprises a pipe entering said tank 420 and said pipe is located in the lower part of the tank, and comprises a flared or frustoconical shape 421 inside the tank in order to slow down the inflow and reduce the internal turbulence and so not to disturb the current stratification too much. In addition, the already slow-moving incoming flows are directed to a semi-spherical chamber 422, so that the currents further weaken by moving apart and flaring while being oriented downwards from the tanks. A grid, or filter 423, protects the muddy deposits in the lower part of the tanks by a partial cover. A plurality of filters 424 occupy different heights in the middle of the tanks, the tallest of which includes the finest filter cells. In addition, said filters 424 are installed with a slight slope inside the tanks. Finally, a purge exit 425 occupies the lowest part of the tanks, in order to empty their contents, once the mission is over. - 34 During long-duration missions, all reservoirs will contain significant quantities of PM. This will not prevent the present invention from continuing its work of cleaning new volumes of PM stratus, since the waters are capable of containing large amounts of PM before reaching saturation, or even before their fluidity is reached. compromised, depending on the quantities and qualities of the embedded systems. Finally, it should be noted that as the night progresses, the temperature decreases, and that the water collected in return is colder, which increases the internal stratification of the recycling tanks. As a reminder, note that the diffusers of steam, 350 whose multiple outputs are fragile to dirty water has their tank or independent tanks (s) and do not recycle by liquid contents, since this particular system uses very little water in comparison. The aerostat will often remain in work stations until mid-day or even later, when weather conditions keep PM stratus in good concentrations. This capacity is increased during winter days, either because of the sun and low, or by a stable cloud cover. It is allowed here to point out that when the PM stratus breaks up due to ground convectivity, further work is no longer useful, and if attempts to catch were to be made, they would be as well ground, but with a very questionable success, since there is no technological means to capture and filter a hundred million tons of air, or even more. The water tanks or even the outgoing water may be subjected to an electric current in order to charge them and to attract and capture more easily suspended PM. This effect can be used on some or all liquid dispersions systems. The ballasts 480 and 481 primarily intended for maintaining the center of gravity of the apparatus may equally well be used for storing PM at least to a certain concentration. During cold weather missions, where freezing conditions are provided for or occur, the waters include antifreeze products, in the form of additions of alcohols, or salt and the like. Seawater can also be useful. The same antifreeze treatment is applied when weather conditions predict aerological supercooling phenomena, since PM stratuses of good concentration are formed in cold and anticyclonic weather or thermal inversions. The internal structure of the aerostat can be made of aluminum, wood, titanium or composite materials, or a mixture of these elements. In yet another embodiment, the aerostat has mixed land and water means. In yet another embodiment, all compressors, pumps, filters and water diffusers are designed to be able to use seawater having a normal salt concentration. Beyond the safety reasons that govern the ability to empty all 20 tanks in flight, this advantage also exists to help in the fight against fire, under certain conditions and safety limits. So rather than being used to extinguish a forest fire in itself, it contributes to humidify an area that risks the extension of said fires, by the volumes shipped. The outer casing of the balloon may be smooth, or rough on some parts, rather toward the rear portions, in order to capture the PMs to operate more efficiently. The apparatus of the present invention can help to clean the lower atmosphere of a city following a terrorist attack using non-conventional means, or technological accidents having diffused into the air harmful products, or fumes from the air. industrial fires, or even forests that have released large amounts of pollutants, especially if they occur in the wind (weak) of a major city.

