GB2490141A

GB2490141A - Unmanned air vehicle (UAV) having wings and tailerons hinged to a fuselage

Info

Publication number: GB2490141A
Application number: GB1106617.2A
Authority: GB
Inventors: Michael Alexander Snook; Dean Campbell-Smith
Original assignee: Blue Bear Systems Research Ltd
Current assignee: Blue Bear Systems Research Ltd
Priority date: 2011-04-19
Filing date: 2011-04-19
Publication date: 2012-10-24
Anticipated expiration: 2031-04-19
Also published as: GB2490141B; WO2012143717A2; GB201106617D0; WO2012143717A3

Abstract

Unmanned air vehicle (UAV) having wings 104, 106 and tailerons 108, 110 hinged (fig 6) to a fuselage (102, fig 1) to move between deployed and stowed positions, preferably with a combination of translation and rotation. The wings and tailerons may be magnetically 402, 404, (3020, 3022, 1142, 1140, fig 30) coupled to the fuselage. The power supply may be load bearing. The propeller 116 may also be hinged. The fuselage may comprise a plurality of bonded layers or additive layers formed by a printing process. Packaging for storing the vehicle is also disclosed (figs 22-24).

Description

AIR VEHICLE

Field of the invention

Embodiments of the present invention relate to an air vehicle and, in particular, to an unmanned air vehicle (UAV).

Background tQtt1QJflLefliQfl

increasingly the military, law enforcement agencies and civilian operators use unmanned air vehicles (UAVs) for reconnaissance, surveillance, search and enhanced situational awareness. Typically, a UAV is tasked by a ground control system that is operated by an operator. Data are exchanged between the UAV and the ground control station during any given mission using telemetry.

Wider adoption of UAVs for such tasks depends upon many factors. Those factors include, for example, ease and speed of deployment, the number of operators required to fly the (JAy, the weight of the UAV, including the ground control station and/or associated power supplies and payloads, the size of the vehicle, whether or not further equipment is required to launch the vehicle and the complexity of the vehicle; the latter clearly influencing the ease and speed of deployment. A significant factor in adopting UAVs more widely is their portability, which relates, at least in part, to whether or not any such further equipment is required to launch the vehicle.

All of the above factors influence to a greater or lesser extent the suitability of a UAV for a given task. Some situations demand that a UAV is deployed and on task, that is, performing, or at least being en route to, the task for which it was deployed, in as short a time frame as practicable.

Deploying and recovering UAVs can be a complex matter. In many instances, specialised launch, recovery and retrieval equipment is required. For example, unless the UAV has vertical flight capability or access to a runway having a suitable surface and length, specialised launch equipment is typically required, which may take the form of a ramp and/or trolley or other carriage together with a propulsion system to accelerate the UAV until it has reached an air speed at which it can sustain flight. Recovery equipment, unless the aircraft, again, has vertical flight capability, or can be brought down on a runway of suitable length and surface, might take the form of a parachute deployable at a suitable altitude over a landing or recovery zone together with means of absorbing impact energy. Any such recovery equipment

I

carried by the UAV results in the latter being at feast one of larger, heavier and less portable. Any such larger, heavier UAVs will require associated retrieval equipment, in the form of a respective transport for carrying the UAV back to, for example, its launcher.

Still further, UAVs have a given or respective endurance. Consequently, a further desirable factor in widely adopting UAVs is the redeployment time; with the aim being to minimise any such redeployment time.

Within some theatres, it is desirable that the UAV has at least one of a low acoustic signature, a low visual signature and a low radar signature. A UAV that is too noisy, highly visible and/or has a strong radar signature would be undesirable.

The robustness of a UAV is a factor to be considered in deploying it in any given theatre. Similarly, it is desirable that the UAV has a measure of robustness, that is, survivability, upon landing.

It is an object of embodiments of the present invention at least to mitigate one or more of the above problems.

Summary of the invention

Accordingly, embodiments of the present invention provided an unmanned air vehicle comprising wings and tailerons that are connected to a fuselage via hinges adapted to move the wings and tailerons between deployed and stowed positions.

Brief description of the drawinqs

Embodiments of the present invention will now be described, by way of example only, with reference to the accompanying drawings in which figure 1 shows a first view of a man-portable UAV; figure 1 a shows dimensions of various aspects of the UAV; figure 2 depicts a second view of the man-portable UAV; figure 3 illustrates an exploded view of the motor housing and propeller; figure 4 shows the man-portable UAV in a stowed configuration; figure 5 depicts a view of the wing hinges; figure 6 iUustrates an exploded view of the components of the wings; figure 7 shows an internal view of the battery bay depicting the wing couplings; figure 8 depicts a still further internal view of the battery bay deprcting the wing couplings; figure 9 illustrates a front-view of the UAV; figure 10 shows a view of a battery aperture loom cover; figure 11 depicts an exploded view of a taileron; figure 12 illustrates an unlocked taileron; figure 13 illustrates a locked taileron; figure 14 shows a view of the taileron in a folded, or stowed, position; figure 15 depicts a perspective, exploded, view of a battery housing and associated battery; figure 16 shows a perspective view of the fuselage and battery housing; figure 17 shows a further perspective view of the fuselage and battery housing; figure 18 illustrates the fuselage with a motor housing removed; figure 19 depicts a first payload assembly; figure 20 illustrates a second payload assembly; figure 21 shows a third payload assembly; figure 22 depicts packaging for the UAV; figure 23 shows a view of populated packaging together with the UAV; figure 24 illustrates a view of the UAV stowed in the packaging; figure 25 shows a sectional view of a rear portion of the fuselage; figure 26 depicts a view of a retaining mechanism for a payload assembly; figure 27 shows a further view of the retaining mechanism for the payload assembly; figure 28 shows a view of inserting a payload assembly into the fuselage; figure 29 shows a view of the floorboard; figure 30 shows an exploded, close-up, view of a taileron; figures 31a and 31b depict front and back views of the loom cover; figure 32 shows an exploded view of all component parts of a UAV.

Description of embodiments of the invention

Referring to figure 1, there is shown a top, perspective or three-quarter, assembled view of a UAV 100 according to an embodiment of the invention. The UAV 100 comprises a fuselage 102, a pair of wings 104 and 106, a pair of stabilators in the form of tailerons 108 and 110, which are aircraft control surfaces that combine the functions of an elevator, used for pitch control, and the aileron, used for roll control.

