JPWO2019118908A5 - - Google Patents

Description

The present invention relates to fire extinguishing vehicles, especially aircraft for extinguishing a wide range of fires.

Some prior art devices teach the use of "smart" systems for delivering, targeting, and releasing flame-retardant materials. A common function is to use a parachute, sled, or gliding system in combination with GPS, and then when a given position or height above the tree limit level of a fire is achieved, the chemicals accordingly. Explosives are used to release the load. Some are ground impact devices that use explosives to diffuse their contents or act as a fail-safe mechanism if the device does not explode on impact. Many systems are connected to retractable wings or air brakes to assist the descent of the projectile or smart bomb, but the actual semi-autonomy or as a projectile navigating in the air with an aircraft or built-in propulsion mechanism. Not used in autonomous flight. These devices utilize inertia as a transport mechanism when falling into a fire environment during launch or flight, but unfortunately they cannot be thought of or learned using today's smart technologies, and fire trees. There is also no ability to achieve true flight within limits.

Since this is a system and mechanism for the delivery of flame suppressants (delayants and others), actual flame suppressants and other such materials are not described herein.

U.S. Pat. No. 9,393,450 provides methods, systems, and devices for aerial transport of a flame suppressant consisting of an outer shell with at least one input port, at least one output port, and at least one pocket. Is taught. At least two landing sleds are attached to the bottom of the outer shell, and a bladder is formed inside the outer shell. The fuze and detonator attached to the bladder are located in at least one pocket and operably connected to the fuze configured to release the liquid contained in the bladder. The detonator triggers the fuze to release the flame retardant seed to the target.

One of the limitations here is that it is not an accurate transport mechanism that can be operated independently to transport the flame retardant container.

U.S. Pat. Nos. 9, 120, 570 teaches that systems and methods for deployment operations from aircraft are presented. The designated position of the target is received by a flight control system connected to a container with a position tracking guidance device with an agent. The container with the position tracking guidance device is discharged at a discharge point from an aircraft approximately above the designated position of the target, and descends at a descent speed and a descent angle. The calculated course to the designated location is calculated based on the designated location and the current location of the container with the position tracking guidance device. The vessel with position tracking guidance is aerodynamically guided by a glide control structure and flies along the calculated path from the discharge point to a load release altitude near the designated position of the target. The agent is transported to the designated location of the target by releasing the agent at the load release altitude near the designated location.

There is also a system with a GPS guidance system deployed by a parachute equipped with a gliding control system.

U.S. Pat. Nos. 8,746,355 teaches pre-programmed fire extinguishing bombs to explode on the ground or at a height of 2-200 feet above the tree line. A laser or barometric altitude sensor is used in combination with the GPS altitude sensor to perform fail-safe detonation very accurately at the appropriate altitude. US Pat. Teaches an upgrade, but the ground causes a detonation of the C4 charge, spreading its contents from it. Also, use an air brake system to "guarantee that the housing unit will fall in the direction that the second end touches the ground" and explode within 2 to 200 feet above the ground or tree line. Can be done.

Although the air brake can be applied to stabilize the device, it is not part of a true "flying" system and cannot be deployed to offset the blast generated during the explosion. Neither U.S. Pat. Nos. 8,746,355 nor U.S. Patent Application Publication No. 2017/0007865 can carry out autonomous conventional flight activities.

In US Pat. Nos. 7,975,774, the flame retardant-containing bomb with induction device has a container with retractable blades, tails, and elevators with conventional release blade shape factors, and the control surface. , A GPS with inertial guidance control and the ability to receive external commands, and a charge core for decomposing and dispersing the flame retardant or water via a control device.

Its retractable wings are deployable at launch, but there is no suggestion that they can be stowed for altitudes below the top of the tree, and their ability to "lift" is limited. As shown, "a single 1,000 or 2,000 pounds of water or flame-retardant chemicals is not enough to extinguish a large or medium-sized fire, so a" smart water bomb " Many of them can be used in large quantities, and depending on the situation ,,,, "Detonation employs explosive cores and targeting is based on preselected decomposition heights. Since there is no propulsion system, the flight will be a flight of a glider with a heavy nose.

U.S. Pat. No. 7,478,680 consists of an encapsulated cryogenic projectile with a frozen mixture of a combination of carbon dioxide, nitrogen and gas, and a solidified solidified bullet explosive of compressed solid fire extinguishing agent. Teaching a fire extinguisher. These strategically placed, cryogenic storage devices are fired in the air above the flames or on the ground in the event of a fire. The embedded explosive explodes at a predetermined optimum height and instantly forcibly disperses the solidified gas / compressed solid fire extinguisher into the targeted area.

U.S. Pat. Nos. 7, 261 and 165 teach that a housing unit contains two parts that define a fire extinguishing chemical that stores its internal volume. The housing unit is transported by aircraft to the target area of a forest fire and dropped into the target area. The explosive is inside the housing unit and explodes when the housing unit collides with the ground. The explosion associated with the exploding charge separates the two parts of the housing and disperses the chemical from the open housing unit.

The effect may be limited by how much it can spread up and sideways to impact the flame retardant and may not be as effective as an aerial explosion vertical fire extinguishing element.

U.S. Pat. No. 7,083,000 teaches that methods of extinguishing and refractory are provided that include the steps of confining fire extinguishing agents and flame retardants in the form of slurries, liquids or gases in shells such as solids. are doing. When the shell is used as a "non-lethal" device, agents such as ice water and liquid carbon dioxide are useful. The solid shell is sublimable and bursts upon impact at the target location or exposure to environmental conditions, releasing the contents of the shell and fragments of the shell to the target location.

US Patent Application Publication No. 2006005974 teaches an aircraft equipped with a fire extinguishing agent container for spray fire extinguishing designated for efficient fire extinguishing. The detonator in the fire extinguisher container can be detonated through a fuse. The detonator is attached to the aircraft so that the extinguishing agent contained in the extinguishing agent container produces an extinguishing agent spray at the time of ignition. This is a missile that can be launched in the air or on the ground, and when it explodes using a timed fuse, it provides a mist of water to the target fire area.

When compared to the present invention, Japanese Patent Application Laid-Open No. 2006005974 is limited to the scope of exploration and targeting.

Significant advances have been made in the use of aircraft for general flight and fire extinguishing activities.

U.S. Pat. No. 9,750,963 teaches a system for dispersing a liquid in a desired location, wherein the system comprises a pressurized tank having a body and said to introduce the liquid into the body. It has an inlet for fluid communication with the main body and an outlet for fluid communication with the main body for diffusing the liquid, and for improvement, diffusion for decelerating the pressurized air entering the main body from the inlet. Including providing a vessel.

U.S. Pat. No. 7,284,727 discloses systems and methods for air dispersion of materials. An aerial decentralization system that can be used to enable rapid and temporary conversion of aircraft for aerial dispersal purposes such as aerial firefighting. The aerial distribution system is a modular component configured for compatibility with conventional cargo loading and unloading systems for modern aircraft, including wide-body passengers and side-loading cargo systems for cargo aircraft with high lift capacity. Is implemented using. The aerial distribution system may be quickly installed in a large fleet of large capacity aircraft in response to a wildfire. A typical 747 commercial aircraft has a total carrying weight of about 14,000,000 pounds and can carry about 130,000 gallons of liquid dispersant such as water. This is more than four times the capacity of 3,000 gallons of a typical aerial decentralized system aircraft used for purposes such as aerial firefighting at the time. This is a pre-Super Global Tanker system, like most aircraft modified delivery systems, how close you can deal with fire situations from above, landing and reload area availability, capacity, and release. It is only valid for the response time from to return to the fire and the number of aircraft that can be deployed.

The global supertanker B747-400, The Spirit of John Muir, has a patent capable of providing single or multiple cargo drops with over 19,000 gallons (72,000 liters) of water, flame retardants, or inhibitors. It incorporates an acquired system. These fluids are released from the airplane's pressurized tank at various velocities to produce a reaction tailored to the needs of the fire department. This unique capability allows up to 6 drops in a single flight, but other aircraft such as the C-130 and BAe-146 require repeated landings and refueling to achieve the same result. ..