The equipment for the protection and survival of the crew is permanently embarked in the cockpit, as such events may occur while the balloon is already on a work mission for cleaning PM. The logic is that if a terrorist attack using some form of unconventional WMD were to occur, it would take effect under anticyclonic conditions: the Sarin attack in the Tokyo metro taking into account the fact that the air there and confined, and since the terrorists have not regressed. The cockpit includes at least five work stations: one for the pilot, one for the co-pilot, one for the master of charge, one for the master of 15 air and water dispersions and one for the navigator. The latter chooses the targets to be treated and draws up the work plan. The master of charge is responsible for the harmonious flow of all the liquids on board, with regard to the centers of gravity, as well as the densities of the waters which have already been used and which continue to circulate as long as their fluidity is sufficient, and / or the quantities naturally lost in the atmosphere do not constitute a negative contribution to the navigation of the aircraft. The cockpit has air filters to protect the crew from PM in suspension, as the aircraft spends most of its time inside polluting clouds concentrated by a factor of 10 to 30 to that of the aircrafts. 25 cities badly hit on bad days. In addition, gas masks and compressed air cylinders are on board. The fuel tanks necessary for all the engines in use of work are provided for flights lasting more than fifteen hours, plus the - 37 safety reserves for the engines of movement in instrument flight condition. At the top of the aerostat a motorized unwinder comprising a cable and a helium balloon at its end supports a battery of sensors 500, (Figure 1). In the same way and at the same location in the longitudinal and lateral axes, an identical system is installed on the lower part of the aerostat, but operates by gravity. Both systems are installed on the front of the unit.

A red balloon comprising stroboscopic lighting or the like is part of each of these equipment for security reasons. The navigator continuously monitors the data that reach him and varies the altitudes of the sensors 500 in order to know the pollution conditions at different altitudes, both below and above the aerostat.

The navigator's mainframe provides real-time synoptic maps of PM concentrations around the aircraft as well as the evolution of these concentrations as the mission progresses. A series of other PM sensors, 500 are installed at different heights, both at the front of the aerostat and at the rear, in order to accurately measure differences in PM stratus density, being Some of them have a thickness of only a few meters, but are just as suitable for treatment as thick stratus because some of them may be more harmful than others, depending on their constitution. An aerostat heavier than air by virtue of its longitudinal wings 120 makes it possible to better withstand wind squalls when it is on the ground, without the absolute necessity of providing it with a shed, which is very expensive, or the obligation to have to flee before the arrival of winds that the structure could not support if it was lighter than the air, or the need to ventilate helium, which is expensive. - 38 In addition being long, it cashes storms with more flexibility, and finally, its landing gear ensures of fixed central wheels, and front and rear wheels swivel ensure that the aircraft will position nose to wind on all parking at its size.

The aerostat has a landing gear 210, (FIG. 2), such as a double frontal, central and rear system, the said systems being installed under the apparatus or, partly under the wings, and the apparatus has no retractable gear system, since its speed is never a significant parameter The front and rear landing gear have rotational capability around their vertical axis, and the central landing gear is fixed and is placed under or very close to the center of gravity of the device. Such an arrangement of the landing gear allows the aerostat to rotate on the spot when it is on the ground, which is important both for maneuvers of parking and when the winds are strong enough and changing in azimuth. To propose an aerostat with an incoming landing gear would not be a new invention. Figure 6 shows, in another preferred embodiment, the aerostat mixed terrestrial aquatic version. The balloon 101 comprises a cockpit 20 suspended at the front of the aircraft and said station is in a horizontal position, and the balloon is provided with floats 600 having a reinforced internal structure. In such a mode, the water and fuel reserves can be installed inside the floats to obtain a better center of gravity in the vertical axis. The said mixed terrestrial aquatic aerostat has a landing gear 610, central, front and rear, and the wheels of the front and rear trains have the capacity of rotation about their vertical axis, and the central trains are positioned at most near the center of gravity of the device in the longitudinal axis. Such devices allow the water balloon as the purely terrestrial aerostat to be able to perform rotations, or partial rotations either for normal maneuvers, or to remain nose to the wind when the squalls on the ground give it a sufficient pressure and a hangar of package is not provided. Recall that the present invention is designed to not have the need to have a shed, given the very significant costs of such a structure.

In the aquatic version, the landing gear of the aerostat is re-entrant. In order to be able to take off with greater ease, a foil or blade 620 aquatic, or a series of such blades are installed in the floats. Another function of said blades 620 is to strengthen the strength of the total structure, especially between the floats.

The blades may include a variable angle to facilitate water take-off maneuvers. The landing and parking of an aerostat with aquatic capacity is, for some megalopolises at least, an advantage when they have nearby aquatic surfaces that are not or are little used.

Finally, a water aerostat is easier to install on a liquid surface than on the ground, since the same precision is not required, which is an important parameter after a dozen hours of flight, or when the aerostat is transported from one city to another and does not always have an ideal landing site.

