WO2007108794A1 - Vehicule aerien a stabilisation gyroscopique - Google Patents

Vehicule aerien a stabilisation gyroscopique Download PDF

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Publication number
WO2007108794A1
WO2007108794A1 PCT/US2006/009965 US2006009965W WO2007108794A1 WO 2007108794 A1 WO2007108794 A1 WO 2007108794A1 US 2006009965 W US2006009965 W US 2006009965W WO 2007108794 A1 WO2007108794 A1 WO 2007108794A1
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WO
WIPO (PCT)
Prior art keywords
aircraft
fuselage
flight
shrouded
air vehicle
Prior art date
Application number
PCT/US2006/009965
Other languages
English (en)
Inventor
Nicolae Bostan
Original Assignee
Nicolae Bostan
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nicolae Bostan filed Critical Nicolae Bostan
Priority to PCT/US2006/009965 priority Critical patent/WO2007108794A1/fr
Publication of WO2007108794A1 publication Critical patent/WO2007108794A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U30/00—Means for producing lift; Empennages; Arrangements thereof
    • B64U30/20—Rotors; Rotor supports
    • B64U30/26—Ducted or shrouded rotors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U10/00—Type of UAV
    • B64U10/20—Vertical take-off and landing [VTOL] aircraft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U30/00—Means for producing lift; Empennages; Arrangements thereof
    • B64U30/20—Rotors; Rotor supports
    • B64U30/29—Constructional aspects of rotors or rotor supports; Arrangements thereof
    • B64U30/296—Rotors with variable spatial positions relative to the UAV body
    • B64U30/297—Tilting rotors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U40/00—On-board mechanical arrangements for adjusting control surfaces or rotors; On-board mechanical arrangements for in-flight adjustment of the base configuration
    • B64U40/20—On-board mechanical arrangements for adjusting control surfaces or rotors; On-board mechanical arrangements for in-flight adjustment of the base configuration for in-flight adjustment of the base configuration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U50/00—Propulsion; Power supply
    • B64U50/10—Propulsion
    • B64U50/12—Propulsion using turbine engines, e.g. turbojets or turbofans
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U60/00—Undercarriages
    • B64U60/50—Undercarriages with landing legs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U60/00—Undercarriages
    • B64U60/60—Undercarriages with rolling cages

Definitions

  • the present disclosure generally relates to aircraft technology, and in particular, relates to a manned or unmanned vertical takeoff and landing (VTOL) air vehicle that is gyroscopically stabilized to enhance controllability of flight operations.
  • VTOL vertical takeoff and landing
  • Unmanned air vehicles are vehicles that provide tremendous utility in numerous applications.
  • UAVs are commonly used by the military to provide mobile aerial observation platforms that allow for observation of ground sites at reduced risk to ground personnel.
  • a typical UAV used in military applications, and also in other civilian type applications usually includes an aircraft that has the general configuration of fixed wing aircrafts known in the art.
  • the typical UAV that is used today has a fuselage with wings extending outward therefrom, control surfaces mounted on the wings, a rudder and an engine that propels the UAV in a generally forward flight.
  • Such UAVs can fly autonomously and/or can be controlled by an operator from a remote location.
  • UAVs of the prior art can thus be used for obtaining photographic images without the risks to a pilot.
  • a typical UAV takes off and lands like an ordinary airplane.
  • such typical UAV takes off from and lands on a runway, much like a fixed- wing aircraft, hi many situations, however, runways may not be available, or their use may be impractical.
  • land based runways are often unavailable adjacent to the operational military zone or the available runways will be occupied by larger manned fixed-wing aircraft.
  • ship borne UAVs can be even further restricted in available runway space since most military ships are not equipped with sufficient deck space to constitute a runway. Consequently, UAVs are often forced to be launched with expensive catapult equipment and then recaptured using expensive net systems. Such launching and landing can result in damage to the UAV.
  • a further difficulty faced by airplane-type UAVs is that the UAVs are often insufficiently mobile effective operation in confined airspace. It is often desirable to be able to move the UAV in a confined airspace, such as in an urban setting, at relatively low elevations. Airplane-type UAVs typically travel too fast to operate effectively in these types of environments.
  • the air vehicle can be manned or unmanned.
  • the air vehicle includes two shrouded propulsion assemblies, a fuselage and a gyroscopic stabilization disk installed in the fuselage.