U.S. Pat. Nos. 9, 750, 963 and 7, 284, 727 show advances in the rapid modular adaptation of suppressant dispersion materials to large aircraft, the Global Suter Tanker dedicated to aerial fire extinguishing. It is a platform. The Global Suter Tanker can be operated in two separate ways, but because the same constant flow system is pressurized, it can be continuously discharged or segmented drops of up to 8-13. The global supertanker can operate in the sky or within 15 meters of the tree limit level (higher at that time).

Significant progress has been made since the 2002 fire season, when two aerial refueling aircraft were fatally crashed in the United States. However, the present invention allows the system to operate below tree limit levels, where it uses infrared data for mapping and AI self-learning / reprogramming for fire targeting and suppression. It can be performed.

U.S. Patent Application Publication No. 201701160740 receives a request for an operation, including crossing a flight path from a first location to a second location and performing an operational mission, and a location based on the request. A device for calculating the flight path to two locations is disclosed. The device determines the capabilities required for the operation based on the requirements and identifies the UAV (Unmanned Aerial Vehicle) based on the capabilities required for the operation. The device generates flight path commands for the flight path and operational commands for the operational mission so that the identified UAV can fly from the first location to the second location via the flight path. And provide the flight path / operation instructions to the identified UAV to perform the operation mission at the second location.

U.S. Patent Application Publication No. 20170259098 discloses the effective use of acoustic techniques to control different types of fires by adjusting the frequency of sound waves. It also teaches the desire to be able to use it as a mobile terminal, place it in a fixed or static location, such as on a cooking stove, and someday attach it to a drone for deployment over fire situations. However, it does not disclose how the acoustic technique can be adapted to wildfires.

CN205891227U teaches an unmanned aerial vehicle (“UAV”) with a fire extinguishing sound device and a thermal imaging system mounted on the bottom of the fuselage, the thermal imaging system to obtain temperature information for guidance to the target area. Used for. However, CN205891227U does not teach how the UAV can be extinguished in a fully deployed fire.

In short, prior art does not teach ordinary skill in the art to craft systems or methods for emitting pressure waves inside a wide range of fires to control or extinguish a fire.

The present invention blocks pressure or shock waves by targeting them horizontally and vertically in a controlled, discrete, non-destructive aerial blast, alone or in combination with other fire extinguishing materials. In, to control wildfires, use on, side by side, around, through, and from the midst of a fire. The present invention can use elements from the ambient environment to create the need for electrical and propulsive forces without the use of solid, gel or liquid fuels, or other external propellants. When a pressure wave travels across a flame and disturbs its energy to create a low pressure system, the flame travels from the fuel source. This is a non-incendiary method applied here to create a fire extinguishing and fire extinguishing method of the present invention. Utilizing air from a "fire environment", pressure or shock waves generated by a non-incendiary reaction mechanism are effective in blowing fire from its fuel source. When combined with a fluid load, the intensity of the shock wave is accelerated while spraying the fluid and additional fire extinguishing material, thereby doubling the effectiveness of fire control. The non-destructive shock wave reaction mechanism can be efficiently and continuously reloaded and released without leaving the fire situation, which constitutes a tactical advantage at and within the location. Using the AI platform, resources can be arranged autonomously or semi-autonomously in a configuration, like a swarm of drones, forming a fire extinguishing activity that covers, walls, or blocks one side inside and in close proximity to a fire. ..

According to currently preferred embodiments, an aircraft is provided for extinguishing a wide range of fires having the following:

(1) The first container having an outer surface and an inner surface defining the first chamber, the first container made of a first heat insulating material having a melting point of more than about 800 ° C.;
(2) A second container having an outer surface and an inner surface defining a second chamber and arranged concentrically and coaxially in the first chamber of the first container, the second container. The container is made of a second insulating material having a melting point of more than about 800 ° C., the inner surface of the second container receives and holds compressed air in the second chamber and transmits pressure waves. It has an intake port configured to selectively expel the compressed air through an exhaust port configured to generate and extinguish the fire, is flame resistant, and has a temperature of about 35 ° C to about 1, The first and second insulating materials configured to provide insulation to maintain an internal temperature of 35 ° C or less in an environment in the range of 650 ° C;
(3) A means for compressing the air in the second chamber of the second container, and
(4) A propulsion system including a thrust vectoring system for propelling the aircraft.

The following description is, in principle, exemplary and is not intended to limit the application and use of the present disclosure or embodiments of the present disclosure. Descriptions of specific equipment, techniques, and applications are provided by way of example only. Modifications of the embodiments described herein are readily apparent to those of skill in the art, and the general principles defined herein do not deviate from the spirit and scope of the present disclosure, as well as other embodiments. Can be applied to applications. The present disclosure should be given a scope consistent with the claims and is not limited to the examples described and shown herein.

FIG. 1 is a cross-sectional top view of a currently preferred embodiment of the dual hull aircraft of the present invention. FIG. 2 is a cross-sectional view of a thrust vectoring system of another preferred embodiment, showing its pump, intake and exhaust lines, gas filtration system, thrust vectoring nozzle, and rotatable tab. FIG. 3 shows a horizontal view of the aircraft with retractable wings, elevator and rudder assembly designed for shock wave directional explosive delivery, with the pressure wave chamber in a closed position. Is shown. FIG. 4 shows a top view of an aircraft with retractable wings, elevator and rudder assembly designed for shock wave directional explosive supply, showing the pressure wave chamber in the closed position. .. FIG. 5 shows a top view of the aircraft, showing that the door at the top of the fuselage is in the open position. FIG. 6 shows a top view of the aircraft, showing the pressure wave chamber with a collection container. FIG. 7 shows a front view of the aircraft, showing a pneumatic aerodynamic control and drag reduction airframe channel system. FIG. 8 shows a separate diagram of an in-flight alternative system for producing thermal energy and power in said aircraft of the present invention.

FIG. 1 schematically illustrates the double hull design of the currently preferred embodiment of the aircraft of the present invention. To achieve a pressure wave, the pressure wave chamber (16) receives a certain amount of air from the external environment (E0), is compressed in it, and then with a target flame, preferably in a controlled manner. An elastic bladder (12) is used to be configured to be forced into the external environment at high speed through a currently open, preferably oblique nozzle (6). The pressure chamber (16) preferably uses one or more high capacity high pressure air pumps (8), each equipped with an air backflow prevention device, and / or preferably one or more dependents. The air pressure wave chamber (10) that fills the pressure wave chamber (16) can be directly filled with air from the external environment. The dependent pneumatic wave chamber (10) preferably pumps air from the environment by one or more high capacity high pressure air pumps (8) and then preferably one or more. It is sent to the pressure wave chamber (16) under high compression through a separate large-capacity high-pressure air pump (8). Upon reaching the target flame region and compressing an amount of air sufficient to disturb the energy of the target flame, the command or control module (64) may use the air pump (8) and the dependent air pressure wave chamber (10). Pauses the filling of the pressure wave chamber (16) by, and at the same time opens the opening, preferably an oblique nozzle (6), to expel its contents to the target flame region at high speed. A microelectric machine attached to the bladder assist (14) by rapidly accelerating the movement of the bladder (12) in the pressure wave chamber (16) from a stationary state to the opening, preferably an oblique nozzle (6). Activate the device and actuator (not shown). When the air content therein is expelled, the command or control module (64) closes the opening (6) and causes the bladder assist (14) to retract the bladder (12) into its dormant state. Then the process is repeated.