A transponder is in constant use on board, and each flight includes a flight plan whose air centers are informed and whose progress they follow; however, some aerial approaches can not be handled by the aerostat most of the time, for two good reasons: 1 / The gene that the flight would constitute for the normal air activity in progress: the mission the aerostat must be postponed to late hours when traffic is zero 5 in the volumes considered, and; 2 / The danger for the balloon to cross a vortex zone created by the passage of a jumbo, vortex that can damage the balloon, or even break it, and some vortices have a life of twenty minutes. Thus airport areas will be avoided as long as there is traffic nearby. 10 The landing and parking area of an aerostat may be quite far from a megalopolis to be treated, provided that there is no chain of high mountains to cross, unless the aerostat has the power to be able to pass over while it is still at full load. However, since the aerostat has an aerodynamic shape, a solid structure, and the power to move fairly fast for many hours, it is highly desirable that cities suffer from the same air pollution problem at the same time and for the same reasons share the same device, since the said pollution accumulates day after day, which leaves time to intervene effectively. 20 Here are some examples of possible multi-city uses: 1 / Megacities on the East Coast of the United States. 2 / London, Paris, Lyon, Grenoble, Brussels, Hamburg, etc. 3 / Athens, Istanbul, Tel Aviv, Cairo, Alexandria. 4 / Lisbon, Seville, Madrid, Barcelona. 5 / Barcelona, Marseille, Gene, Rome. 6 / The cities around the Persian golf course. 7 / The cities of Japan. -41 8 / The megalopolises of China, India, or the coastal cities of Brazil, or California, and including the city of Mexico City. Some critics will not miss the opportunity to note that the political problems that exist can prevent such mixed uses. To these critics the author will reply that public health takes precedence over these aspects, and that diplomats know how to solve such difficulties when necessity is law. Thus, for example, when Tel Aviv and Cairo are experiencing the same pollution at the same time and day after day, cumulatively, the problem is due to a barometric swamp, which happens several times a year. An aerostat can work one or two nights in a city before using the day to convoy to the other and continue his service. In a flight lasting ten to twelve hours of cleaning, a substantial portion of, and pollution stratus will be removed for the next day, when convection will recommence, as well as for the following days. Cairo or New Delhi each includes more than thirty million lungs, a few million motorbikes, a few million cooking ovens of all types of fuels, including charcoal and charcoal, a million million old polluting automobiles, airports civilians and 20 military peripheries and polluting thermoelectric stations. To propose a aerostat having the shape of a cigar, or a different ovoid shape for a better aerodynamic performance would cause an additional cost and is not justified in order to allow a faster displacement from one city to another. The sub-structure 115 (Figure 2) of the aerostat has a flatter shape for aerodynamic reasons of better lift enabling it to move at a reduced speed, as well as to move from one city to another, or between several cities at once. In another embodiment, providing an aerostat whose interior volumes, beyond helium-containing envelopes, would also contain helium instead of the normal atmosphere, and thus increase its aerostatic efficiency would not be sufficient. no longer a new invention.

