OA20439A - Gyroscopically stabilised aerial vehicles - Google Patents

Abstract

Various forms of a gyroscopically stabilised aerial vehicle are provided. The aerial vehicle comprises a jet turbine and or an electric motor coupled to a gyroscopic stabilisation assembly via a shaft assembly. In preferred embodiments the gyroscopic stabilisation assembly comprises a gyroscopic fan with alternating pivoting fan blades to provide controlled stable flight. The aerial vehicle is preferably configured for vertical take off and landing (VTOL) to enable it to be used in a wide variety of situations, including in relation to fighting fires with its exhaust gasses.

Description

GYROSCOPICALLY STABILISED AERIAL VEHICLES

TECHNICAL FiELD

The présent invention relates to an aerial vehicle. More particularly, in preferred forms, the invention relates to aerial vehicies having gyroscopic fans with pivoting fan blades.

BACKGROUND

Any references to methods, apparatus or documents of the prior art are not to be taken as constituting any evidenœ or admission that they formed, or form part of the common general knowledge.

Since the invention of flight, a variety of different forms of aircraft hâve been developed such as, for example, helicopters and aéroplanes. There are many factors and forces involved in achieving stable and controllable flight, with different types of aircraft hâve different flying characteristics with various advantages and disadvantages.

For exampie, fixed wing aéroplanes can be configured to fly relatively fast over long distances but cannot fly too slow or hover and require long runways for horizontal take-off and landing. Helicopters, on the other hand, are able to îake off and land vertically and can hover, but are more limited in their size, as well as the speed and distance they can travel. These characteristics make fixed wing aéroplanes well suited to long distance point to point travel of relatively large loads and helicopters well suited to shorter travel of a relatively small load and/or to emergency and rescue operations where the ability to fly slowly and hover is particularly advantageous. It is désirable to provide an aerial vehicle that combines the advantages and/or minimises the disadvantages to at least provide an aerial vehicle with different, preferably more versatile, characteristics.

One application for aerial vehicies is in t'ne fighting of Ares. Uncontrolled fires pose a serious problem today and large fires can rage out of control sweeping through woods/forests, communities, industrial areas and businesses resulting in ioss of forests/woods, homes, other property, animais and even human life. Efforts employed to contain fires are not always successful. Controlling and preventing the spread of fires is often difficult.

i here are many known methods and techniques for controlling and preventing the spread of fires. These methods include traditional uses of firefighters and equipment, inciuding such techniques as the dumping of large amounts of water or fire suppressing Chemicals from aircrafts onto the fire, creating fire lines across the direction of travel of the fire, spraying water orfire suppressing Chemicals onto the fire by firefighters on the ground, and back buming an area towards the fire in a controlled manner so as to effectively remove wood or other sources of fuel from an approaching fire.

It has been found that the use of water and Chemicals alone can be ineffective against larger tires. It has been hypothesised when a fire’s intensity is greater than a certain threshold, the use of water and other fire suppressant material becomes largely ineffective because the water or fire suppressant evaporates or gets dissociated before reaching the core of the fire. In view of these issues, it is also désirable to provide an alternative method of supressing fîres, particularly larger fires.

SUMMARY OF INVENTION

According to an aspect of the invention, there is provided an aerial vehicle comprising: an aerodynamic body;

a jet turbine or an electric motor coupled to the aerodynamic body by an aerial vehicle frame to provide thrust tothe aerial vehicle, the jet turbine having a source offuel, an engine air intake to draw air, and an outlet through which a combusted air fuel mixture is exhausted;

a shaft assembly confîgured to be driven by the jet turbine: and a gyroscopic stabilisation assembly comprising at least one gyroscopic member coupled to the jet turbine by the shaft assembly;

wherein the at least one gyroscopic member is confîgured to be rotationally driven by the jet turbine and gyroscopicaîly stabilise the aerial vehicle during flight.

In an embodiment, the gyroscopic member is a gyroscopic fan comprising a plurality of fan blades. The gyroscopic fan preferably comprises a plurality of pivoting fan blades. Preferably the gyroscopic fan comprises a plurality of alternating pivoting fan blades. Orientation of one or more of the fan blades for the fan is preferably variable to allow the pitch of said one or more blades to be varied. The one or more fan blades may be pivotally coupled to the shaft to allow the pitch of said one or more blades to be varied. in an embodiment, the gyroscopic member may comprise a gyroscopic dise.