Starting from the inside of the pressure wave chamber (16) where air is compressed therein, and toward the outside, the material surface of the pressure wave chamber (16) is preferably a titanium (18), single crystal film (20). ), Ceramic matrix composite material, blast mitigation material (24), film of high heat extreme heat resistant material such as shock absorbing material or shock absorbing system (26) (22), internal chamber made of high heat extreme heat resistant material film ( 22), a single crystal film (20), and an outer surface of titanium (18). The pressure wave chamber (16) repeatedly fills and expels uncooled hot air from the external environment (E0) and experiences a maximum temperature inside the aircraft. The compression of hot air within the same can increase the temperature experienced within the pressure wave chamber (16) and by the pressure wave chamber (16). Therefore, titanium is selected as the preferred inner surface (18) of the pressure wave chamber because it is less vulnerable to creep at high temperatures, has strength durability, and has low thermal (radiation) conductivity. Titanium has a boiling point of 3,287 ° C and a melting point of 1,668 ° C. By applying a titanium alloy, a metal having high strength and toughness can be obtained at an extreme temperature. The single crystal coating (20) provides an additional layer of strength and durability for the structure at high temperatures. The opening, preferably the diagonal nozzle (6), should be made of a material with high heat resistance / extreme heat resistance and high elongation strength.

As shown herein, the bladder (12) and bladder assist (14) mechanisms within the pressure wave chamber (16) withstand the temperature of the hot air and are internally compressed to the pressure wave chamber (16). It is composed of a heat-resistant elastic material discharged from. The bladder (12)) assists in compressing air by means of resistance, and the command or control module (64) opens the air outlet (6) (preferably an oblique nozzle) of the pressure wave chamber (16). When the air contents in the pressure wave chamber (16) are discharged, the compressed air from the pressure wave chamber (16) is planned by rapidly expanding in the pressure wave chamber (16). Support emissions.

The aircraft programming commands or control modules, avionics packages include flight software programs, onboard global positioning system (GPS), gyroscope positioning (including sensors and controls), collision detection and avoidance (LIDAR). , Thermal targeting and partitioning, Targeting and emission control programming, Internal and external communication systems, Security systems, On-board monitoring systems (pressure wave chamber pumps, pressure wave chamber pneumatics, propulsion pumps, fluid coverage volumes and pressures, and system checks) Includes aircraft internal temperature, air and fluid pressure release, thrust deflection nozzle function and flow, power generation, altimeter, navigation, any infrared, near-infrared, and video cameras, antennas, and any optical cameras. Electronic components should be constructed of materials and / or coatings that significantly prevent the effects of intense heat generated by the fire environment. The aircraft is designed to operate as an autonomous or semi-autonomous system after being programmed and activated by an authorized user or an authorized user system (not shown). Since each aircraft is equipped with GPS and operational data is transmitted in real time to and from an external surveillance system, authorized users can program the command module of the aircraft and / or operate the system. Invalidation, reprogramming, and manual control, which can invalidate pre-programmed instructions in the operational phase for manual control, are limited to fire extinguishing activities. As used herein, the operational phase of the aircraft shall mean the case where the aircraft is launched / deployed.

With respect to the aircraft's flight assembly system: Instead of using external wings, an elevator, and a rudder or environmentally exposed roll system, the aircraft is equipped with an adjustable subsurface thrust deflection nozzle, preferably. A large amount of air to the surface or subsurface tabs to control the pitch, yawing, lift, and roll of the aircraft, in a manner similar to that applied to aircraft or other winged or rotary UAVs. One or more on-board high-speed, high-pressure, large-capacity pumps are connected. The forward propulsion, aerial stop, and reverse flight operations of the aircraft's flight assembly system are electronically controlled by the aircraft's onboard navigation system. The surface or subsurface tabs serve as ailerons for winged aircraft or drones, elevators, and rudders. The propulsion pump and the pressure wave chamber pump have a self-cleaning type clogging prevention function, which significantly clogs the intake due to the accumulation of soot and other suspended particulate matter that are often seen in fire environments. To prevent. The propulsion pump and pressure wave chamber pump are connected to the surface of the aircraft, which allows such ones to extract air from the surrounding environment. The base of the aircraft also houses a rear propulsion port and its propulsion pump.

The bottom of the aircraft utilizes thermal energy from the (fire) environment that is then used to heat the fluid or salt to power the conventional or thermal power generation system mounted during the operational phase of the aircraft. Equipped with a closed-loop power system for The closed-loop power supply system is electronically connected to the command or control module (64) of the aircraft. The closed-loop power supply system comprises a heat exchange system, which is linked to the surface of the aircraft for the purpose of extracting heat from the external environment, thereby the external (fire). Heat is transferred from the environment to a container system that holds a hot medium. The heat contained in this system may be used to generate electricity by conventional or thermoelectric generators. The container system holding the hot medium can use a heat storage medium holding a fluid or salt that can be heated from the thermal energy transferred from the external environment by the heat exchange system. If the unfolding atmospheric temperature of the aircraft is below the minimum heat threshold required to transfer heat by the heat exchanger to the conventional or thermoelectric power generation system and the built-in containment system, the system shall: Transfers the heat contained within the built-in storage system to generate electric power. A conventional or thermoelectric power generation system with a built-in closed-loop power supply system is further connected to a battery and battery charger system. The battery is an additional power source that is activated when the aircraft is programmed for deployment and launch. If the electrical output produced by the power generation system is 5% greater than the minimum level of power required to operate the aircraft, power is provided by the battery system. The deployment stage of the aircraft provides the built-in conventional or thermoelectric power generation system and, optionally, what the battery system requires for the operation of the system. The material structure of the closed-loop power system is such that heat transfer from the same interior to other components within the aircraft is significantly prevented.

As shown in FIG. 1, the air or pressure wave chamber (16) is defined by the inner surface of a cylindrical tube attached to half of the hemispherical portions at both ends. Attached to the inner surface of the upper and lower hemispheres of the pressure wave chamber (16) is preferably one or more high pressure large capacity pumps (8). The pump (14) pressurizes the pressure wave chamber (16) when activated by the command or control module (64). The pump is connected to the surface of the aircraft (200) by an air intake line (52) for the purpose of extracting air from the external environment. As further shown in FIG. 1, the flight assembly system (32), including wings, elevators, ailerons, and rudders, is connected to the airframe (200). One or more thrust vectoring nozzles attached to the outer surface of the wings, elevators, ailerons, rudders, and the first container, one or more pumps connected to the aircraft, the aircraft ( 200) The aircraft (200) also includes one or more thrust vectoring nozzles that expel air affecting pitch, yawing, lift and / or roll.

The heat-resistant material covering the inner container located concentrically and coaxially with the outer container is contained in the various configurations inside the airframe during the deployment of the aircraft (200) in or in the vicinity of a fire zone. It must be sufficient to significantly prevent the passage of heat from the external fire environment to the element.

As shown in FIG. 2, the aviation assembly mechanism is one micro thrust vectoring system pump connected to a thrust vectoring nozzle (50), the micro thrust vectoring system pump (8) from a hard-to-break surface area of the aircraft (200). ), A servo motor that controls the swivel mechanism that allows the tabs to roll as needed to maintain flight, lift, air stop, pitch, yawing and roll (see Figure 2). It consists of tabs, which are adapted to the surface area of the aircraft, connected to (not shown). The thrust vectoring nozzles incorporated herein are intended to apply the same principles used in jet engines, but here the air flow at high speeds relative to the rotatable tabs. Pour in. The intake passage (52) extending from the fragile surface area of the aircraft (200) to the micro thrust vectoring system pump (8) (see FIG. 2) significantly increases the accumulation of soot and other debris in it. It consists of a clogging prevention surface material and a particulate matter filtration system to prevent.