The UAV 100 also comprises a vertical stabiliser 112 in the form of a tail or fin. The UAV comprises a motor housing 114 for housing an electric motor (not shown) and for supporting the propeller 116.

Embodiments of the vertical stabiliser 112 carry at least one antenna and, preferably, multiple antennas, used for command and control telemetry and other data such as, for example, video data.

Figure 1A shows dimensions of various aspects of the UAV 100. The dimensions are as followed A-628 mm B-208mm C-314 mm D-160 mm E-see below F-270mm 331 mm H-80 mm I -103 mm J -see below Main wing camber -1.5% at 30% of chord Main wing thickness -9.85% at 26% of chord Main wing span (one side only) -315 mm Main wing root chord -333 mm Main wing tip chord -270 mm Tail camber -0% Tail thickness -12% at 30% of chord Tail span (one side only) -205 mm Tail chord (constant chord) -140 mm One skilled in the art will appreciate that embodiments are not limited to the above dimensions and that they are advanced as being merely illustrative. One skilled in the art can vary the above according to a desired foil performance.

Embodiments of the UAVs according to the present invention can be categorised as Small Unmanned Aircraft, according to civil categories, that is, an aircraft having a weight classification group of 1, having a mass of 20 kg or less, which has a broad military equivalent nomenclature of Micro (C 5 kg) and Mini (< 30 kg) as can be appreciated from, for example, CAP 722, Unmanned Aircraft System Operations in UK Airspace-Guidance, available from the Civil Aviation Authority.

The UAV 100 comprises a battery housing 118 and an access panel 120.

The fuselage 102 has a pair of wing abutments or wing roots 122 and 124 for receiving the wings 104 and 106. The abutments 122 and 124 have profiles that match the profiles of the wings 104 and 106. Furthermore, the wing abutments 122 and 124 and wings 104 and 106 are arranged so that they have a positive angle of incidence. ln preferred embodiments, the angle of incidence is 5° However, embodiments are not limited to such an angle of attack. Embodiments can equally well be realised in which the angle of attack varies between 0° and 10°.

The wings 104 and 106 and taileron suriaces 108' and 110' do not have any moving control surfaces, which improves the robustness and structural simplicity of the wing, and robustness and structural simplicity of the tailerons.

The tail 112 is mounted on, and coupled to, a tail stub 126. The tail stub 126 has a profile that matches the profile of a fuselage engaging face (not shown) of the tail 112. The tail 112 is secured in place by a pair of nylon screws 128 and 130, which pass through respective holes in the tail stub 126.

The hollow fuselage 102 is fabricated from a polymer such as, for example, a nylon or the like. A currently preferred embodiment uses Nylon 12. The motor housing 114 is fabricated from glass-filled nylon although other polyamide powders would also be suitable. I note that you want me to refrain from mentioning suppliers, which I'm happy to do. The currently preferred embodiment uses Nylon 12 polyamide for the fuselage, battery case, payload cases, inboard wing ends, floorboard, GPS hatch and glass-filled Nylon 12 polyamide for the motor housing, taileron mounts, payload catches and fin mounts; the latter, that is, glass-filled Nylon 12 being used minimally to save weight.

Figure 2 depicts a second view 200 of the man-portable UAV 100. The fuselage 102 has a profiled undercarriage comprising a pair of sliders or rails 202 and 204. The undercarriage also has a recessed portion 206 having a payload bay. In the embodiment depicted the payload bay is shown as housing a payload assembly comprising a camera within the corresponding camera housing 208. The sliders or rails 202 and 204 are sized to maintain ground clearance upon landing for any payload assembly carried by the UAV 100. Alternatively, or additionally, the payload assembly can be made sufficiently robust to withstand contact upon landing.

Also visible is a rear diffuser 210. It can be appreciated that the diffuser 210 has a respective height. The movement of the tailerons 108 and 110 is constrained so that their trailing edges 212 and 214 do not move clear of the diffuser sides 210.

Preferably, the bulkhead cavity 216 is filled with a shock absorbing material such as, for example, expanded polypropylene or the like. The shock absorbing material can take the form of a foam insert that is glued or otherwise fixed into position.

The fuselage 102 is manufactured using a printing technique. A preferred embodiment of the present invention uses selective laser sintering for three-dimensional printing of the components of the UAV 100. One skilled in the art appreciates that such a printing technique encompasses, for example, an additive layer manufacturing technique. Embodiments of the present invention can be manufactured using machines produced by, for example, EOS of Germany, Arcam of Sweden, or Stratasys of the USA. It can be appreciated that producing a fuselage as a unitary or monocoque structure has a number of advantages such as, for example, at least one of the UAV being simpler to construct and the UAV having greater structural integrity relative to a multiple part fuselage.

A payload assembly such as the camera housing 208 is secured in place by two spring loaded rotatable fastening mechanisms 218 and 220. Payload purchase is obtained by means of compression springs behind the payload catches. These sit on conical location bosses between the catch and the fuselage.

The cross span lips on the payload pods are shown in detail in figure 28.

The undercarriage also bears an aperture 222 for an altimeter, which can be a radar altimeter, an ultrasonic altimeter or laser altimeter. A preferred altimeter is, for example, an ultrasonic transmitter.

Referring to figure 3, there is shown a schematic view 300 of the motor housing 114 together with a prop spinner 302, a prop adapter bar 304, the propeller blades 116, a motor 306 and an electronic speed controller 308.

Figure 4 shows a view 400 of the man-portable UAV 100 in a stowed configuration.

Each of the wings 104 and 106 and the tailerons 108 and 110 have been moved from their deployed position, as shown in figure 1, to stowed positions in which they are substantially vertically disposed. Movement between the deployed positions and the stowed positions is realised by respective hinges 402 to 408. Similarly, it can be appreciated that the propeller blades 116 are also movable between deployed positions, as shown in figure 1, and stowed positions, as shown in figure 4, via respective hinges 410 and 412. Movement between the deployed and stowed positions is realised by a combination of translation and rotation.