The plurality of fan blades may be arranged around a centre hub. The centre hub is preferably coupled to the shaft. The fan blades may be curved. The gyroscopic fan is preferably located within the aerodynamic body. The radially distal ends of the fan blades are preferably contained within an opening of the aerodynamic body. Preferably the opening is a circular opening in a fuselage of the aerodynamic body.

In an embodiment, the shaft assembly is coupied to the vehicle frame. The shaft assembly may further comprise a controller for controlling the gyroscopic stabilisation assembly. The controller may control the gyroscopic stabilisation assembly via a gear box such that angular momentum from the gyroscopic stabilisation assembly is significantly larger than the moment of inertia of the aircraft such that the aerial vehicle is substantially gyroscopically stabilised during flight. The aerial vehicle is preferably configured to allow vertical take off and landing (VTOL).

In an embodiment, the aerial vehicle further comprises a cockpit module. The cockpit module may comprise a cabin. The cockpit module is preferably coupied with the vehicle frame. The cockpit module is preferably movably coupied to the vehicle frame. A cabin of the cockpit module is preferably coupied to the vehicle frame by a gimbal. The cockpit module may comprise a counterbaiance arrangement to stabilise the cockpit by countering the movement of the aerial vehicle frame and/or exhaust of the jet turbine.

In an embodiment, the cockpit module is pivotaliy attached to the aerial vehicle frame. A cabin of the cockpit module may be pivotaliy mounted to a gimbal ring for rotation about at ieast a first axis. The gimbai ring may be pivotaiiy mounted to the aerial vehicie frame for rotation about a second axis.

in an embodiment, the cockpit module is releasabiy coupied to the vehicle frame such that the cockpit module is détachable. The releasabiy coupling may aliowthe aerial vehicle to optionally hâve the cockpit moduie attached for crew assisted fiying and/or autonomous flying or optionally hâve the cockpit module detached for remote and/or autonomous fiying. The reieasable coupling may comprise an ejector assembly. The cockpit moduie may be in the form of a self-contained pod.

In an embodiment, the body of the aerial vehicle comprises a fuselage. The fuselage may comprise a plurality of control surfaces. The control surfaces are preferably movably attached to the fuseïage for controiiing flight of the aeriai vehicle. The plurality of control surfaces may be manipulated to control the flight of the aircraft about a pitch axis perpendicular to the longitudinal axis of the aircraft and a yaw axis that is perpendicular to both the longitudinal axis of the aircraft and the pitch axis.

In an embodiment, the jet turbine, shaft, and gyroscopic stabilisation assembly are arranged longitudinally. The jet turbine, shaft, and gyroscopic stabilisation assembly may be arranged to rotate about a longitudinal axis of the aerial vehicle.

In an embodiment, the jet turbine and gyroscopic stabilisation assembly are arranged transverse to each other. The jet turbine and gyroscopic stabilisation assembly may be arranged such that their respective axes of rotation are perpendicular (or at least substantially perpendicular). One or more gyroscopic fans may be arranged in a plane that is perpendicular to the longitudinal axis of the jet turbine.

In an embodiment, parallel gyroscopic fans may be provided. A first fan may be located in an upper side of the fuselage and a second fan may be located in a lower side of the fuselage. The axial axis of the first fan and the axial axis of the second fan are preferably aligned. The shaft assembly may comprise a longitudinal shaft, preferably coupled to the jet turbine, and a transverse shaft, preferably coupled to the one or more gyroscopic fans.

In an embodiment, the air flow directing assembly comprises an exhaust nozzle adapted to be directed towards spécifie directions. In such embodiments, the exhaust nozzle may be directed for supressing fires.

In an embodiment, the aerial vehicle further comprises a supporting structure positioned below the fuselage for supporting the jet turbine and allowing directional movement of the jet turbine. In such embodiments, the directional movement may allow the air flow directing assembly to direct some of the drawn air in a désirable direction, such as for supressing fires.

In an embodiment, the body may be annulan In such an embodiment, the fuselage may be in the form of a torus or ‘doughnut’ shape. A plurality of jet turbines may be mounted to the sides of the fuselage, preferably for propulsion and/or lift. The plurality of jet turbines mounted to the sides of the fuselage may be rotatable, preferably to enable VTOL capability. One or more gyroscopic stabilisation jets may be mounted to an inner side of the fuselage. At least one gyroscopic fan is preferably located in the centre of the body. A cockpit module may be located inside the body.