So the question that remains is: is it necessary and / or profitable to provide the invention, be it terrestrial or mixed a shed to protect it from violent windings? There was a project for a large German balloon designed to transport cargo to inhospitable areas. Not that the author of the present invention can suggest the slightest idea about the nature of such cargoes that would be worth the trip without other means very usual: boats, barges, helicopters replace this project advantageously, however said project had obtained substantial funding, and to begin with, a very large hangar was built around Berlin. The invention of this publication did not require a protective hangar, for several reasons, the first being that meteorology has become a precise science and aerostat can thus avoid storms, at least their the most violent areas by getting away in time, or escaping from strong winds behind fixtures, etc. Finally the aerostat being a long structure in itself, it is necessary to have relatively large wind changes, such as 50 knots or more, including squalls, to put it to the test, since it has the capacity to to rotate on itself, thus to compensate for said squalls, and to align in the wind bed permanently when necessary, and that the aerostat of the present invention is terrestrial or mixed. - 43 Method of Use of the Aerostat: the flight and control of the aerostat of the present invention has no particular difference compared to other aerostats as long as it is not in working position, including for an aerostat heavier than air (if such an aerostat already exists), in which bus, the piloting technique becomes mixed: aerostat-plane and the aerostat should, for security reasons be at least equipped with two thrusters ; in our case, propeller motors, positioned either on the tail or on the rear parts of the wings. In order to process PMs, the pilots and the navigator have instruments which inform them in detail of the PM concentration conditions. Let us now examine the possibilities offered by the present invention in a difficult work configuration, such as the atmosphere of a highly polluted megalopolis by a plurality of PM stratuses accumulated over several days and nights by favorable weather conditions; and the fact that the aerostat was busy treating other skies on other cities during those days. In such circumstances, the crew will focus on the most harmful stratus in the first place, since they must not share or necessarily mix with other polluted clouds. To this end, and beyond the instruments, the crew has visual contact with the said stratus, including at night, since the lights of the city easily reflect it when the balloon is at a nearby altitude or similar, provided that he is not already inside. Just as the stratus is visible, it often happens that its source is also visible: chimneys of thermal plants, port activities, such as loading or unloading of phosphates, smoke fires etc. When the workload appears to be greater than the aerostat's ability to carry out its mission within the times set by daytime convection, the crew will select the PMs most harmful to health, that is, - usually say the finest PM, those measuring 2.5 g or even less, or particles from technological accidents releasing even more harmful substances.

Once inside a PM stratus, the pilot will activate the water systems using all of his side propellers at the optimum rotational speed. Sometimes it will cause the water to diffuse in aerial dispersion as well as blades along the hull of the balloon, in electric charge to better attract and capture floating PM.

The balloon will move inside the stratus in a way that will collect the largest amount of PM, using all the sensors, both vertical and lateral. The master of charge will ensure that the center of gravity remains closer to the center of the envelope taking into account the information that pilots provide him on the controls of the aircraft, including the fins of depth, and transfer his liquids between the different tanks accordingly, which will occupy it most of the time. The speed of the balloon inside the stratus is not of great importance as long as the aircraft is not in danger of stalling.

For those who are heavier than air, those who represent our favorite choice, for reasons of cost, small size, and ease of implementation. The exhausts of all the lateral engines are naturally oriented towards the outer envelope of the aerostat, and are thus captured as well as the 25 PM in suspension, thus ensuring that the apparatus does not add its own pollution. The aerostat will continue its mission by selecting the targeted stratus as long as there are interesting concentrations to be treated, enough fuel and water sufficiently fluid to continue normal activity. A mission of a dozen hours is able to clean several 5 cubic kilometers of PM stratus. However, major megacities that have accumulated PM over several days can not be cleaned in a single work session, especially when several layers of stratus exist at different altitudes, as well as if the device must treat several cities, some after the others, while the same type of time continues, like a barometric swamp, and that the so-called cities, accumulate their waste over a period of several days, or even sometimes two weeks. The greatest number of stratuses that the author of this has observed simultaneously and with the naked eye, is six. Each of them is well defined, each at its altitude, and it has been able to verify the source of three of them: the marine transhipments of phosphates and other port activities, the smoke from the thermoelectric chimneys stagnating above the sea. city while the chimneys are located outside, and the fumes of the vehicles and cooking systems of the inhabitants of the city.

Finally, the author conjectures that viruses, fungus pollen and other organic particles can also aggregate into strata when the diurnal thermal convection is stopped. Regarding viruses, this should be the most likely given the relationship between their volume and the total area of their envelope, especially since they are small, so also the 25 most harmful families. If this proves to be the case, these stratus are also very good candidates for cleaning.

Claims (2)