The wing hinges 402 and 404 are arranged so that the wing 104 is movable, within the plane of the wing, in a reciprocating manner relative to the fuselage 102 between a locked, that is, deployed, position and an unlocked position.

Referring to figure 5, there is shown a view of 500 of the starboard wing 106 in an unlocked position. Two hinges 502 and 504 associated with the starboard wing 106 are clearly shown. Similarly, the hinges 402 and 404 associated with the port wing 104 are also shown. A preferred embodiment of the present invention realises the hinges 402, 404, 502 and 504 using a number of slotted blades 522 to 528, which will be described in greater detail with respect to figure 6.

The wings 104 and 106 and the fuselage 102 bear complementary formations 506 to 512 that are arranged to maintain the wings in the locked or deployed positions. ln the embodiment depIcted, the fuselage 102 has a pair of protrusions 514 and 516 that cooperate with respective holes 518 and 520 within the starboard wing 106. The protrusions 514 and 516 and the respective ho'es 518 and 520 have magnetically attractive elements such as magnets. A preferred embodiment uses rare earth magnets, such as, neodymium magnets, in each of the protrusions 514,516. Each of the holes 518 and 520 can also have such respective rare earth magnets. The same applies in respect of the protrusions 510 and 512, and their respective holes (not shown in figure 5).

Also visible in figure 5, is a removable floorboard 522. The floorboard 522 preferably cooperates with the battery housing, described later with reference to figure 15. The floorboard 522 comprises at least one longitudinal strut 524 and a number of transverse struts 526 to 536. The struts 524 to 536 are spanned by thinner printed planar sections.

At (east one of the magnets and the slots of the wings are arranged to support movement of the wing out of the locked or deployed position upon sufficient yaw-wise loading or cranking of the wings.

Figure 8 illustrates an exploded view 600 of the components of one 104 of the wings.

The wing 104 comprises the pair of slotted blades 526 and 528. Slots 602 and 604 are used to realise the above-described translation and rotation of the wings 104 and 106 relative to the fuselage 102. Each of the blades 526 and 528 has a number of holes to reduce the weight of each blade. Each blade 526 and 528 has one or more than one stop 606 to 610 arranged to fill the slots in the fuselage when deployed.

They are designed to minimise turbulence and prevent environmental ingress.

Each blade of 526 and 528 has a number of holes 614 and 616 for receiving respective stubs 618, 620, 622 and 624 of corresponding spars 626 to 630.

A forward rib 628 forms one of the above magnetically attractive elements. A preferred embodiment of the forward rib 628 comprises a recess 632 that cooperates with a respective hole 634 in the wing body 636. Preferably, the recess 632 and respective hole 634 house a magnet 638. The forward rib 628 and magnet 638 are secured to the wing body 636 using glue. A preferred embodiment of the present invention uses cyanoacrylate or the like.

A rear rib 630 also forms one of the above magnetically attractive elements. The rear rib 630 has two stubs 622 and 624 to be received in corresponding holes 616 of one 528 of the blades. The other pair of holes of the four holes 616 shown on the second blade 528 cooperate with stubs (not shown) of a central rib 626. The rear rib 630 has a recess 638 to be received in a respective hole 640 of the wing body 636.

The recess 638 and the respective hole 640 are arranged to receive a corresponding magnet 642. The rear rib 630 and magnet 642 are secured to the wing body 636 using the above-described glue.

Referring to the detailed view of figure 6; namely detail A and detail B, a pair of wing body slots 644 and 646 are provided to receive the blades 526 and 528 as well as respective shoulders 648 to 654 of the three ribs 626, 628 and 630. The wing body slots 644 and 646 comprise wider shouldered portions 656 and 658 that are specifically adapted to receive the shoulders 648 to 654 of the ribs.

In a preferred embodiment, the height of the blades 526 and 528 varies with the profile of the upper and lower surfaces of the wing body 636 to form a flush fit.

Preferably, the same applies to the ribs 626 to 630.

It can be appreciated that the central rib 626 has a rectangular hole 660 arranged to be in registry with a recess or hole 414 in the fuselage 102 as can be appreciated from, for example, figure 4. In preferred embodiments, the recess or hole 414 can house a sensor (not shown). The sensor can be, for example, an air pressure sensor.

One skilled in the art will appreciate that the starboard wing 106 is similarly constructed.

Figure 7 shows an internal view 700 of the battery bay 701, which depicts the coupling of the blades 526 and 528 to the fuselage 102. A pair of vertical housings or struts 702 and 704, each having respective elongate apertures for receiving the blades 526 and 528, is provided. Each vertical housing 702 and 704 has through-holes 706 and 708 for receiving respective pins 710 and 712 that are secured in place using respective clips. In the illustrated embodiment only the clip 714 of the forward blade 526 is visible. The pins 710 and 712 are arranged to pass through the respective slots 602 and 604 of the forward 526 and rear 528 blades.

It can be appreciated that the wings 104 and 106 cannot be removed from the UAV inadvertently due to the need to remove the retaining clips and pins 710 and 712.

The wing abutments 122 and 124 define respective voids within the fuselage 102.

The starboard void 714, which runs the fufl length of the battery bay 701, is shown and defined by the starboard wing abutment 124. A corresponding port side void is defined by wing abutment 122. Each void 714 carries front and rear walls defined by the vertical housings 702 and 704. Figure 7 shows the rear wall 716 of the starboard void 714. The voids are used to carry a wiring loom (not shown) for connection to at least the taileron servos and the motor. The front and rear walls each have an aperture to accommodate the wiring loom. The aperture 718 of the rear wall 716 allows the wiring to pass from the battery bay 701 to the rearward portion of the fuselage 102. A corresponding aperture in the front wall (not shown) allows the wiring loom to pass from the battery bay 701 to the motor housing.

Referring to figure 8, there is shown a still further internal view 800 of the battery bay 701 depicting the wing couplings. It can be appreciated that the pin 710 has a head 802 and a shaft 804 that passes through the slot 602 of the forward blade 526. The pin 710 is secured in place by its respective clip 714.

One skilled in the art will appreciate that changing a damaged wing merely involves removing the pin clips 714, then removing the pins 710 and 712, which allows the wing to be slid out of the apertures in the housings or struts 702 and 704. The converse operation is performed when coupling a new, replacement, wing to the fuselage 102.