  • the gyroscopic stabilization disk can be configured to provide sufficient angular momentum, by sufficient mass and/or sufficient angular velocity, such that the air vehicle is gyroscopically stabilized during various phases of flight.
  • the fuselage is fixedly attached to the shrouded propulsion assemblies.
  • the shrouded propulsion assemblies are pivotably mounted to the fuselage. Other configurations are possible.
  • One embodiment of the present disclosure relates to a manned/unmanned air vehicle which includes a fuselage and two shrouded propulsion assemblies.
  • An engine mounted in the fuselage can transmit its power via gear boxes and interconnecting shafts to the two shrouded propulsion assemblies to thereby provide thrust for the air vehicle.
  • the air vehicle can also include a gyroscopic stabilization member coupled to an electric motor shaft or an engine shaft via a gear box, such that rotation of the shaft results in rotation of the gyroscopic member.
  • the moment of inertia and the rate of rotation of the gyroscopic member can be selected such that the angular momentum of the gyroscopic member is significantly larger than the moment of inertia of the aircraft (in one embodiment, at least 20 times larger), so that the air vehicle is substantially gyroscopically stabilized throughout the substantially entire flight envelope.
  • the air vehicle includes a flight control system that is configured to allow control of the flight of the air vehicle during flight.
  • the control system can be configured to permit vertical take-off and landing of the air vehicle via a transition of the orientation of the plane of the shrouded propulsion assemblies with respect to the plane of the ground.
  • the air vehicle can take-off from or land on the ground.
  • gyroscopic stabilization can be provided during such transition.
  • the use of a gyroscopic stabilization member in the air vehicle can result in the air vehicle being more stable during the entire flight envelope, as the effects of external and internal moments (such as changes in moments due to fuel consumption or wind gust) result in gyroscopic precession of the air vehicle.
  • the changes in direction of flight of the air vehicle can occur approximately 90 degrees in the direction of rotation from the point where the resulting moment is applied.
  • the angular momentum of the gyroscopic member is large enough such that possible variations of the vehicle orientation due to wind gust (and/or other effects) can be rapidly suppressed without affecting the air vehicle's position in space.
  • the gyroscopic member that rotates as a result of rotation of the electric motor shaft or the engine shaft includes a disk that is coupled to the drive shaft via a gear assembly such that the disk can be rotated at an angular velocity selected to provide the gyroscopic stabilization for the air vehicle, hi one embodiment, the gyroscopic stabilization member is mounted inside the fuselage.
  • the flight control system includes a plurality of movable flight control surfaces that can be independently moved so as to provide directional control about the pitch, yaw and roll axes, hi one Class II embodiment, in substantially all orientation of flight the gyroscopic stabilization member tilts together with the shrouded propulsion assemblies and provides gyroscopic stabilization about the pitch and yaw axes of the air vehicle. In one Class ITI embodiment, where the gyroscopic member is substantially solidly attached to the fuselage the gyroscopic member provides gyroscopic stabilization about the pitch and roll axes.
  • the flight control system can be configured to allow the air vehicle to take-off and land, where the plane of rotation of the shrouded propulsion assemblies is substantially parallel to the landing surface.
  • the shrouded propulsion assemblies of the air vehicle are further configured such that, following vertical take-off, the plane of the shrouded propulsion assemblies can be oriented so as to have an approximately 5-10 degrees offset from the plane of the ground so as to propel the vehicle in a direction parallel to the plane of the ground at a relatively low speed.
  • the flight control system is further configured to allow the shrouded propulsion assemblies to orient themselves such that the plane of the propellers is substantially perpendicular to the plane of the ground to allow for horizontal flight at high speed.
  • the Class IH fuselage can be parallel to the ground, hi the first embodiment when gyroscopic stabilization member provides gyroscopic stabilization about the pitch axis and yaw axes which are perpendicular to each other and also perpendicular to the roll axis which comprises the longitudinal axis of the fuselage and the air vehicle.
  • the air vehicle can be considerably more stable in operation due to the operation of the gyroscopic stabilization member.
  • the addition of the gyroscopic stabilization member can be an inexpensive way to design an aircraft that is capable of vertical flight, unusual maneuverability and horizontal flight at high speed.