In another aspect, the invention provides a method of supressing a fire, the method comprising the steps of:

moving an aerial vehicle with a jet turbine coupied to an aerial vehicle frame of the aerial vehicle to a location in the vicinity of the fire wherein the jet turbine provides thrust to the aerial vehicle, the jet turbine having a source of fuel, an engine air intake to draw surrounding air, an outlet through which a combusted air fuel mixture is exhausted at a high speed and a shaft assembly adapted to be driven by the jet turbine.

operating a gyroscopic stabilisation arrangement coupied to the jet turbine by the shaft assembly and gyroscopically stabilising the aerial vehicle during flight; and operating the jet turbine to draw air and controlling an air flow directing assembly an air flow directing assembly for directing combusted air fuel mixture from the outlet in a désirable direction for supressing fires.

BRIEF DESCRIPTION OF THE DRAWINGS

Preferred features, embodiments and variations of the invention may be discerned from the following Detailed Description which provides sufficient information for those skilled in the art to perform the invention. The Detailed Description is not to be regarded as limiting the scope of the preceding Summary of the Invention in any way. The Detailed Description will make reference to a number of drawings as follows:

Figure 1 is a side view of a gîmbaled cockpit module for an aerial vehicle showing the gimble rings on the outside of the gimble pivots in accordance with an embodiment of the présent invention;

Figure 2 is a side view of the gîmbaled cockpit module illustrated in figure 1 showing the gimbal ring on the inside of the gimbal pivots ;

Figure 3 is a top view of an aerial vehicle 100 in accordance with an embodiment of the présent invention;

Figure 4 is a top view of the aerial vehicle 200 with a cockpit module 105 mounted thereto in accordance with another embodiment of the présent invention;

Figure 5 is a side view of the aerial vehicle 200 , with the cockpit module, in a first position (take-off or ianding);

Figure 6 is a side view of the aerial vehicle 200, with the cockpit module in a second position (in=f!ight);

Figure / is a top view of an aerial vehicle 300 in accordance with a further embodiment;

Figure 8 is a side view of the aerial vehicle 300 with the cockpit module being shown in a non-pivoted position;

Figure 9 is a side view of the aerial vehicte 300 with the cockpit module being shown in an upwardly pivoted position;

Figure 10 is a side view of the aerial vehicte 300 showing cross-sectional planes X-Z;

Figure 10X is a sectional viewof the aerial vehicle 300along planeX(shown in Figure 10); Figure 10Y is a sectionai view of the aerial vehicle 300 along plane Y (shown in Figure 10); Figure 10Z is a sectional viewof the aerial vehicle 300 along plane Z (shown in Figure 10); Figure 11 is a frontal viewof the aerial vehicle 300;

Figure 12 is a top viewof the aerial vehicte 300;

Figure 13 is a rear view of the aerial vehicle 300;

Figure 14 is a frontal view of the aerial vehicle 300 with wing flaps in a different position to that illustrated in figure 11;

Figure 15 is a perspective view of a plurality of aerial vehicles 100, without cockpit module, fighting a fire; and

Figure 16 is a perspective view of two iînked aerial vehicles 100, without cockpit module, fighting a fire;

Figure 17 is a perspective view of an aerial vehicle 400 in accordance with a further embodiment; and

Figure 18 is a top viewof the aerial vehicte 400 illustrated in figure 17.

DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS

Figures 3,15 and 16 illustrâtes a first embodiment of an aerial vehicle 100 configured to be gyroscopically stabilised in a mannerftat mil be described in greater detail below. Figures 1 and 2 iliustrate a releasably attachabte cockpit module 105, shown attached to an aerial vehicle like aerial vehicte 100 to form aerial vehicle 200 as shown in figures 4 to 6. As seen best in figures 5 and 6, the aerial vehicte 200 comprises a ducted fuselage 210 that includes an opening in which a jet turbine 250 is posîtioned to provide a propulsion mechanism. Suitable engines that can be employed to generate an exhaust include puisejet engines, turbojet engines, turbqjet engines with afterbumer, axial-flow turbojets, gas turbine propulsion engines, rocket engines, turbofan aircraft engines, low-bypass turbofans, high-bypass turbofans, turboprops, ramjets, turboshaft engines, underwater jet engines, shockwave triple engine jet trucks and others. Combinations of different types of engines also can be used.