Figure 9 shows a front-view 900 of the UAV 100. It can be appreciated that the wings 104 and 106 have been translated from their locked position away from the fuselage 102. The wings 104 and 106 are illustrated in a downward pivoted position relative to their deployed or locked position. in the embodiment illustrated, the wings are downwardly inclined by approximately 150 relative to their deployed position. The battery housing, described with reference to figure 15, can be inserted or removed with the wings in the downwardly deflected position.

Referring to figure 10, there is shown a view 1000 of a battery aperture loom cover 1002. The cover 1002 is arranged to keep a wiring loom (not shown) of the UAV contained and protected from damage from, for example, a battery housing 118.

The cover 1002 is secured in place by flexing. The cover 1002 has short tabs that engage with complementary openings on the floorboard, as well as behind a lip on the edge of the battery bay.

Referring to figure 11, there is shown an exploded view 1100 of one 110 of the tailerons. It can be appreciated that the taileron 110 comprises a tiller 1102 having a tiller arm 1104, a pair of flanged bearings 1106, a taileron bearing mount 1108, a taileron 0-ring 1110, a taileron axle 1112, a taileron hinge mechanism 1114, a taileron hinge bar 1116, a taileron magnetic catch 1118, a first taileron spar 1120, a second taileron spar 1122 and a taileron body 1124.

As with the wings, the taileron spars 1120 and 1122 have respective elongate slots 1126 and 1128. As described above with respect to the blades 526 and 528 of the wings 104 and 106, the Iongtudinal slots 1126 and 1128 support a reciprocating translational movement relative to the fuselage 102 and a reciprocating rotational movement relative to the fuselage 102. A combination of a translational movement away from the fuselage 102 followed by a rotational movement relative to the fuselage 102 allows the tailerons 108 and 110 to be moved between deployed and stowed positions. The taileron spars 1120 and 1122 each have a number of holes 1130 and 1132 for receiving respective stubs 1134 of the taileron magnetic catch 1118. The longitudinal profiles of the spars 1120 and 1122 are arranged as a match of the corresponding edge profiles of their respective elongate slots in 1136 and 1138 in the wing body 1124. The taileron body 1124 is fabricated from the above mentioned EPP foam in preferred embodiments. However, embodiments are not limited to using such material. Embodiments can equally well be realised in which other materials such as, for example, in-mould skinned EPP, polyurethane foam, and carbon skinned foams are used instead of or in addition to the EPP. The foregoing also applies to the wings.

It can be appreciated from figure 11 that the spars 1120 and 1122 are secured to the taileron body 1124 using glue. Similarly the spars are secured to the taileron magnetic catch 1118 using glue. A suitable glue is a two part epoxy based adhesive. Other options are Polyurethane adhesive, silicone, and cyanoacrylate.

indeed, all aspects of embodiments of the present invention that require gluing are identified in the drawings via a glue bottle. The taileron magnetic catch 1118 has an elongate slot 1140 running longitudinally therethrough. The elongate slot 1140 is arranged to receive the taileron hinge bar 1116 to support the above-described translational and rotational movement of the taileron relative to the fuselage 102.

The taileron magnetic catch 1118 comprises a number of magnetic elements 1142 to 1146 that are positioned to cooperate with corresponding magnetic elements (not shown in figure 11) of the taileron hinge 1114. The taileron magnetic catch 1118 and the taileron hinge 1114 bear respective complementary formations, described in greater detail hereafter, that are arranged to urge the taUeron away from the deployed, locked, posRion into an unlocked position if the yaw loading exceeds a predetermined threshold. Additionally, or jointly, other principal loads that will activate the ramp mechanism are in the flapping' plane. lt is also true, as for the wings, that any fore to aft load along the leading edge of the taileron will dislocate one ormore of the magnets.

The unlocked position may or may not correspond with the stowed position.

Referring to the taileron hinge 1114, it is substantially U-shaped and adapted to receive the taileron hinge bar 1116, in respective taileron hinge holes 1148 (only one of which is shown), together with the taileron magnetic catch 1118. The taileron hinge bar 1116 is secured to the taileron hinge 1114 using a pair of socket type grub screws or the like. It can be appreciated that using such a screw type has the advantage that minimal tooling is required to replace a taileron.

The above described translational and rotational movement is realised using the combination of the taileron hinge 1114, the taileron hinge bar 1116 and the taileron magnetic catch 1118.

The taileron is rotatably coupled to the fuselage 102 via an assembly comprising the tiller 1102, flanged bearing 1106, the taileron bearing mount 1108, a further taileron bearing 1106, the taileron 0-ring 1110 and the taileron axle 1112. Rotation is realised about the axle 1112.

The tiller arm 1104 serves as a collection point for a rod, or other connector, that is coupled to a servo, or other actuator, for varying the angle of attack of the tailerons.

Each taileron has a respective servo and its attitude is independently controllable.

As indicated above, in normal flight rotation of the tailerons is restricted such that the trailing edges describe an arc that does not extend beyond limits defined by fuselage 102 and, in a preferred embodiment, beyond the diffuser 210 of the fuselage 102.

In a preferred embodiment, the wings and tailerons are not coplanar. They are preferably separated by a distance of 25 mm. The wings and tailerons are not coplanar in an effort to control the influence of airflow leaving the wings relative to the tailerons; in effect, to control the angle of attack between the direction of airflow and the plane of the taileron as well as minimising aerodynamic blocking or shielding of the taileron during high angles of attack.

Referring to figure 12, there is shown a view 1200 of the underside of a taileron. It can be appreciated that the taileron body 1124 and taileron magnet catch 1118 have been translated away from the taileron hinge mechanism 1114. The arrows show the directions of reciprocating movement. One skilled in the art can see that the taileron hinge mechanism 1114 comprises a number of magneticalCy attractive elements 1202, 1204 and 1208 for co-operating with respective magnetically attractive elements in 1146, 1144 and 1142 of the taileron magnetic catch 1118. However, the preferred embodiment does not use the middle magnets, for the given ramp angle.

Nevertheless, the middle magnets might be used in addition to the other magnets for different ramp angles.