  • the use of shrouded propeller type design provides a vehicle that can be suitable for take-off and landing on confined spaces and surfaces with little preparation, without posing undue risk to the operating personnel standing nearby.
  • the aircraft for vertical, horizontal or stationary flight.
  • the aircraft includes a fuselage, and two shrouded propulsion assemblies.
  • the aircraft further includes a plurality of control surfaces attached to the shrouded propulsion assemblies for controlling the flight of the aircraft.
  • the aircraft further includes an engine mounted to the fuselage having an engine shaft arranged to rotate about a longitudinal axis of the aircraft.
  • the aircraft further includes two propellers one in each shroud that produces thrust such that the aircraft is in flight and such that air flow is created over the plurality of control surfaces.
  • the aircraft further includes a gyroscopic stabilization member attached to the engine shaft via a gear box such that the gyroscopic stabilization member rotates with an angular momentum that is selected, with respect to the moment of inertia of the aircraft about the axis of rotation of the gyroscopic stabilization member, such that the aircraft is gyroscopically stabilized during flight.
  • the gyroscopic stabilization member is a disk rotating about longitudinal axis of the aircraft.
  • the fuselage housing the gyroscopic stabilization member is solidly attached to the shrouds.
  • the gyroscopic stabilization member is a disk rotating about the yaw axis of the aircraft, hi one embodiment, the fuselage housing the gyroscopic stabilization member is pivotably attached between the shrouds.
  • Another embodiment of the present disclosure relates to an aircraft that includes a fuselage and two shrouded propulsion assemblies defining flight surfaces.
  • the fuselage is mounted solidly between the shrouds.
  • the aircraft further includes a plurality of control surfaces attached to the shrouds for controlling the flight of the aircraft.
  • the aircraft further includes an engine mounted in the fuselage.
  • the aircraft further includes two propellers, one mounted in each shroud actuated by the engine via belt drives or gear boxes, that produce thrust such that the aircraft is in flight and such that the airflow is created over the plurality of control surfaces.
  • the engine provides sufficient thrust via the propellers so as to power the aircraft.
  • the engine provides sufficient thrust via the propellers so as to power the aircraft through a flight envelope that includes vertical take off and landing and horizontal flight and transitions therebetween.
  • the aircraft further includes a gyroscopic stabilization member comprising a disk structure actuated via a gear box by the engine, the disk structure situated in the fuselage in between the two shrouded propulsion assemblies.
  • the disk has a relatively small cross section, and no portion of the disk extends into the opening of the two shrouds.
  • Yet another embodiment of the present disclosure relates to an aircraft that includes a fuselage and two shrouded propulsion assemblies defining flight surfaces.
  • the fuselage is mounted pivotably between the shrouds.
  • the aircraft further includes a plurality of control surfaces attached to the shrouds for controlling the flight of the aircraft.
  • the aircraft further includes an engine mounted in the fuselage.
  • the aircraft further includes two propellers, one mounted in each shroud actuated by the engine via interconnecting shafts and gear boxes that produce thrust such that the aircraft is in flight and such that the airflow is created over the plurality of control surfaces.
  • the engine provides sufficient thrust via the propellers so as to power the aircraft.
  • the engine provides sufficient thrust via the propellers so as to power the aircraft through a flight envelope that includes vertical take off and landing and horizontal flight and transitions there between.
  • the aircraft further includes a gyroscopic stabilization member comprising a disk structure actuated via a gear box by the engine, the disk structure situated in the fuselage in between the two shrouded propulsion assemblies.
  • the disk has a relatively small cross section, and no portion of the disk extends into the opening of the two shrouds.
  • Yet another embodiment of the present disclosure relates to an aircraft having a fuselage having a longitudinal axis, and two shrouded propeller assemblies coupled to the fuselage.
  • Each shrouded propeller assembly is spaced laterally from the fuselage and provides thrust, and has one or more control surfaces that direct at least a portion of air flow of the thrust so as to provide flight control of the aircraft.
  • the aircraft further includes an engine positioned within the fuselage and coupled to and providing power to the two shrouded propeller assemblies by a power transfer mechanism.
  • the aircraft further includes a gyroscopic stabilization member positioned within the fuselage and coupled to the power transfer mechanism such that the gyroscopic stabilization member rotates about a rotational axis so as to yield a selected angular momentum with respect to the longitudinal axis and a moment of inertia of the aircraft, and thereby provide gyroscopic stabilization of the aircraft during flight.