The jet turbine 250 posîtioned in the opening of the fuselage 210 preferably works like any other jet turbine whereby air is drawn in by the turbine and a compresser raises the pressure of the air. The compressor is made with many biades attached to a shaft assembly

260. The blades spin at high speed and compress or squeeze the air. The compressed air is then sprayed with fuel and an electric spark lights the mixture. The burning gases expand and biast out through exhaust nozzle 255 at the back of the engin©. As the jets of gas shoot backward, the engine and the aerial vehicle 200 is thrust in an opposite direction (which is 5 an upward direction with respect to figure 5). As the hot air is going to the nozzle 255, it passes through another group of blades called the turbine. The turbine may be attached to the same shaft assembly 260 as the compresser and spinning the turbine may cause the compresser to spin.

In this embodiment, the fuselage 210 of the aerial vehicle 200 is mounted on an aerial vehicle frame 245 and is shown to be of a spécifie shape that is generally symmetrical about an axis. However, the shape of the fuselage 210 is not to be regarded as iimiting and the shape of the fuselage 210 may be varied in other embodiments. The jet turbine 250 drives the shaft assembly 260 which is also coupled to a gyroscopic stabilisation assembly 15 comprising a gyroscopic fan 240. The gyroscopic fan assists with stabilisation of the aerial vehicle 200 during flight.

The blades of the gyroscopic fan 240are arranged around a central hub that is coupled with the shaft assembly 260. The blades of the gyroscopic fan 240 are altemating pivoting fan 20 blades that vary the angle of the fan blades as needed to provide the necessary stabilisation to the aerial vehicle 200. In the preferred embodiment, the longitudinal axis of the fuselage 210 extends longitudinally through the ducted opening along the shaft assembly 260 that also drives the blades of the gyroscopic fan 240. The gyroscopic fan 240 includes a plurality of blade members that are preferably variable pitch blades such 25 that the pitch of the blades can be changed by pivoting the biade members. Since the blade members are of variable pitch, i.e. each blade member can pivot about its longitudinal axis pts pitch axis) in order to adapt the orientation of its leading edge to engine speed. The orientation of the blade members (also referred to as the pitch setting) thus constitutes one of the parameters that enable the thrust of the jet turbine 250 to be managed easily.

A controller is also provided for controlling the gyroscopic stabilisation amangement via a year box such that angular momentum provided by the gyroscopic stabilisation arrangement (particularly the fan blades of the gyroscopic fan 240) is significantly larger than the moment of inertia of the aerial vehicle 200 so that the aerial vehicle 200 is 35 substantially gyroscopically stabilised during flight.

It is important to appreciate that the provision of the gyroscopic stabilisation arrangement in combination with the jet turbine 250 provides a vertical take-off and landing (VTOL) aerial vehicle 100 and 200 (and also aerial vehicles 300 and 400 described hereinafter). Providing an aerial vehicle with VTOL capability alîows the aerial vehicle 100, 200, 300, and 400 to be used in a large variety of situations including, for example, firefighting efforts, especially where access to, orconveyance of fire suppressing media to, the area concemed is proves otherwise difficult, impossible or dangerous,

The gyroscopic stabilisation arrangement is preferably configured to provide sufficient angular momentum, by sufficient mass angular velocity, such that the aerial vehiclel 00,200, 300, and 400 is gyroscopically stabilised during various phases of flight. In one embodiment the fuselage may be fixedly attached to the jet turbine . In another embodiment, the jet turbine may be pivotably mounted to the fuselage especially when the exhaust nozzle of the jet turbine needs to be directed towards a fire front, or the like.

In a preferred embodiment, the fuselage 110 is adapted to allow the aerial vehicle 100, 200, 300, and400 to land and take-off in a vertical take-off or landing (VTOL) profile. In particular, an undercarriage assembly comprising landing gear in the form of landing struts may allow the aerial vehicle to take-off from a surface with the plane of the fan blades of the gyroscopic fan being substantially parallel to the plane of the ground to allow the aerial vehicle to land in a similar manner. In the preferred embodiment, the fuselage may be pivotally or movably fastened to the aerial vehicle’s frame which may allow relative movement between the fuselage and the aerial vehicle frame .

The aerial vehicle 100 and 200 can also be equipped with annularwing flaps 115,215 that may be mounted to the outer latéral surfaces of the fuselage . The annularwing flaps 115, 215 may also provide additional flight surfaces to faciiitate horizontal flight of the vehicle 100 and 200 (such as illustrated in figures 3 to 6 ). It shouid also be appreciated that in a horizontal flying configuration, the plane of the gyroscopic stabilisation arrangement would be substantially perpendicular to the plane of the ground as shown in Figure 6. It will, however, be appreciated by persons of ordinary skill in the art, by the following description that the provision of the flight surfaces and annuiar wing flaps 115, 215 may be optional.