Figure 13 shows a view 1300 of the underside of the taileron. It can be appreciated that the taileron body 1124 and taileron magnetic catch 1118 are in the deployed or locked position.

Referring to figure 14, there is shown a v(ew 1400 of the taileron in a folded or stowed position. It can be appreciated that the taileron body 1124 has been, firstly, translated away from the taileron hinge mechanism 1114 and, secondly, rotated through substantially 90°. It can be appredated that the taileron magnetic catch 1118 has a pair of ramped surfaces 1402 and 1404 that co-operate with respective surfaces of the taileron hinge mechanism 1114. It can be appreciated that only a single one 1406 of the respective surfaces of the taileron hinge mechanism 1114 is shown. The ramped surfaces 1402 and 1404 are inclined at an angle of 60° relative to the sides of the fuselage as a reference plane. A range of acceptable angles of inclination is 45° to 60°.

The ramped surfaces 1402 and 1404 are arranged to urge the taileron out of the locked or deployed position upon sufficient yaw loading of the tailerons.

Figure 15 depicts a perspective, exploded, view 1500 of a battery housing, which comprises a battery lid 1502 and a corresponding battery case 1504. The lid 1502 and case 1504 are adapted to carry a battery 1506 and an associated interface 1508.

The interface 1508 comprises a number of connectors (not shown) for supplying power to any electrical components of the UAV 100. The interface 1508 mates with a corresponding interface on the fuselage, more particularly, on the floorboard 522 of the fuselage. lt can be appreciated that the interior of the battery case 1504 comprises a plurality of longitudinal and transverse struts 1510, 1512 and 1514.

Similarly, the lid 1502 comprises corresponding longitudinal and transverse struts (not shown).

Each side of the battery case 1504 comprises a respective slot such as the port side slot 1516 shown. The starboard side of the battery case 1504 comprises an identical respective slot. The slots are arranged to receive the slotted blades 526 and 528 of the wings. Therefore, it can be appreciated that the battery housing provides part of the structural integrity of the UAV. Such cooperation between the battery case 1504 and the wing blades 526 and 528 can also help maintain the battery housing in position. The battery housing can be inserted or removed with the wings in the unlocked, downwardly deflected position as illustrated in figure 9 above.

The lid 1502 comprises a number of lips arranged in pairs to facilitate inserting and removing the battery housing into and from the fuselage 102. The embodiment illustrated has a pair of rear lips 1518 and 1520 and a pair of forward lips 1522 and 1524. The longitudinal edges 1526 and 1528 of the battery lid 1502 are concaved to facilitate easier handling, especially when stored in the packaging described hereafter, and to preserve the structural integrity of the fuselage wing stub. The battery lid 1502 and battery case 1504 comprise complementary formations for securing one to the other. The view depicted shows the starboard complementary formations 1530 to 1536. Preferred embodiments use brass threaded inserts in the lid and stainless steer screws through bosses on the battery casing to couple together the battery housing lid 1502 and battery casing 1504.

Preferred embodiments use a lithium polymer battery. However, other batteries can equally well be used such as, for example, lithium ion, single use lithium cells and the like. Multiple battery housings can be carried on a mission. The batteries within the housings can be the same or different.

Preferably, the battery housing has a lip 1538 on the battery case 1504 that cooperates with a complementary lip (not shown) on the battery lid 1502. In preferred embodiments, the lips are sealed using a sealant to prevent water or dust ingress.

The battery housing is located on a floorboard as described above with reference to figure 5.

The floorboard has a plurality of restraints for constraining or preventing movement of the battery and to aid correct location of the battery into the fuselage 102. The battery housing bears a cut out at the rear to allow clearance over the connector in the floorboard for coupling with the interface of the battery. Preferred embodiments of the floorboard are adapted to accommodate a seal around its perimeter to guard against environ mental ingress thereby protecting sensitive electronic systems housed beneath the floorboard 522, which in combination with the sealed battery reduces the requirement to protect the geometrically complex battery aperture area from environmental ingress.

Figure 16 shows a perspective view of the fuselage 102 and battery housing. The port side slot 1602 for receiving a respective blade of the port side wing (not shown) is visible, as are the port side complementary formations 1604 and 1606 for securing the battery housing lid 1502 to the battery casing 1504. Again, preferred embodiments use brass inserts and stainless steel screws for any such securing.

Referring to figure 17, there is shown a view 1700 of the fuselage 102 and battery housing. it can be appreciated that the battery housing has been incorrectly inserted thereby revealing a number of discontinuities 1702 to 1708 between the upper surface of the fuselage 102 and the upper, outer, surface of the battery lid 1502.

The battery interface 1508 is arranged to co-operate with a complementary interface (not shown) of a circuit board embedded within the fuselage 102 such that correctly inserting the battery housing within the fuselage 102 powers up all electrical aspects of the UAV 100.

An advantage, therefore, of incorrectly inserting the battery housing into the fuselage 102 is that the battery can be transported in a space saving manner without the electrical systems of the UAV 100 being live.

in effect, the battery becomes the UAV's on/off switch.

Referring to figures 2 and 17, it can be appreciated that the underside of the fuselage has been ergonomically designed to facilitate the UAV 100 being thrown, that is, launched, by hand. The lead portion 1710 has been shaped to co-operate with the joint between the proximal phalange and metacarpal of the index finger during launching. The width of the fuselage 102 is such that the UAV 100 can be gripped between the thumb and fingers.

Figure 18 shows the fuselage 102 with the motor housing 114 removed showing the mount 1802 for the speed controller 308. Also visible are a number of fastening points for receiving respective fasteners to secure the motor housing 114 to the fuselage 102. Preferred embodiments provide three such fastening points 1804 to 1808 and use nylon screws as fasteners.

Figure 19 shows a first payload assembly 1900 for a respective camera. A preferred embodiment uses an optical camera. The payload assembly 1900 comprises a payload enclosure 1902 and a corresponding payload lid 1904. A payload interface 1906 is provided to present a flxed, or standard, interface between the payload assembly and the other electronic and electrical aspects of the UAV 100. The payload assembly 1900 further comprises a mounting plate 1908 upon which the camera 1910 can be mounted. The camera 1910 is shielded from the elements by a window assembly comprising a window gasket 1912, a window 1914 and a window retainer 1916. The window retainer 1916 comprises a plurality of fastening points; three such fastening points 1918, 1920 and 1922 are visible. The fastening points are arranged to receive corresponding nylon screws for coupling to respective fastening points (not shown) on the interior of the payload lid 1904. It can be appreciated that the payload enclosure 1902 has a height adapted to make the most of the room available within the fuselage 102, that is, the payload enclosure 1902 extends into the fuselage 102 to substantially the full height of the fuselage 1902.