Here, the thrust vectoring nozzle is used to control the pitch, roll, yawing, aerial stop, lift, and propulsion of the aircraft (200). Each thrust vectoring nozzle (50) is preferably mounted directly on one or more high speed pumps (8) that extract a large amount of air from the surrounding external environment. The pump (8) then forces the thrust vectoring nozzle (50) the speed required to maintain flight and altitude control of the aircraft (200), as needed, above and inside the fire area. The actual amount and velocity of air projected from the micro thrust vectoring system pump (8) to the thrust vectoring nozzle (50) is determined based on aerodynamic requirements. The thrust generated in this way is similar to that required when using a thrust vectoring system for aircraft, drone, or rocket engines for flight purposes. The flight assembly mechanism is electronically linked to the command or control module (64) of the aircraft (200). The tab (54) is attached to a servomotor (88) that controls the pitch of the tab and is designed to move or roll in the same manner as an aircraft aileron, elevator, and rudder assembly. ing. The pressure of air provided by the thrust vectoring nozzle ported to the tab, and the angle of the tab, pitch, roll, yaw, lift, horizontal and vertical roll as the air flow exits the aircraft (200). , And with control for aerial stops. The distal end of the thrust vectoring system intake path is directed to the surface of the aircraft so that air can be extracted from the external environment. Since the intake passage is arranged at a position and an angle sufficiently distant from the thrust vectoring system nozzle and tab and the flow of air passing through the tab, the air discharged by the thrust vectoring nozzle is the intake system and the said. It does not affect or interfere with the ability of the intake system to function.

The type of pump required to provide the required amount of air to provide the control pitch, roll, yawing and lift of the aircraft (200) above the top of the tree, as well as the top of the tree. Maneuvering within or below the pump can be easily determined by one of ordinary skill in the art.

The aircraft propulsion system is electronically linked to the built-in closed-loop power supply system by the command or control module (64). Electric power is generated in Kinai using a closed-loop power supply system that utilizes heat from the fire environment via a heat exchanger (130) connected to a storage system containing heated fluid or salt. The built-in closed-loop power supply system is then connected to a conventional or thermoelectric power generation system that produces the power required to operate the aircraft. The size, shape, and material of the containment system containing the closed-loop power supply system used is partially determined by its ability to absorb heat.

The bottom and top contain thrust vectoring nozzles (50) that operate independently. Each thrust vectoring nozzle (50) here is linked to another large capacity high speed pump (8). These pumps (8) extract air from the surrounding environment, which is sent from the thrust vectoring nozzle at high speed and flows the propulsive force and aviation control of the aircraft. The bottom and top include surface or subsurface horizontally and vertically mounted tabs (54) mounted on servomotors that control pitch, roll, elevation, and yawing. The tab (54) is designed to roll the aircraft in the same manner as the aircraft's ailerons, elevators, and rudder flap assemblies, allowing the aircraft to roll, rotate, and lift. Conventional aircraft wings employ the ailerons, elevators, and rudder flaps in their respective assemblies, but the flap assemblies are built into the body of the aircraft itself rather than protruding outwards. .. As used herein, the thrust vectoring system includes the tab (54), the pump (8), and the thrust vectoring nozzle (50). Since each aircraft utilizes at least two thrust vectoring systems during deployment, each thrust vectoring system can be operated separately and separately from other thrust vectoring systems that are part of the invention. Each component described as operating independently, being housed independently, and allowing the aircraft to operate independently shall mean that each can operate / function independently. For example, if one thrust vectoring system in an aircraft malfunctions, the remaining thrust vectoring systems operate independently to continue operation and / or to compensate for the malfunctioning component. Similarly, when an aircraft is operating in a "flock", some or all of the aircraft may operate separately from a single aircraft acting as a central aircraft in or within the flock.

A plurality of independently operating thrust vectoring nozzles (50) are attached to the bottom and the top, and each thrust vectoring nozzle (50) is provided with another large-capacity high-speed pump (8) and the aircraft. An independently actuating thrust vectoring nozzle (50) individually linked to a surface or subsurface mounted tab (54) that enhances maneuverability of (200) is housed in both the top and bottom. Thereby, the front and rear parts of the aircraft (200) can be tilted on its vertical or horizontal axis during air stop, air stop stationary, or forward motion. This design allows the aircraft to roll or rotate around a central axis without changing its latitude or vertical position.

The bottom accommodates a separate rear propulsion assembly (vectorized nozzles, preferably one or more high capacity high speed pumps, and surface or subsurface mounted tabs). Placing a horizontal tab and a vertical tab (8) here improves yawing and pitch maneuverability as compared to a fixed position rear propulsion engine.

A closed-loop power generation system containing a heatable fluid or salt utilizes heat energy from a fire environment via a connected heat exchanger. The thermal energy of the currently heated fluid or salt is required to operate the system beyond that, in addition to the power generated during the programming of the command or control module (64) and the actual launch of the aircraft. Used by a connected conventional or thermoelectric generator (76) to generate the alleged power.

By equipping the thrust vectoring system and the closed-loop power supply system with a gas filtration system, for example, by extracting nitrogen and / or carbon dioxide from the external environment, the effluent resulting from the thrust vectoring system of the aircraft will be It is a fire extinguishing agent when operating in or near the fire area. This reduces the oxygen footprint of the propulsion system due to the downwash of the aircraft.

At the top of the aircraft (200) are command or control modules (64) of the aircraft (200), flight software programs, GPS, gyroscope positioning (including sensors and controls), collision detection and avoidance (LIDAR). , Thermal targeting and partitioning, Targeting and emission control programming, Internal and external communication systems, Security systems, On-board monitoring and diagnostic systems (pressure wave chamber pump, pressure wave chamber pneumatic, propulsion pump, fluid coverage volume and pressure, closed loop Power system, internal and external environment temperature and system check), air and fluid pressure release (30), thrust deflection nozzle function and flow (11, 12, 13), conventional or thermoelectric generator, aircraft internal temperature (33) Includes an aviation package that includes an altimeter, navigation, any infrared, near-infrared, and video camera, antenna, and any optical camera.

FIG. 2 shows the thrust vectoring (assembly) system. In order to prevent soot and other suspended particulate matter common to the fire environment from clogging the air intake, the air intake using self-cleaning anti-clogging material is micro-thrust vectored from the surface of the aircraft (200). It extends to the system pump (8). If optional air filtration means are included (as shown here) (92), the intake passage (and / or gas or inert gas) to extract air (and / or gas or inert gas) from the (fire) environment. An extension of 52) connects the filter system to the micropropulsion deflection system pump (8). The micro-thrust vectoring system pump (8) draws a large amount of air from the environment through these air passages and sends it to the thrust vector nozzle (50) at high speed through the outflow passage (86). The outflow path (86) comprises a flexible connector (94) that allows the thrust vectoring nozzle (50) to move. The tip (96) of the thrust vectoring nozzle has a flexible baffle structure and can be expanded and contracted to increase or decrease the amount and pressure of air released at the request of the command or control module (64). A servomotor is attached to the thrust vectoring nozzle (50) to improve the flexibility of the directed air flow, similar to a high performance aircraft thrust vectoring engine. The thrust vectoring nozzle (50) also comprises a flexible backflow prevention webbing (98) to significantly prevent loss or escape of pressurized air flowing from the thrust vectoring nozzle to the adjustable tab (54). .. The adjustable tab (54) attached to the surface of the servomotor and the aircraft (200) can be angled as needed by the command or the command of the control module (64). The ability to angle the tabs is consistent with the functionality of the aircraft wings, elevators, ailerons, and rudder assembly. The ability to angle the flow of compressed air from the tabs and thrust vectoring nozzles to the tabs improves the maneuverability of the airframe. The distal end of the suction path of the aircraft thrust vectoring system is directed towards the surface so that air can be extracted from the external environment. Since the intake passage is arranged at a position and an angle considerably away from the thrust deflection system nozzle and tab, and the flow of air passing through the tab, the air discharged from the nozzle is generated by the intake system and the intake system. It does not affect or interfere with the ability to function. Since the figure here is two-dimensional, the arrangement of the intake passages on the surface of the aircraft may appear closer than the actual arrangement of the intake passages.

As used herein, when the command or control module (64) activates the pressure wave chamber pump to rapidly increase air pressure from X2psi or X3psi to X4psi, the air brake servomotor also activates. The impact of the X4psi emission that dominates the wind or turbulence within or adjacent to the fire situation that extends the air brake outwards for a predetermined period of time at the time of the X4psi release and otherwise affects the trajectory of the aircraft. Produces enough drag to counteract.

Also, as used herein, the aircraft's sensors detect an approaching shock wave, or the aircraft's projected pressure or shock wave (eg, colliding with a surface) is said to be the aircraft. Upon returning to the direction of, the command or control module (64) deploys and adjusts the air brakes accordingly to maintain the track or modify the course to move.