As nas been described in the eariier sections, the aerial vehicle 100 and 200 includes a gyroscopic stabilization arrangement which gyroscopically stabilises the aerial vehicle 100 and 200 during its entire flight enveiope, It is important to appreciate that the use of gyroscopic stabilisation results in a more stable aerial vehicle thereby providing stable flight characteristics which is very important for achieving the flexible and versatile flight characteristics for a variety of applications including, for example, in supressing fires. Each of the blade members of the gyroscopic fan 240 are attached to a rotating propeller shaft, which is in tum coupied to the shaft assembly 260, so as to generate sufficient angular momentum such that the aircraft is gyroscopically stabilised so that when external or internai moments are appljed to the aircraft, the resuiting force of the moments is translated into gyroscopic precession. It should be appreciated that a larger aerial vehicle with increased motorsize and increased performance will require largergyroscopic stabilisation members or gyroscopic stabilisation members that are rotated at higher angular velocities in order to gyroscopically stabilise the vehicle. Similarly, smaller and more lightweight aircraft require smaller and more lightweight gyroscopic stabilisation members.

The aerial vehicle 200 may also include a cockpit module 105 which is coupied, preferably via a releasably coupling 220, with the frame of the aerial vehicle 200. The cockpit module 105 includes a counterbaiançing arrangement to counterbalance the cockpit module 105 by countering the movement of the fuselage 210 and/or exhaust of the jet turbine 250. In the presently described embodiment, the cockpit module 105 may comprise a gimbal like mechanism to allow a cabin 106 of the cockpit module 105, and its occupants, to be positioned in a substantially upright position during ail periods of flight, including both during vertical take offs and landing of the aerial vehicle 200 (as illustrated in figure 5) and during horizontal flight (as illustrated in figure 6). The cockpit module 105 may include navigation and flight controi equipment for controiling the aerial vehicle 200 and also address some of the safety requirements.

In the preferred embodiment, the cabin 106 of the cockpit module 105 is pivotally mounted to a gimbal ring 125 at attachment points 135 for rotation about a first axis. As seen most clearly in figure 2, the gimbal ring 125 is attached to aerial vehicle frame 145 at attachment points 130 to allow rotation about a second axis thereby allowing the cabin 106 of the cockpit module 105 to roîi or pitch which aliows a counterbalancing force to be applied to the cockpit module 105. In figure 5, the cockpit module 105 is shown in a first upright position when the aerial vehicie 200 is in a take-off or landing position. In Figure 6, the cockpit module 105 is shown in a horizontal flying position whereby the cabin 106 of the cockpit module 105 can also be seen in an upright position even though the cockpit module 105 itself has rotated.

In firefighting embodiments of the invention, which is a preferred but by no means essential application, the exhaust may be obtained from one or more jet turbines or jet engines. As used herein, the term jet turbine refers to a turbine that acceierates and discharges a fast moving jet of fluid, e.g., a gas such as exhaust gas, to generate propulsion or thrust for the aeriaî vehicle. In a typical jet engin© air from an air intake is directed to a rotating compressor where its pressure and température are increased. Pressurized air is introduced to a combustion chamber where it is combined with fuel and the mixture is ignited. The combustion raises the température of the gases, which expand through the turbine. In the turbine some of the température rise is converted to rotational energy, which can be used to drive the compressor. A combusted gas mixture (which is generally devoid of oxygen) exits through an exhaust directing assembly which includes an exhaust nozzle 255.

Preferabiy the turbine is a gas turbine, which acts Iike a windmill, extracting energy from the hot gases leaving the combustor. Suitable types of turbines that can be utilized include transonic turbines, contra-rotating turbines, statoriess turbines, ceramic turbines, shrouded as well as shroudless turbines and others known in the art. Micro turbines may also be used in at least some embodiments.

The exhaust nozzle 255 can be a convergent-divergent, divergent, fluidic, variable, e.g., ejector nozzies, iris nozzles, or can hâve another suitable design. Generally, a jet turbine exhaust and an exhaust nozzle such as nozzle 255 is characterised by its température, chemical composition, velocity, delivery volume, rate of delivery, pressure and by other parameters, e.g., noise, air quality, and so forth. Exhaust from a jet engin© can hâve a température of several hundreds degrees and piping and exhaust nozzles may need to be protected by air cooling.

The exhaust from such a vehicle is considered to be particularly well suited for supressing fires using the exhaust generated by one or more engines, preferabiy jet engines. More specifically, the invention relates to using the exhaust to supress a fire, e.g., an above-theground forest, dwelling, commercial or industrial fire. As with fires, explosions also can be suppressed orsmothered.