Figure 20 depicts a second payload assembly 2000, comprising a payload lid 2002 and a payload enclosure 2004. The payload enclosure 2004 is identical to the above-described payload enclosure 1902 of the first payload assembly 1900. The second payload assembly 2000 also comprises a substantially identical second payload assembly interface 2006 for interfacing with the other electronic and electrical systems of the UAV 100. The payload lid 2002 has an aperture for receiving a clear plastic dome 2008 that houses a gimballed camera 2010.

Figure 21 shows a third payload assembly 2100, comprising a payload lid 2102 and a payload enclosure 2104. The payload enclosure 2104 is substantially identical to the above-described payload enclosures 1902 and 2004. The payload lid 2002 is substantially identical to the above described payload lid 1904. The third payload assembly 2100 comprises a window assembly having a window gasket 2106 and a lens seal 2108 for a respective camera 21 10. A preferred embodiment of the camera 2110 is an JR camera. The camera 2110 is mounted on a mounting plate 2112 via a respective spacer 2114. The mounting plate is substantially identical to that described above with respect to figure 19. The third payload assembly also comprises an interface 2116 for interfacing with the other electronic and electrical systems of the UAV 100.

All payload lids and enclosures have cooperating Ups that can be sealed using a sealant to prevent environmental ingress.

The UAV 100 comprises a standard interface for coupling with each of the above payload assembly interfaces, which makes changing the sensor and task to be performed by the UAV 100 as simple as removing the current payload assembly and replacing it with a different payload assembly apposite to an intended mission.

Furthermore, the inserted payload assembly introduces a box section into the fuselage 102 that stiffens the UAV 100.

Figure 22 shows packaging 2200 for the above UAV 100. The packaging 2200 is arranged such that it is substantially a rectangular solid. The top surface 2202 of the packaging 2200 is profiled to cooperate with the upper surface of the fuselage 102.

Preferably, the upper surface profile 2202 of the packaging 2200 is complementary to the upper surface of the UAV 100. It can be appreciated that the packaging 2200 provides a protrusion 2204 arranged to cooperate with, and to be inserted into, the battery bay 701 of the UAV 100. The protrusion 2204 also prevents storage of the UAV with the battery in-situ thereby guarding against transporting a live UAV. The packaging 2200 comprises a tail aperture 2206 for receiving the tail 112.

A first pair of transverse recesses is provided; one on each side the of the packaging.

The port side transverse recess 2208 of the first pair is shown. The first pair of transverse recesses is arranged to accommodate the wings 104 and 106 when in the stowed position. A second pair of transverse recesses is provided; one on each side of the packaging 2200. The port side transverse recess 2210 of the second pair is shown. The second pair of transverse recesses is arranged to accommodate the tailerons 108 and 110 when in the stowed position.

The embodiment of the packaging 2200 shown in figure 22 has a number of blind holes or apertures for receiving at least one of payload assemblies and battery housings. In the illustrated embodiment, three recesses 2212 to 2216 for the battery housings are provided and two recesses 2218 and 2220 for payload assemblies are provided.

Referring to figure 23, there is shown a view 2300 of the packaging 2200, UAV 100, several battery housings 2320 to 2306 and payload assemblies 2308 and 2310. It can be appreciated that a further payload assembly 2312 can be carried in the UAV itself.

The number of battery housings 2302 to 2306 carried will be dictated by an anticipated endurance of a given task or mission. The type of payload assemblies 2308 to 2312 carried will be dictated by the anticipated type of surveillance for a given task or mission.

It can be appreciated that the wings 104 and 106 and tailerons 108 and 110 are in the stowed position ready to be mounted onto the packaging 2200 in the direction shown by the arrow 2314.

Figure 24 illustrates a view 2400 of the UAV 100 stowed in the packaging 2200. It can be appreciated that the arrangement represents an efficient use of space. The UAV's accessories, such as, for example, the battery housings and the payload assemblies are efficiently stored between the stowed wings.

The dimensions of the substantially rectangular solid formed by the packaging 2200 and stowed UAV 100 are 600 mm x 400 mm x 150 mm. It can be appreciated that the packaging 2200 and UAV 100 are amenable to being carried in a back-pack or the like by a single person. Preferred embodiments have been realised in which the UAV 100 and packaging 2200 can be accommodated within a 65 litre bag or other

suitable MOLLE pack.

Given the design of the UAV 100, it can be removed from its packaging 2200, made live by simply inserting a battery housing and launched by hand within a relatively short time scale. Preferred embodiments allow the foregoing to be realised within 5 minutes. Furthermore, the above can be achieved by a single person.

The payload assemblies are hot-swappable such that a retrieved UAV 100 can be deployed with a different payload assembly within less than 2 minutes. The exiting payload assembly is simply removed and replaced with a desired payload assembly.

A wing can be replaced simply by removing the clips and pins, pulling the wing from the fuselage 102, inserting a replacement wing and replacing the clips and pins.

Preferably, the battery housing is removed as a first step.

A taileron can be replaced simply by unscrewing the two socket grub screws, sliding the taileron hinge bar 1116 out of position, removing and replacing the taileron body 1124 and taileron magnet catch 1118, re-inserting the taileron hinge bar 1116 and replacing the two socket grub screws. The foregoing can be achieved using minimal tooling. Preferred embodiments use a socket screwdriver to remove and replace the screws.

Referring to figure 25, there is shown a sectional view 2500 of the rear of the fuselage 102. lt can be appreciated that a servo 2502 and actuating rod 2504 coup)ed to the tiller arm 1104 for controlling the attitude of the starboard taileron.