The air brake is made of a lightweight material and emits X4psi from the aircraft, the pressure of X4psi at back pressure, and / or the pressure applied by another aircraft in close proximity to the same blast field, and shock waves, fire. It is configured to withstand the pressure required to counter the movements resulting from strong winds such as updrafts, turbulences and vortices associated with. The air brake can also be applied by the command or control module (64) when accessing a recovery and docking site or system (not shown).

After correcting for directional explosives, directional explosive back pressure, eddy, vortices, or course corrections, the command or control module activates the air brake servomotor to cancel the air brake.

As used herein, a second option for offsetting the pressure exerted on the aircraft by an X4 psi discharge is the deployment of an additional but separate thrust vectoring system. Here, the additional thrust vectoring system is housed between the front surface of the pressure wave chamber and the outer surface of the aircraft and ventilates to a non-fragile surface outside the aircraft. By determining the pressure applied in M # milliseconds with the X4psi emission, those familiar with aerodynamics, shock wave research and usage should be able to apply the above pressure and N °, which must be applied by a thrust vectoring system. The length of time the pressure is applied can be determined. The N ° pressure is the aircraft at the time of X4psi emission and after the release where the effects of the pressure or shock waves on the aircraft dissipate to return or maintain the aircraft's orbit to its pre-X4psi emission orbit. Represents the range of pressure required to maintain the orbit of the aircraft.

As further used herein, as the aircraft reaches its fire target area and rotates to orbit and its directional explosive position, said, while maintaining the orbit of the aircraft through the operation of a thrust vectoring system. The command or control module (64) electronically activates the thrust vectoring system at X2psi or X3psi, so that upon emission of X4psi the thrust vectoring system applies sufficient pressure for a predetermined period of M # milliseconds. Then, reducing such pressure according to the pre-X4psi emission level maintained by the thrust vectoring system resumes flight and orbital maneuvers.

As used herein, a third option for offsetting the pressure exerted on the aircraft by X4 psi emission is in the same or similar manner as the principles of pneumatic aerodynamic control and drag reduction. It is the development of compressed air. To do so, a reinforced road extends from the outer wall of the aircraft to an airtightly controlled door leading to the inner wall of the pressure wave chamber. Unintended air release is prevented by a backflow prevention valve or door until activated by the command or control module (64) to release air. Upon request by the command or control module (64) upon emission of X4psi, the backflow prevention device of the pressure wave chamber and the airtight control door connected to the enhanced path are simultaneously opened and located from the pressure wave chamber. A fixed amount of air is expelled through the reinforced path and that amount of air is expelled from the aircraft along an fragile outer surface. After the intended amount of air has been released as a response from the pressure wave chamber upon X4 psi emission, the command or control module (64) activates the backflow prevention device to close.

FIG. 8 graphically illustrates the aircraft with alternative methods of generating thermal energy and power to operate the system. The aircraft command or control module (64) is electronically linked to the built-in receiving mechanism (100) and, when activated, can generate vibrations of such frequencies to produce high vibration rates. And the friction caused by the same can rapidly generate sufficient friction and the resulting thermal energy to heat the fluid or salt in the built-in storage system (74) holding the hot medium. be. The heated thermal energy generated in this way is used by the built-in conventional or thermoelectric generator system (76) to generate the electrical energy required to operate the aircraft (200). Will be done.

During pre-launch programming of the aircraft (200), the external storage system (not shown) transmits a signal of a specific frequency (not shown) to the receiving mechanism (100) in the aircraft (200). Generate and project (not shown). Upon receiving a signal of the specific frequency (not shown), the aircraft reception mechanism (100) is activated.

When the receiving mechanism is activated, it vibrates at a very high speed. The excitation generated by such vibrations then causes a high degree of friction and generates heat up to T30. The electronically linked temperature monitor (not shown) of the command or control module (64) in the containment system (74) containing the fluid or salt has reached the internal temperature of its contents at T30. , A signal is sent from the aircraft command or control module (64) to the transmission mechanism (not shown) to stop transmission of the signal. The thermal energy generated in this way can be used to generate electricity by a built-in conventional or thermoelectric generator, providing the power needed to operate the aircraft when it is deployed. do.

The outer and inner surfaces of the aircraft are made of a lightweight, fire-resistant self-extinguishing material that can withstand extreme temperatures. It incorporates a heat exchange system (130) that releases excess heat accumulated within the internal fuselage / component structure to the external environment. The aircraft equipped with a closed-loop power supply system utilizes energy from heated fluids or salts to power conventional or thermoelectric power generation systems built into the aircraft during its operating stages. The closed-loop power supply system is electronically connected to the aircraft programming, avionics equipment system, and the built-in monitoring system. The closed-loop power supply system comprises a heat exchange system linked to the surface of the aircraft for the purpose of extracting heat from the external environment. The heat exchange system transfers heat from the external (fire) environment to a container system that holds a hot medium (fluid or salt). The heat retained in this system may be used to generate electricity by conventional or thermoelectric generators. The container system that holds the high temperature medium can use a heat storage medium that is supplied by heat transferred from the external environment by the heat exchange system and holds a heatable fluid or salt. If the unfolding air temperature of the aircraft is below the minimum heat threshold required by the heat exchanger to transfer heat to the built-in conventional or thermoelectric power generation system, the power generation system will then be described. The heat trapped in the built-in heat storage system is transferred for power generation. The built-in conventional or thermoelectric power generation system of the closed loop power system is further connected to a battery and battery charger system. The battery is a power source that operates when the aircraft is deployed. Power is provided by the battery system if the electrical output generated by the conventional or thermoelectric power generation system is at least 5% or less of the power required to drive the aircraft's built-in system. During the deployment phase of the aircraft, the built-in conventional or thermoelectric power generation system and, if necessary, an auxiliary battery system provide the power required to operate the system. The material structure of the closed-loop power system is such as to significantly prevent the transfer of heat from the same interior to other components within the aircraft. The heat resistant material is meant to mean a material and structure that significantly prevents the heat transfer from the external environment to the internal environment of the engineering structure called the aircraft.

Structurally, the aircraft is for stabilizing the aircraft against pressures applied by the fire environment, pressures applied by its own X4psi emissions, X4psi emissions of other aircraft and aircraft, headwind environmental winds and X4psi discharges. It must withstand the operation of the air brakes and the effects of high-speed projectiles that are generally in or otherwise associated with a major fire environment.

Structurally, the aircraft needs to be able to rapidly regenerate X4psi emissions and deploy continuously over a long period of time.

The aircraft's electronic equipment and surveillance systems include the programming module (64), artificial intelligence (“AI”) software including drone group programming, aeronautical electronic packages including the flight control software program, and gyroscope positioning (with sensors). Control included), collision detection and avoidance (LIDAR), thermal targeting and partitioning, targeting and emission control programming, internal and external communication systems, security systems, on-board monitoring systems (pressure wave chamber pumps, pressure wave chamber air pressure, propulsion) Pumps, fluid coverage volumes and pressures, and system checks), pneumatic release, thrust deflection nozzles, tab functions and flows, conventional or thermoelectric generators for aircraft internal temperatures, altimeters, navigation, any infrared, near infrared, and It includes a video camera, an antenna, an optical camera, a LIDAR, a closed loop power supply system, an in-flight storage structure for heated fluid or salt (76), a battery system (110), and the heat exchange monitor.

The aircraft was developed for the deployment of directional explosives for pressure or shock waves with compressed air as a means of controlling fire. It was developed to repeatedly extinguish directional explosives. It is equipped with retractable wings, retractable elevators, and retractable rudders for long flight when operating above the top of the tree, outside the target fire environment. The aircraft will continuously monitor its ability to guide to designated recovery and docking areas, taking into account its on-board capacity to generate sufficient power to operate at temperatures below the Ti ° thermal environment. The aircraft determines when to retract and redeploy the wings, elevators, and rudder assembly to maintain the target, and determines and operates a thrust vectoring system in response to flight and operational requirements. As such, an air brake system can be deployed to stabilize the trajectory and compensate for the pressure applied during the release of X4psi.