With respect to its Chemical composition, the exhaust gas from a jet turbine generally includes products of combustion, e.g., carbon dioxide (CO₂), carbon monoxide (CO), and water (H₂O), un-combusted gas, e.g., nitrogen gas (N₂), oxygen (O₂), uncombusted hydrocarbons (UHC) and other components such as soot (C), oxides of nitrogen (NO_X) and/or oxides of sulfur (SO_X). Compared to atmospheric air, which at sea level contains ciose to 21 % by volume O2 and about 0.03% by volume CO₂, jet engine exhaust has lower O₂ and higher CO₂ levels. For instance, the pressurized émission products of the complété combustion of hydrocarbon fuels in an efficiently operated turbine engine are comprised of about 72% volume/volume CO2 gas and about 27.6% volume/volume of steam. As a resuit, the Chemical composition ofthe exhaust gas piays an important rôle when the aerial vehicle 100, 200 is utilised for control or extinguish a fire by directing the exhaust nozzle 255 towards the fire. The ratio of air to fuel may also be manipulated by using a throttie mechanism, diiuting with inert gases or by other means which may further lower the oxygen concentration in the exhaust resulting in improving the fire-fighting capabilities of the aerial vehicle 100, 200.

As explained in the previous sections, using a jet turbine results in jets of gases being directed away from the aerial vehicle 100, 200 at extremely high velocities. During a fire supressing operation, it is likely that there may be a considérable distance between the jet turbine 150 and the fire front, or leading edge of a fire and the jet turbine 150 should be capable of generating suffïcient high exhaust pressure to blow significant quantities of exhaust gas mixture into the fire from such a distance. By way of example, any Pratt & Whitney JT8 through JT30 Sériés Turbine may be capable of providing suffïcient propulsion to fly the aerial vehicle 100 whilst also provide suffïcient velocity to exhaust gases that are capable of extinguishing a fire. It might be important to take into account some practical considérations such as not operating the jet turbine at 100% capacity in order to control the température ofthe exhaust gases particuiarly during a fire suppression operation. It is also important to note that other turbines fully capable of use in the présent circumstances for the présent job may provide different effective ranges of exhaust pressures may be used for providing the desired fire suppression functionality.

Advantageously, the turbine 250 may be mounted on a support that not only supports the turbine 250 but also ailows the turbine 250 to be moved in a plurality of directions. In at least some embodiment, the support may ailow the turbine to be rotated 360 degrees. A steering assembly may be coupled with the support and be controîied by an operator of the aerial vehicle to control the orientation of the jet turbine 250 in order to direct the exhaust gases in a désirable direction in order to supress a fire.

As shown in figure 15, a plurality of such aeriai vehicles 100 may be used to fight a fire. As shown in figure 16, two (or more) such aeriai vehicles 100 may be coupled together in tandem by provision of attachment ports to allow such multiple aeriai vehicles 100 to be coupled together

Figures 7 to 14 illustrate another embodiment of an aeriai vehicle 300. The aeriai vehicle 300 is also adapted to be gyroscopically stabilised by a stabilising arrangement comprising gyroscopic fans 335 with variable pitch blades. The gyroscopic fan 335 is arranged in a plane that is perpendicular to the longitudinal axis of the jet turbine 340. The gyroscopic fan 335 is coupled to the jet turbine 340 by a shaft assembly 350 which transfers power from the jet turbine 340 to the gyroscopic fan 335. It should be understood that the gyroscopic fan 335 may be linked to the jet turbine 340 by one or more other ways and provision of a shaft as illustrated may not be necessary in some embodiments. In the preferred embodiment, the shaft assembly 350 may comprises one or more gearing mechanisms to control the operation of the gyroscopic fan 335. In other embodiments, the gyroscopic fan 335 may be linked to the jet turbine 340 by electronic or other mechanical arrangements.

The aeriai vehicle 300 is also adapted to be gyroscopically stabilised in a manner as has been previously described. The aeriai vehicle 300 also comprises a ducted fuselage 345 that includes an opening in which the jet turbine 340 is positioned to provide a propulsion mechanism. The aeriai vehicle 300 is provided with wing flaps 325 that are adapted to pivot about pivot points 315. The aeriai vehicle 300 also comprises an articuîated front wing 320 that is adapted to pivot about pivot point 365.