One skilled in the art will appreciate that a corresponding port side arrangement is also provided. Also visible is a pair of through-holes for accommodating electrical connection to corresponding antennas housed within the tail as described above. A view is also provided of a pair of tail stub slots for receiving corresponding blades of the tail. Furthermore, a view of a retaining mechanism 2514 is given. The retaining mechanism 2514 is arranged to releasably retain a payload assembly in situ.

Referring to figure 26, there is shown a view 2600 of the retaining mechanism 2514.

The retaining mechanism 2514 is one of two such retaining mechanisms that are adapted to releasably engage the payload assemblies to keep them in-situ until manually released. The retaining mechanism 2514 comprises a handle 2602 for rotating the mechanism anticlockwise thereby, firstly, removing a catch 2604 from engagement with an engagement portion 2606 of a payload assembly 2608. The payload assembly 2608 can be any of the above described payload assemblies. The retaining mechanism 2514 also comprises a head 2610 adapted to urge the payload assembly 2608 out of the fuselage 102 as can be appreciated from figure 27, which shows a view 2700 of such urging.

Figure 28 depicts a view 2800 of inserting a payload assembly 2802 into the fuselage 102. The payload assembly 2802 can be any of the above described payload assemblies. It can be appreciated that two retaining mechanisms 2804 and 2806 are visible. The retaining mechanisms are identical to those described above with reference to figures 26 and 27. Also visible are the engagement portions 2808 and 2810 of the payload assemblies.

The payload assembly 2802, as with all of the above described payload assemblies, has a lip either side thereof; only the port lip 2812 is shown to facilitate handling thereof, in particular during at least one of inserting and removing the payload assembly into and out of the fuselage 102. Clearly visible is a payload assembly interface 2814 for coupling with a corresponding interface of the payload assembly 2802. The payload assembly interface 2814 provides at least one of power and control signals for controlling the operation of an instrument carried by the payload assembly.

Figure 29 shows a view 2900 of the floorboard 522. It can be appreciated that the floorboard 522 comprises a plurality of lips 2902 to 2908 for engaging complementary formations in the fuselage 102 to form a snug fit with the fuselage 102. In the embodiment illustrated above, the complementary formations of the battery housing are the longitudinal edges or corners of the battery case 1504. The floorboard lips 2902 to 2908 are arranged to receive the battery housing and to prevent lateral movement thereof. In the embodiment illustrates, four such formations are provided. The structural struts, in the form of the longitudinal strut 524 and the transverse struts 526 to 536 are clearly visible. It can be appreciated that the floorboard comprises an interface aperture or interface mount 2910 via which the battery interface can be coupled to the other electronic and electrical systems of theUAVlOO.

Figure 30 shows an exploded, close-up, view of a taileron comprising the taileron hinge 1114, which shows a pair of through holes 3002 and 3004 for receiving the taileron hinge bar 1116 and a pair of grub screw holes 3006 and 3008 for receiving grub screws 3010 and 3012 to secure the taileron hinge bar 1116 in position. A number of apertures or recesses 3214 to 3218 are provided for receiving respective magnetic elements 3020 and 3022. Neodymium magnets are preferred embodiments of such magnetic elements. The taileron hinge 1114 comprises a plurality of holes 3024 to 3030 used to secure the assembled taileron to the taileron axle 1112 via respective holes 3032 to 3038.

Figures 31a and 31b depict front 3100A and rear 31006 views of the port loom cover 3100. The starboard loom cover 1002 described above is identical to the port loom cover 3100 but for being the mirror image. The loom cover 3100 comprises a plurality of formations for at least one of engaging with and accommodating the floorboard 522. A pair of slots 3102 and 3104 are arranged to cooperate with or accommodate struts 528 and 530 of the floorboard 522. The loom cover 3100 comprises a pair of holes or recesses 3106 and 3108 for provide an allowance for a flexible wire lanyard for removal. The loom cover 3100 comprises a tab 3110 for flexibly engaging with a corresponding recess in the floorboard 522. The loom cover 3100 comprises a recess 3112 for providing an allowance for bosses in the battery housing. The loom cover 3100 also comprises a pair of upper tabs 3114 and 3116 for flexibly engaging with corresponding formations on the fuselage (not shown). The loom cover 3100 is situated by flexing it so allow the tabs 3110, 3114 and 3116 to engage their respective engagements and so that the slots 3102 and 3104 accommodate the struts 528 and 530 while concurrently being situated behind a respective one of the abutments 2902 or 2904.

Figure 32 shows an exploded view 3200 of all component parts of the UAV 100 comprising the fuselage 102 having two wing roots 122 and 124, front 202 and rear 204 sliders, and a tail stub 126. The UAV 100 also comprises port and starboard wings 104 and 106 with respective struts 644 and 646 supporting respective wing bodies 636. The UAV 100 further comprises port and starboard tailerons 108 and having respective tillers 1102 and tiller arms 1104, struts 1122 supporting taileron bodies 1124 and taileron hinges 1114. The UAV 100 further comprises a tail 112 having respective blades 2510 and 2512. The motor housing 114 is shown as accommodating the motor 306 and speed controller 308, as well as supporting the prop spinner 302, the prop adapter bar 304 and the propeller blades 116. An example of a payload assembly 1900 together with respective retaining mechanisms 218/2514 and 220/2514. An altimeter 222 is clearly visible adjacent to the payload assembly. A forward looking camera 3205 is provided to provide a forward view to the operator. The battery housing 118, comprising its casing 1504 is shown together with port and starboard loom covers 3100 and floorboard 522. It can be appreciated that the floorboard 522 is adapted to contain and protect the avionics system 3202, which is also protected from impact by the foam insert 3204. The tailerons 108 and are actuated by respective servos 2502 and corresponding rods 2504 under the control of a servo-controller 3206 that is protected from the environment by the access panel 120. The rods 2504 are coupled to the tiller arms 1104 of the tillers 1102.

Preferred embodiments of the UAV provide a wall thickness of 1mm in most places.

Embodiments were realised using such a wall thickness because it is currently thought to be the minimum wall thickness allowed by the manufacturing process for which walls of low porosity are formed. Thinner walls are inherently porous due to the granular nature of the fabrication material. By adopting this thickness, the tJAV is made as light as possible from a structural perspective and also avoids the ingress of fluids through the material pores.