If the onboard power generation level of the aircraft beyond the fire environment is not optimal, the command or control module (64) may incorporate the thermal energy stored in the built-in containment system (74) into the closed-loop power supply system. Detour to a conventional or thermoelectric power generation system (76). While connected to the recovery and docking system, the aircraft will shut down the system for new search and deployment data storage or programming. When programmed for redeployment, the command or control module (64) activates a rapid preheating mechanism to charge and fire the fluid or salt storage system connected to the closed-loop power supply system to T30. To provide the power required to operate the aircraft and initiate recharging of its battery system (110) between the target and re-entry into the target Ti ° fire environment.

The pressure wave chamber that produces the X4psi emission and shock waves is mounted in the cargo hold of the fuselage of the aircraft. The pressure wave chamber of the aircraft is composed of a hardened, hard-to-break cylinder. The cylinder also has a fixed outer wall and a movable inner wall and is designed to withstand pressures above X4psi. Further, a structural opening is attached to the outer wall and the inner wall of the pressure wave chamber, and X4psi air is discharged to generate a pressure wave or a shock wave at the time of extinguishing a fire. The pressure wave chamber structure may have a shape other than the cylinder. The design features or components identified in the present invention remain part of the pressure wave chamber.

The pressure wave chamber is preferably fitted with one or more rotating inner wall structures with structural openings corresponding to the structural openings in the outer wall. When rotated to an open / close position by an attached servomotor, the structural opening of the inner wall aligns with the corresponding structural opening of the outer wall of the pressure wave chamber. The internal structural wall of the pressure wave chamber is preferably attached to one or more servomotors electronically linked to the command or control module (64), and when activated, the internal door has a grooved surface (figure). Rotate to the opening / closing position along (not shown).

The pressure wave chamber is preferably filled with one or more pumps that extract air from the external environment through a flow path extending from the pump to the outer surface of the fuselage. The pump is equipped with an air pressure sensor and an emergency air pressure relief system (122) to significantly prevent overpressure and / or unauthorized air pressure. The pump and the emergency air pressure relief system are equipped with an air backflow prevention device to significantly prevent premature or unauthorized release of air or filtered gas from the pressure wave chamber. The air extraction path extending from the outside of the fuselage to the pump, the gas filtration system of the pump needs to be designed with a material that significantly prevents the accumulation and clogging of particulate matter, and a mechanism that significantly prevents the approach of debris. There is. The pumps, sensors, intake paths, servomotors, backflow prevention devices, emergency clearance system paths, and all other mechanisms associated with the pressure wave chamber are hampered by methods that withstand continuous X4psi emissions and pneumatics above X4psi. It needs to be constructed or materialized to function without being damaged.

As shown in FIG. 3, the fuselage door is in the closed position (132), which allows the pressure wave chamber (16) to be filled.

The pressure wave chamber can be constructed to emit compressed air as pressure or shock waves from the upper fuselage, lower abdomen, port and / or right region of the aircraft. To this end, the aircraft is fitted with a fuselage door that corresponds to the X4Psi discharge position on the inner wall of the pressure wave chamber.

As shown in FIG. 4, the fuselage door (132) is in the closed position. When the command or control module (64) activates the servomotor (88) and rotates it on the chamber opening (6), preferably an oblique discharge nozzle, the compressed air in the pressure wave chamber is forced. It is discharged to the external environment (Eo).

As shown in FIG. 5, the pressure wave chamber releases the directional ammunition from the upper fuselage of the aircraft by opening the outer door of the upper fuselage and rotating the inner wall of the pressure wave chamber to the open position. Designed to do. The upper fuselage exterior door is attached to one or more fuselage exterior door servomotors and a locking mechanism that secures the fuselage door regardless of opening or closing. Since these upper fuselage exterior doors are further fitted with scraping edges (not shown), the scraping edges are the fuselage and said when the outer fuselage doors of the upper fuselage are opened for X4 psi ejection. Remove any debris that may have collected between the pressure wave chambers. The scraping edge also transfers the moisture collected in the fuselage (between the fuselage internal structure and the pressure wave chamber) to the debris collection groove for subsequent removal from the aircraft. Inside the hold of the aircraft, a moisture and debris collection groove is installed. This debris collection groove, electronically connected to the command or control module (64), opens to the external environment to expel the collected moisture and debris from the aircraft. The present invention is not limited to using the upper fuselage as the emission region. The upper fuselage is cited herein for illustration purposes only.

Prior to the planned release of X4psi, the command or control module (64) opens the door from the locking system and inserts the internal pressure wave chamber door into the hold of the fuselage along a fixed trajectory (not shown). Move to the place where it is stored in. This exposes the discharge region of the pressure wave chamber to the external environment.

The actual number of pressure wave chambers per aircraft and whether X4psi discharge is done through the upper fuselage, lower abdomen, port, and / or the starboard region of the aircraft is determined at manufacturing time.

Based on additional data, the command or control module (64) determines whether or how long to keep the upper fuselage door in the open position. For example, whether the aircraft deploys the next X4psi release within a given time, searches for targets in other fire areas, routes to recovery and docking areas, or waits for an authorized remote command to be received. , To determine.

As shown in FIG. 6, on the outer edge of the internal rotating pressure wave chamber wall, particulate matter and debris collected in the pressure wave chamber itself are loosened, and condensation is applied to the outlet groove or the exterior door opening. A scraping edge (not shown) for pushing into the connecting valley (120) is attached. When the inner door rotates to the closed position (132), the outer wall surface is scraped off and the loosened particulate matter, debris, or moisture is pushed into the valley. When the valley sensor detects the X amount (Xv) of particulate matter, debris, or water in the valley, the command or control module (64) signals the servo to the inner wall of the pressure wave chamber. The pressure wave chamber is pressurized to a maximum of X3 psi before being rotated to the open position to empty the interior. Xv is determined in the manufacturing process.

As used herein, the command or control module (64) of the aircraft, when activated, performs system diagnostic checks on the aircraft's systems and components and before downloading pre-launch data. To determine the suitability of the deployment. The pre-launch data and pre-launch sequence include flight and orbit manipulation, pre-charging and built-in storage system for the built-in conventional or thermoelectric generator system (76), flight, orbit, altimeter, terrain data, Includes connection to real-time satellite links for GPS and terrain updates, fire target locations, search and target data, launches collision detection avoidance, spatial sensors, neural network search and links, and pressure in the pressure wave chamber. And while activating the overpressure monitor and closing each air backflow prevention device, the pressure wave chamber is precharged to X2psi and then commanded via air delivery, VTOL or horizontal takeoff and landing (“HTOL”). Launches the aircraft and deploys its wings, elevators, and directional steering assembly accordingly.

FIG. 7 schematically shows a front view of the aircraft network of pneumatic aerodynamic control and drag reduction surface access doors (114) and air channels (116). The air channel (116) is housed between the outer surface of the fuselage and the inner wall forming the outer wall of the fuselage hold. The inner wall of the pressure wave chamber connected to the servomotor (88) is in the closed position and is indicated by the structural opening as being out of alignment with the structural opening of the outer wall. Allows compression of the air inside. Here, for the sake of explanation, the wings, the elevator, and the rudder assembly are deployed. The pneumatic aerodynamic control servomotor (88) is electronically linked to the command or control module (64) (not shown). The pump (14) in the pressure wave chamber is connected to the gas filtration filter (not shown) connected to the outer wall of the fuselage of the aircraft by an air extraction path (not shown). Oxygen separated from the extracted gas by the gas filtration system is released into the environment away from the downdraft of the thrust vectoring system or the backflow of wind by the propeller. Since the amount of oxygen thus released was present at the time of extraction of the gas or the inert gas, the oxygen level within the fire area does not increase with the release in this way. The distal end of the intake path of the thrust vectoring system directed to the outer surface of the aircraft fuselage is an aerodynamic nozzle and tab of the thrust vectoring system to allow the extraction of air from the external environment. Control and drag reduction The air discharged by the nozzle is located in the intake system and said above, as it is located at a position and angle sufficient away from the network of the surface access door (114) and the air channel (116). It does not affect or interfere with the performance of a functioning system.