The aeriai vehicle 300 also includes a pivoting cockpit module 310 (which provides an ovoid shaped ‘pod’ enclosure) that is adapted to be pivot along two different axes. Specifically, the cockpit module 310 is adapted to pivot about pivot point 330A to allow the pivoting of the cockpit module 310 along a first axis (roll). The cockpit module 310 is also adapted to pivot about pivot point 330B to allow the cockpit module 310 to pivot about a second axis (pitch). The provision of the cockpit module 310 allows the aeriai vehicle 300 to be operated by a pilot, or the like, during flight.

The aeriai vehicle 300 may also relate to the use of exhaust generated from a jet turbine 340 to supress a fine. The jet turbine 340 provides thrust to the aeriai vehicle 300. During use, the engine air intake draws surrounding air and a combusted air fuel mixture is releases out of an outiet 360 through which a combusted air fuel mixture is exhausted at a high speed. An air flow directing assembly comprising an exhaust nozzle may be used for directing the combusted air fuel mixture from the outiet 360 in a désirable direction for supressing fires.

Figures 17 and 18 illustrate a further embodiment of an aerial vehicle 400 in which the body is annular with a torus (or ‘doughnut’) shaped fuselage 445, A plurality of jet turbines 440 are mounted to the sides of the torus fuselage 445, primarily for propulsion and/or lift purposes. The plurality of jet turbines 440 mounted to the sides of the torus fuselage 445 may be rotatable, by at least 90 degrees, to enabîe VTOL capability. Gyroscopic stabilisation jets 450 can be mounted to an inner side of the torus fuselage 445. A gyroscopic fan 435 is located in the centre of the torus fuselage 445. A cockpit module 415 can be located inside the torus fuselage 445 to allow provision of crew and/or passengers. Cargo can also be carried in the tonus fuselage 445.

Advantageously. the présent invention provides a versatile aerial vehicle (100, 200, 300, 400) that has many usefui and versatile flight characteristics including, for example, aerial vehicles with VTOL capabilities and gyroscopically stabilised flight between take off and ianding. As identified previously, one particular application of interest is in the fighting of fires. However, such vehicles could also be used for transportation or rescue operations, Still further, embodiments of the aerial vehicle could be used to iand on other planets provided they hâve a suitable atmosphère. The gyroscopicfan could also be replaced with a gyroscopic dise to provide stabilisation in space, where there is no atmosphère, in space craft and/or satellites.

In compliance with the statute, the invention has been described in language more or less spécifie to structural or methodical features, The term “comprises” and its variations, such as “comprising” and “comprised of’ is used throughout in an inclusive sense and not to the exclusion of any additional features.

It is to be understood that the invention is not limited to spécifie features shown or described since the means herein described comprises preferred forms of putting the invention into effect.

i he invention is, therefore, claimed in any of its forms or modifications within the proper scope of the appended claims appropriately interpreted by those skiîled in the art.

Claims (33)

1. An aeriai vehicle comprising:

an aerodynamic body;

a jet turbine or an electric motor coupled to the aerodynamic body by an aeriai vehicle frame to provide thrust to the aeriai vehicle, the jet turbine having a source of fuel, an engine air intake to draw air, and an outlet through which a combusted air fuel mixture is exhausted:

a shaft assembly configured to be driven by the jet turbine; and a gyroscopic stabilisation assembly comprising at least one gyroscopic member coupled to the jet turbine by the shaft assembly;

wherein the at least one gyroscopic member is configured to be rotationally driven by the jet turbine and gyroscopically stabilise the aeriai vehicle during flight.

2. The aeriai vehicle of cîaim 1, wherein the gyroscopic member is a gyroscopic fan comprising a plurality of fan blades.

3. The aeriai vehicle of claim 2, wherein the gyroscopic fan comprises a plurality of pivoting fan blades.

4. The aeriai vehicle of claim 3, wherein the gyroscopic fan comprises a plurality of altemating pivoting fan blades.

5. The aeriai vehicle of claim 3 or claim 4, wherein the orientation of one or more of the pivoting fan biades is variable to allow the pitch of said one or more blades to be varied.

6. The aeriai vehicle of any one of daims 3 to 5, wherein the one or more pivoting fan blades are pivotally coupled to the shaft to allow the pitch of said one or more biades to be varied,

7. The aeriai vehicle of any one of daims 2 to 6, wherein the plurality of fan blades are arranged around a centre hub coupled to the shaft.

8. The aeriai vehicle of any one of daims 2 to 7, wherein the gyroscopic fan is préféra bly located within the aerodynamic body.