The 1 mm walls form the majority of the outer skin of the UAV 100. These are then reinforced with web elements or struts that form the basis of the structural reinforcement; the thickness of the latter varies with the nature of the structural reinforcement.

One skilled in the art will appreciate that the manufacturing process is directional.

Since the parts are built up in layers, the part does not have equal structural properties in all directions. Any given part tends to be strongest in directions parallel to the build plane, and weakest in directions normal to the build plane.

Embodiments of the present invention have been built so that the planes are orientated normally to the span of the aircraft, that is to say, the aircraft is built on its side from one wing tip to the other to realise the best structural properties for the fuselage 102.

Claims

CLAIMS1. An unmanned air vehicle bearing wings and tailerons that are connected to a fuselage via hinges adapted to move the wings and tailerons between deployed and stowed positions.
2. A vehicle as claimed in claim 1, wherein the hinges are arranged such that the wings and tailerons are movable between the deployed and stowed positions by a combination of translation and rotation relative to the fuselage.
3. A vehicle as claimed in any preceding claim wherein the hinges bear an elongate slot for cooperating with respective pins of the fuselage such that the slot allows at least translation of the wings and tailerons relative to the fuselage.
4. A vehicle as claimed in any preceding claim wherein the fuselage comprises a power supply bay for receiving a power supply such that when a power supply is inserted therein the power supply cooperates with the fuselage to perform a load bearing function.
5. A vehicle as claimed in any claim 4, wherein the power supply is adapted to cooperate with the wings to provide the load bearing function.
6. A vehicle as claimed in either of claims 4 and 5 further comprising electrical and electronic systems arranged to be powered by the power supply upon inserting the power supply into the power supply bay.
7. A vehicle as claimed in any of claims 4 to 6, further comprising a floorboard adapted to provide a floor for the power supply bay.
8. A vehicle as claimed in any of claims 4 to 7, wherein the power supply comprises a housing having a lid adapted to form an external aerodynamic surface of the fuselage.
9. A vehicle as claimed in claim 17, wherein the lid bears a plurality of formations to facilitate at least one of inserting the power supply into the fuselage and removing the power supply from the fuselage.
10. A vehicle as claimed in either of claims 17 and 18, wherein the lid is shaped such that incorrect insertion creates discontinuities in the upper or outer surface of the fuselage.
11. A vehicle as claimed in any preceding claim, wherein the fuselage bears at least one slider arranged to facilitate landing.
12. A vehicle as claimed in any preceding claim, further comprising a diffuser.
13. A vehicle as claimed in any preceding claim wherein the at least one of the wings and tailerons are magnetically coupled to the fuselage to urge the wings and tailerons into the deployed position.
14. A vehicle as claimed in any preceding claim, wherein at least one of the wings has an aperture for receiving a measuring instrument.
15. A vehicle as claimed in claim 14, wherein the measuring instrument is arranged to measure air pressure.
16. A vehicle as claimed in any preceding claim, further comprising a propeller.
17. A vehicle as claimed in claim 16, wherein the propeller comprises a plurality of propeller blades that are moveable between deployed and stowed positions.
18. A vehicle as claimed in any preceding claim, wherein the hinges are adapted to facilitate at least one of anhedral and dihedral movement of the wings.
19. A vehicle as claimed in any preceding claim, wherein the tailerons are rotatable about a common axis to control vehicle movement during flight.
20. A vehicle as claimed in any preceding claim, wherein the underside of the fuselage bears a recessed aperture for receiving a payload assembly.
21. A vehicle as claimed in claim 20, wherein the payload assembly comprises a cover adapted to form part of an outer, lower, surface of the underside of the fuselage, and a casing for carrying an instrument; the casing being arranged to extend substantially into the fuselage and/or contributes to the structural integrity of the UAV.
22. A vehicle as claimed in any preceding claim, wherein at least the fuselage is printed.
23. A vehicle as claimed in claim 22 wherein the fuselage comprises a plurality of bonded layers or additive layers.
24. A vehicle as claimed in any preceding claim wherein at least one of the wings and tailerons comprises a resiliently deformable material.
25. A vehicle as claimed in claim 24, wherein the resiliently deformable material comprises a foam.
26. A vehicle as claimed in any preceding claim comprising a vertical stabiliser.
27. A vehicle as claimed in claim 26 wherein the vertical stabiliser has at least one antenna embedded therein.
28. An unmanned air vehicle comprising a printed fuselage.
29. A vehicle as claimed in claim 28 wherein the fuselage comprises a plurality of bonded layers or additive layers.
30. A printed or additive layer fuselage for an unmanned air vehicle as claimed in any preceding claim.
31. Packaging for storing a vehicle as claimed in any preceding claim when the wings and tailerons are in the stowed position.
32. Packaging as claimed in claim 31, wherein the packaging bearing the vehicle in the stowed position substantially defines a rectangular solid volume.
33. Packaging as claimed in either of claims 31 and 32, wherein the packaging has a fuselage bearing surface.
34. Packaging as claimed in claim 33, wherein the fuselage bearing surface comprises at least one of a protrusion for insertion into the fuselage and an aperture for receiving a portion of the vehicle.
35. Packaging as claimed in any of claims 31 to 34, further comprising a plurality of storage compartments and/or wherein at least one of said plurality of storage compartments is disposed between the wings.
36. Packaging as claimed in claim 35, wherein the storage compartments are adapted to receive at least one of a power supply and a payload assembly.
37. A wing for an unmanned air vehicle as claimed in any preceding claim.
38. A taileron for an unmanned air vehicle as claimed in any preceding claim.
39. A payload assembly or payload housing for an unmanned air vehicre as claimed in any preceding claim.
40. A battery housing for an unmanned air vehicle as claimed in any preceding claim.
41. An unmanned air vehicle substantially as described herein with reference to and/or any of the accompanying drawings.
42. A printed fuselage substantially as described herein with reference to and/or any of the accompanying drawings.
43. A wing substantially as described herein with reference to and/or any of the accompanying drawings.
44. A taileron substantially as described herein with reference to and/or any of the accompanying drawings.
45. A payload housing or assembly substantially as described herein with reference to and/or any of the accompanying drawings.
46. A battery housing substantially as described herein with reference to and/or any of the accompanying drawings.