As further used herein, each pneumatic aerodynamic control and drag reduction fuselage door has inflow and outflow capabilities so that the command or control module (64) opens the inflow door (114). When directing air to the outlet point, the command or control module (64) opens the corresponding outflow door and activates a backflow prevention device so that the exit airflow passing through is unobstructed. The flow path is configured to create a low pressure region as air enters the inflow door, create a ventilation effect, and draw air out of the outflow door.

The figures for pneumatic aerodynamic control and drag reduction refer to the aircraft.

As used herein, FIG. 8 shows the aircraft (200) with alternative methods of generating thermal energy and power to operate the system. The command or control module (64) is electronically linked to the built-in electronic receiving mechanism (100) and, when activated, can generate vibrations at frequencies that would cause another mechanism to vibrate at high frequencies. The frequency operating at high speed causes friction between the surface and the salt or fluid in the built-in storage system (74) holding the hot medium, where the salt or fluid contained therein is rapidly heated. And bring a high temperature medium. The thermal energy thus generated in the built-in storage system (74) holding the hot medium is transferred to the built-in conventional or thermoelectric generator system (76) to operate the aircraft. Used by the built-in conventional or thermoelectric generator system to generate the required electrical energy.

Before deployment, the signal is generated by external programming means (not shown) and transmitted to the aircraft command or control module (64). Programming of the command or control module sends a signal to the built-in receiver (100), the mechanism that oscillates at high frequencies, and the conventional or thermoelectric generator (76) to initiate power generation and distribution. do. If the (predetermined) temperature level within the built-in containment system (74) is less than T20, the aircraft command or control module (64) will have a specific frequency (shown) to the aircraft's built-in receiving mechanism (100). The signal of (not shown) is transmitted together with the embedded ID (not shown) of the authorized user / operator. When the built-in receiving mechanism (100) receives and receives the signal of a specific frequency (not shown), the vibrating mechanism (112) in the built-in storage system (74) vibrates at high speed, causing friction and heat. It occurs and rapidly heats the high temperature medium (74) in the built-in containment system. Upon reaching the internal temperature of the T20, the command or control module (64) then goes through the conventional or thermoelectric generator (76) through the connector (104) from within the built-in storage system (74) via the heat exchanger. ) Causes the transfer of heat energy. The power generated by the built-in conventional or thermoelectric generator (76) by the command or command by the control module (64) is the built-in conventional or thermoelectric generator (76) and the distribution system (106). A connector (104) between them distributes to the entire aircraft as programmed. Power distribution is controlled by the command or control module (64). Monitoring (not shown) of the command or control module (64) of the built-in battery (110) has a power level in it greater than the minimum level of power required to operate the aircraft (700). If 5% or less is indicated, by the command or control module (64), the conventional or thermoelectric generator (76) distributes power to the battery charger (108) through the connector (104). Power is transferred to the built-in battery (110) to recharge the battery (108). The built-in battery (110) controlled by the command or control module (64) can transmit power to the power distribution system (106) through the connector (104). A standard or alternative method of generating thermal energy and power to operate the system described above is the receiving mechanism and the vibration mechanism of the alternative method of generating thermal energy and power that are replaced by the heat exchange system. Except for the same route of power generation and distribution.

During pre-launch programming of the aircraft, the external programming mechanism (not shown) causes its transmission mechanism (not shown) to create a signal of a specific frequency (not shown), and the above-mentioned in the aircraft (700). It is projected onto the receiving mechanism (100). Upon receiving the signal of a specific frequency (not shown), the receiving mechanism (100) of the aircraft is activated.

When the receiving mechanism is activated, it vibrates at a very high speed. The excitation produced by such vibrations then produces a high degree of friction and the resulting heat, thereby rapidly heating the fluid or salt contained therein to a extent not exceeding T30. An electronically linked temperature monitor (not shown) of the command or control module (64) in the fluid or salt built into the containment system (74) has an internal temperature of its contents reaching T30. When indicated, a signal is transmitted from the aircraft command or control module (64) to the built-in transmission mechanism (not shown) to stop the transmission of the signal. The thermal energy generated in this way can be used to generate electricity by a built-in conventional or thermoelectric generator, providing the power needed to operate the aircraft when it is deployed. do.

If the pre-deployment temperature of the aircraft fluid or salt built into the containment system (74) drops to a predetermined Ti ° level and the aircraft has not been deactivated, the external programming mechanism (not shown). Activates the external transmission mechanism (not shown) to generate and transmit the electrical signal of a specific frequency (not shown) to the receiving mechanism (100) in the aircraft (700). The aircraft receiving mechanism (100) is activated to generate the rapid high frequency required to heat the fluid or salt in the built-in containment system (74), and the fluid or salt is heated to the required heating temperature. Return to the state. T20 as defined herein is the predetermined minimum amount and temperature of heating energy available within the built-in storage system (74) holding a hot medium of fluid or salt, which is this self-contained system. Is transferred from the built-in storage system (74) to the built-in conventional or thermal generator system (76) to generate the amount of power required to operate the deployed aircraft. The Ti ° defined herein is applied to heat the hot medium of fluid or salt through a heat exchanger system when thermal energy is drawn from the external (fire) environment.

During deployment, when the power generation capacity and / or temperature in the built-in storage system (74) holding the hot medium reaches a temperature below T20, the aircraft command or control module (64) sends the built-in receiving mechanism ( 100) is activated to generate a particular signal frequency (not shown) and project it onto another mechanism within the built-in containment system (74) that is in contact with the fluid or salt contained therein. This mechanism produces a high vibration coefficient, resulting in friction between the mechanism and the fluid or salt, generating heat within the built-in containment system (74), the fluid or the fluid contained therein. The salt is quickly restored to the heating level required for the sustained deployment of the aircraft. As used herein, T20 is meant to mean the lowest threshold temperature required for the built-in conventional or thermoelectric generator (74) to generate sufficient electrical energy to: The built-in transmission mechanism for operating the deployed aircraft and for rapidly heating the fluid or salt held in the built-in storage system (74) in which the built-in transmission mechanism (100) holds a high temperature medium. Due to a temperature 25% or more higher than the minimum thermal energy to generate sufficient power to generate the particular signal frequency that produces the required vibration by (100), at least, if necessary. This is to add enough power to activate the built-in battery charger in order to recharge the battery to 95% capacity.

The electronic signal transmitted to the receiving mechanism by the command or control module (64) is embedded with a signal or code (authorization code "not shown") specific to the authorized user or authorized user system. Must be. If the signals in a particular order are transmitted and received to and from the receiving mechanism without the (existing) embedded authentication signal or code, the receiving mechanism identifies such as fraudulent signals and thus fluids. Alternatively, the vibration mechanism in the built-in storage system (74) holding the high temperature medium of salt is not activated. The intent of the present specification is to significantly reduce or prevent accidental and unauthorized heating or other interference with the process and mechanism of heating the fluid of the salt held within the built-in containment system (74). Is.

Embodiments of the present disclosure are described herein with respect to functional and / or components as well as various processing steps. It should be understood that such block components are implemented by any number of hardware, software, and / or firmware components configured to perform a specified function. For brevity, conventional techniques and components related to fire extinguishing, navigation and guidance system deployment systems, and other functional aspects of the system (and individual operating components of the system) are described in detail herein. May not be explained. Further, one of ordinary skill in the art will appreciate that embodiments of the present disclosure can be implemented in conjunction with various structures, and that the embodiments described herein are merely exemplary embodiments of the present disclosure. ..

The embodiments of the present disclosure are described herein in the context of non-limiting use, namely fire extinguishing. However, the embodiments of the present disclosure are not limited to such fire extinguishing applications, and the techniques described herein can be used for other applications as well.