REVENDICATIONS1. A dirigible aerostat (101), designed to capture particles of air suspended material concentrated in at least one stratus over megalopolises, essentially characterized in that it comprises: - a rigid structure comprising at least two propeller engines ( 290) at the rear of the apparatus, the usual control surfaces, and a plurality of internal envelopes (160) containing helium, and; A plurality of propeller engines (220) and / or air and water jet propellants (221) arranged symmetrically on each longitudinal edge of said aerostat and whose blasts of said propellers are oriented obliquely towards the outer surfaces of the aerostat, and; a plurality of liquid diffusers (320, 330, 340) of showerhead type, spraying drops, droplets, such as constituted by water, said diffusers being arranged in front of, behind and around said propellers or propellers of air, and; a plurality of vapor and micro-droplet compressors (350) disposed around the aerostat, and; A plurality of shower head diffusers (310) dispersing said liquids on the external surfaces of the aerostat in a thin layer of permanent, renewed water, and; - a high longitudinal crest (130) slightly laterally curved and each portion of which is symmetrical on either side of the longitudinal axis of the apparatus, and; - Low and longitudinal wings (120), having recovery gutters (121, 125) of said liquid dispersed on its junctions to the body of the aerostat, its lateral extrados and its rear edges, and; an outer rear gutter (140), and open towards the front disposed around the rear of the aerostat on at least 120 ° on either side of the longitudinal drop of the aerostat, and comprising means for re circulate to the inner tanks of the aerostat circulating water recovered, and; a plurality of interconnected internal reservoirs, (450, 451, 452, 453), and; means within said reservoirs for promoting stratification, filtering (421, 422, 423, 424) and recirculating said waters (411, 412, 413), and; means for imparting an electric charge to the water bodies to be diffused. 2 / A balloon according to claim 1, characterized in that it is heavier than air, and; - that the necessary lift is obtained by low wings. 3 / an aerostat according to claims 1 and 2 characterized in that it has low wings (120), and that each of said wings is at least four times longer than its average width. 4 / A aerostat according to claims 1, 2 and 3 characterized in that it comprises a longitudinal ridge laterally curved and symmetrical. 5 / An aerostat according to claims 1, 2 and 3 characterized in that its outer rear trough (140), comprises: - a plurality of water inlet openings to the inner tanks of the aerostat, ( figure 1 and 2), and; - The lower side portions of said gutter are connected to the rear ends of the longitudinal wings sealingly and firmly. 6 / An aerostat according to claims 1 and 2 characterized in that it comprises a plurality of propeller engines (220), and / or air and water propellants (221) mounted symmetrically on the edges lateral or flanks of said aerostat with an oblique angle such that the principal of the air masses propelled by said propellers is directed towards the flanks of the aircraft, the inner parts of its ridges and the upper parts of its wings .7 / an aerostat according to claims 1 and 2, characterized in that it comprises at least three typical disputes of liquid dispersing apparatus and purification systems of said liquids, including; a plurality of drop diffusers, under the breath of each of the lateral propellers, in front of them, and on their periphery, and; a plurality of steam diffusers in front of each of said propellers, and; a plurality of liquid blade diffusers on all the lateral surfaces of the aerostat, including on the inner portions of its ridges and on the upper parts of the wings, and; the upper lateral and rear parts of said wings, as well as the lower parts of the rear gutter, have in their lower parts dispersed water recovery openings 125 (FIG. 1) and appropriate ducts and pumps to a plurality of storage tanks; water, and; all said reservoirs being interconnected by appropriate pipes and pumps and each reservoir comprising sound, its measurement systems, and; said reservoirs comprising inflow retarders (421, 422, 423) and several levels of particulate filter disputes (424) and means for recirculating said liquids (410, 411, 412). 8 / an aerostat according to claims 1 and 2, characterized in that it comprises means for imparting an electric charge to the water bodies to be diffused. 9 / An aerostat any claim, characterized in that it has at different heights of its front and rear a plurality of material particle sensors, precision thermometers, (500), and ; an electric unwinder positioned at the front of the aerostat and at its top, and controlled from the cockpit, comprising a cable and a helium balloon 501, which supports the battery of scientific instruments (500), measuring particles of matter in quantity and kind, and; a plurality of material particle analyzers (500), scattered in height on the front part of the hull of the aerostat, its central part and its rear part. - A gravity unwinder (502) in the lower part of said aerostat, positioned symmetrically. 10 / An aerostat according to any of the above claims characterized in that it has floats (600), conferring it aquatic means, and; a landing gear (610), comprising at least six sets of reentrant wheels, and the wheels of said central trains being non-orientable facing the vertical axis, and the other sets of wheels comprising means of rotation around their vertical axis, and, - said trains (610), being positioned under said floats (600), and; - One or blades (620), (foils) orientable disposed between said floats.