9. The aerial vehicle of claim 8, wherein radially distal ends of the fan blades are contained within an opening of the aerodynamic body.

10. The aerial vehicle of claim 9, wherein the opening is a circular opening in a fuselage of the aerodynamic body.

11. The aerial vehicle of claim 1, wherein the gyroscopic member comprises a gyroscopic dise.

12. The aerial vehicle of any one of claims 1 to 11, wherein the shaft assembly is coupled to the vehicle frame.

13. The aerial vehicle of any one of claims 1 to 12, wherein the shaft assembly further comprises a controlîer for controlling the gyroscopic stabilisation assembly via a gear box such that angular momentum from the gyroscopic stabilisation assembly is significantly larger than the moment of inertia of the aircraft such that the aerial vehicle is substantially gyroscopically stabilised during flight.

14. The aerial vehicle of any one of claims 1 to 13. wherein the aerial vehicle is configured to allow vertical take off and landing (VTOL).

15. The aerial vehicle of any one of claims 1 to 14, further comprising a cockpit module coupled with the vehicle frame.

16. The aerial vehicle of claim 15, wherein the cockpit module is movably coupled to the vehicle frame.

17. i he aerial vehicle of claim 16, wherein a cabin of the cockpit module is coupled to the vehicle frame by a gimbal.

18. The aerial vehicle of claim 16 or 17, wherein the cockpit module is comprises a counterbalanœ arrangement to stabilise the cockpit by countering the movement of the aerial vehicle frame and/or exhaust of the jet turbine.

19. The aerial vehicle of any one of claims 16 to 18, wherein the cockpit module is pivotally attached to the aerial vehicle frame.

20. The aerial vehicle of any one of daims 15 to 19, wherein the cockpit module is releasably coupled to the vehicle frame such that the cockpit module is détachable.

21. The aerial vehicle of claim 20, wherein the releasably coupling allows the aerial vehicle to optionally hâve the cockpit module attached for crew assisted flying or optionally hâve the cockpit module detached for remote and/or autonomous flying.

22. The aerial vehicle of daim 20 or 21, wherein the releasable coupling comprises an ejector assembly and the cockpit module is in the form of a self-contained pod.

23. The aerial vehicle of any one of daims 1 to 22, wherein the body of the aerial vehicle comprises a fuselage.

24. The aerial vehicle of claim 23, wherein the fuselage comprises a plurality of control surfaces movably attached to the fuselage for controlling flight of the aerial vehicle.

25. The aerial vehicle of any one of daims 1 to 24, wherein the jet turbine, shaft, and gyroscopic stabilisation assembly are arranged longitudinally.

26. The aerial vehicle of daim 25, wherein the jet turbine, shaft, and gyroscopic stabilisation assembly are arranged to rotate about a longitudinal axis of the aerial vehicle.

27. The aerial vehicle of any one of daims 1 to 24, wherein the jet turbine and gyroscopic stabilisation assembly are arranged transverse to each other.

28. The aerial vehide of claim 27, wherein the jet turbine and gyroscopic stabilisation assembly are arranged such that their respective axes of rotation are substantîally perpendicular to each other.

29. The aenal vehicle of daim 27 or daim 28, wherein one or more gyroscopic fans are arranged in a plane that is perpendicular to the longitudinal axis of the jet turbine.

30. The aerial vehide of any one of daims 27 to 29, wherein parallel gyroscopic fans are provided.

31. The aeriai vehicle of claim 30. wherein a first fan is Iocated in an upper side of the fuselage and a second fan is Iocated in a lower side ofthe fuselage.

32. The aeriai vehicle of any one of claims 1 to 31, wherein the body is annular having a fuselage in the form of a torus with a piurality of jet turbines mounted to the sides of the fuselage.

33. A method of supressing a fire, the method comprising the steps of: moving an aeriai vehicle with a jet turbine coupled to an aeriai vehicle frame of the aeriai vehicle to a location in the vicinity ofthe fire wherein the jet turbine provides thrust to the aeriai vehicle, the jet turbine having a source of fuel, an engine air intake to draw surrounding air, an outlet through which a combusted air fuel mixture is exhausted at a high speed and a shaft assembly adapted to be driven by the jet turbine, operating a gyroscopic stabilisation arrangement coupled to the jet turbine by the shaft assembly and gyroscopically stabilising the aeriai vehicle during flight; and operating the jet turbine to draw surrounding air and controiling an air flow directing assembly an air flow directing assembly for directing the combusted air fuel mixture from the outlet in a désirable direction for supressing fîtes.