After reading this description, the following are examples and embodiments of the present disclosure, as will be apparent to those of skill in the art, and are not limited to operating in accordance with these examples. Other embodiments can be utilized and structural changes can be made without departing from the scope of the exemplary embodiments of the present disclosure.

The above description refers to an element or node or function that is "connected" or "connected" together. As used herein, unless otherwise stated, "connected" means that one element / function is directly coupled (or directly communicated) to another element / function, not necessarily a machine. Not the target. Similarly, unless otherwise stated, "connected" means that one element / function is directly or indirectly combined (or directly or indirectly communicated) with another element / function. ), Not necessarily mechanically. Accordingly, FIG. 1-33 shows an example of the placement of elements, with additional intervening elements, devices, functions, or components present in embodiments of the present disclosure.

Terms and expressions used in this document, and their changes, should be construed as modifiable rather than restrictive, unless otherwise stated. As an example of the above, the term "contains" should be construed to mean "contains, but is not limited to". The term "example" is used to provide an exemplary example of the item under discussion and is not an exhaustive or limited list thereof. Also, adjectives such as "conventional," "traditional," "normal," "standard," and "known" and terms with similar meanings make the described item a specific time period or currently available item. It should not be construed as limiting. Given time, but instead, should be read to embrace conventional, conventional, conventional, or standard techniques that may be available or known at any time now or in the future.

Similarly, a group of items linked to the conjunction "and" should not be read as requiring that all of those items be present in the group, and unless otherwise stated, "and / or". Should be read as. Similarly, a group of items linked to the conjunction "or" should not be construed as requiring mutual exclusivity between the groups and, unless otherwise stated, also construed as "and / or". It should be. Further, the items, elements, or components of the present disclosure may be described or claimed in the singular, but the plural is within that scope unless the limitation to the singular is explicitly stated. Conceivable.

The existence of broader words or expressions such as "one or more", "one or more", at least "but not limited to", in the narrower case, where such an expanded phrase may not exist. It should not be read in the sense that it is intended or required. The term "about" when referring to a number or range is intended to include values that result from experimental errors that may occur when making measurements.

In the following detailed description, the accompanying drawings forming a portion thereof are referred to and specific embodiments implemented are illustrated. These embodiments will be described in sufficient detail to allow one of ordinary skill in the art to implement the embodiments, and logical, mechanical and other modifications may be made without departing from the scope of the embodiments. Please understand what you can do. Therefore, the following detailed description should not be construed in a limited sense.

The above description of a particular embodiment fully reveals the general nature of the embodiments herein, so that others deviate from the general concept by applying current knowledge. Without it, it can be easily modified and / or adapted to various applications such as certain embodiments. Such adaptations and modifications should and are intended to be understood within the meaning and scope of the disclosed embodiments equivalent. It should be understood that the expressions or terms used herein are for illustration purposes only and are not limiting. Accordingly, although embodiments herein have been described with respect to preferred embodiments, one of ordinary skill in the art will appreciate that embodiments herein can be implemented with modifications within the spirit and scope of the appended claims. Will recognize.

The invention is described earlier herein and is shown in the accompanying drawings, with reference to specific embodiments thereof, but the invention is not limited thereto and is to those of the art. As will be appreciated, it is to be understood that it covers all embodiments of the improved fire extinguishing apparatus that fall within the scope and scope of the invention.

From the above, it can be seen that the fire extinguishing method is explained. It should be noted that drawings, sketches, figures, and figures are not drawn to a constant scale and the distance between figures and between figures is not considered significant. The above-mentioned disclosures and representations made in drawings, sketches, charts, and figures should be considered only as an illustration of the principles of the invention.

Although the above description refers to specific exemplary embodiments, these examples should not be construed as restrictions. The equipment system of the present invention can be modified not only for use as a delivery medium for other materials, but also for launching from various types of launchers, aircraft, and / or other aircraft. .. Therefore, the invention is not limited to the disclosed embodiments, but should be given the broadest scope consistent with the following claims. This includes, but is not limited to, the propulsion system being powered by, for example, a turbine, different sources, and / or a combination of different sources. Such propulsion systems can and / or include outside the body of the invention presented herein, and / or it is an external and internal system, a component. It may also be a combination and / or the release of pressurized air and / or other gas may be by methods or methodologies other than and / or in addition to the thrust deflection systems described herein, pressure waves. Also included are the arrangement of the chamber, and the arrangement of the pressure wave chamber with respect to the other components of the invention, as well as the mutual arrangement of the other components, and other modifications that one of ordinary skill in the art would reveal.

Claims (16)

An aircraft for extinguishing a wide range of fires
a. The first container having an outer surface and an inner surface defining the first chamber, which is made of a first heat insulating material having a melting point of more than about 800 degrees Celsius.
b. A second container having an outer surface and an inner surface defining a second chamber and arranged concentrically and coaxially in the first chamber of the first container.
Made of a second insulating material with a melting point above about 800 degrees Celsius
The inner surface of the second container has an intake port configured to receive and hold compressed air inside the second chamber, and is configured to generate a pressure wave to extinguish a fire. It is configured to selectively discharge the compressed air through the exhaust port.
The first and second insulating materials are heat resistant and provide thermal insulation to maintain an internal temperature of 35 degrees Celsius or less in an environment where the temperature ranges from about 35 degrees Celsius to about 1,650 degrees Celsius. Is configured to
With the second container
c. A means for compressing the air in the second chamber of the second container, and
d. An aircraft having a propulsion system including a thrust vectoring system for propelling the aircraft. The aircraft according to claim 1, wherein at least one of the first and second containers is made of a ceramic matrix composite material. In the aircraft according to claim 1, further
An aircraft having a film of a single crystal material adhered to the inner surface of the first container, the outer surface of the second container, and / or the inner surface of the second container. In the aircraft according to claim 1, further
An aircraft having a film of inflatable material adhered to the inner surface of the first container, the outer surface of the second container, and / or the inner surface of the second container. In the aircraft according to claim 1, further
An aircraft having an elastic bladder disposed in the second chamber that compresses the air in the second chamber. In the aircraft according to claim 1, further
An aircraft that has a compressor pump that compresses the air in the second chamber. In the aircraft according to claim 1, further
An aircraft having an air backflow prevention valve arranged at the intake port to prevent compressed air from flowing back from the second chamber through the intake port. In the aircraft according to claim 1, further
An aircraft that has a recoil stabilizing mechanism for stabilizing the aircraft during the emission of the pressure wave. In the aircraft according to claim 1, the second chamber has a cylindrical shape and has a first end portion and a second end portion, and the first and second ends have a dome shape. The aircraft that you have. In the aircraft according to claim 6, further
An aircraft that has a built-in Global Positioning System (GPS) for tracking the flight path of the aircraft, the built-in GPS being configured to transmit the flight path to a remote location. In the aircraft according to claim 7, further
An aircraft that has a flight control system that controls the flight operations of the aircraft. In the aircraft according to claim 11, further
An aircraft that has a command module for controlling the operation of the air compressor pump and communicating with the flight control system and / or the built-in GPS. In the aircraft according to claim 12, further
A first temperature sensor, which is arranged in the first container and senses the temperature of the outer surface of the first container,
An aircraft having a second temperature sensor that senses the temperature inside the first container. In the aircraft according to claim 13, further
The thermoelectric generator and / or the thermoelectric generator having at least one of a thermoelectric generator and a thermoacoustic generator that produces power used by the propulsion system, the air compressor, the flight control system and / or the command module. The thermoacoustic generator is an aircraft that obtains power from the temperature difference between the outer surface and the inner surface sensed by the first and second temperature sensors. In the aircraft according to claim 1, further
One or more thrust vectoring nozzles attached to the outer surface of the wing, the aircraft, the aileron, the rudder, the first container, and one connected to the one or more thrust vectoring nozzles 1. Or more pumps that have a flight assembly system that includes the one or more pumps that expel air to provide the pitch, yawing, lift and / or roll of the aircraft. Is an aircraft. In the aircraft according to claim 1, further
An aircraft having a vibration damping device arranged between the first and second containers to dampen the vibration transmitted between the first and second containers.