  • a gyroscopic stabilization member positioned within the fuselage and coupled to the power transfer mechanism such that the gyroscopic stabilization member rotates about a rotational axis so as to yield a selected angular momentum with respect to the longitudinal axis and a moment of inertia of the aircraft, and thereby provide gyroscopic stabilization of the aircraft during flight.
  • each of the two shrouded propulsion assemblies are mounted to the fuselage in a fixed manner such that axes of rotation of the propellers are substantially fixed with respect to the longitudinal axis of the fuselage.
  • the aircraft is a Class II UAV.
  • the aircraft further includes wings that extend laterally from the two shrouded propulsion assemblies so as to provide additional lifting surface during horizontal fight of the aircraft.
  • each of the two shrouded propulsion assemblies are mounted to the fuselage in a pivotable manner such that axes of rotation of the propellers can vary with respect to the longitudinal axis of the fuselage.
  • the aircraft is a Class HI UAV.
  • the aircraft further includes wings that extend laterally from the two shrouded propulsion assemblies so as to provide additional lifting surface during horizontal fight of the aircraft.
  • the power transfer mechanism includes an engine shaft, and the gyroscopic stabilization member is driven by the engine shaft via a gear box.
  • the rotational axis of the gyroscopic stabilization member is substantially parallel to the longitudinal axis of the fuselage, hi one embodiment, the rotational axis of the gyroscopic stabilization member is substantially perpendicular to the longitudinal axis of the fuselage.
  • the gyroscopic stabilization member comprises a disk
  • the disk has a mass distribution that varies with radial distance from its rotational axis.
  • the disk spinning at an operational rotational rate has an angular momentum that is about 10 to 20 times or greater than the static moment of inertia of the aircraft about the rotational axis of the disk.
  • the aircraft further includes a flight control component configured to receive an input signal indicative of a need or a desire to change an attitude of the aircraft, and generate an output signal for effectuating movement of the one or more control surfaces, hi one embodiment, the movement of the one or more control surfaces induces a precession of the selected angular momentum of the gyroscopic stabilization member.
  • the fuselage between the two propulsion units provides a space suitable for a payload.
  • the total thrust provided by the two propulsion devices is substantially greater than a thrust from a single propulsion device that is substantially similar to each of the two propulsion devices, such that use of two propulsion devices and the fuselage allows for improved payload of the aircraft.
  • Yet another embodiment of the present disclosure relates to an aircraft that includes a fuselage having a longitudinal axis, and two propulsion devices coupled to the fuselage. Each propulsion device provides thrust and has one or more control surfaces that direct at least a portion of air flow of the thrust so as to provide flight control of the aircraft.
  • the aircraft further includes a gyroscopic stabilization member coupled to a power source such that the gyroscopic stabilization member rotates about a rotational axis so as to yield a selected angular momentum with respect to the longitudinal axis and a moment of inertia of the aircraft, and thereby provide gyroscopic stabilization of the aircraft during flight.
  • Figure 1 shows a perspective view of one embodiment of an air vehicle that can be classified as a Class II air vehicle
  • Figure 2 shows a cross-sectional view of the air vehicle of Figure 1;
  • Figure 3 shows a bottom view of the air vehicle of Figure 1;
  • Figure 4 shows a front view of the air vehicle of Figure 1;
  • Figure 5 shows a top view of the air vehicle of Figure 1 ;
  • Figure 6 shows a side view of the air vehicle of Figure 1;
  • Figures 7A-7D show one embodiment of control surfaces that can provide pitch, yaw, and roll controls for the air vehicle of Figure 1;
  • Figures 8A-8C show an example transition between forward flight and vertical takeoff and landing for one embodiment of the air vehicle
  • Figures 9A-9C show an example transition between forward flight and vertical takeoff and landing for another embodiment of the air vehicle
  • Figure 10 shows a perspective view of one embodiment of an air vehicle that can be classified as a Class EU air vehicle, where the air vehicle is configured for vertical takeoff and landing;
  • Figure 11 shows a perspective view of the air vehicle of Figure 10, where the air vehicle is configured for forward flight;
  • Figure 12 shows a front view of one embodiment of the air vehicle of Figure 11;
  • Figure 13 shows a top view of one embodiment of the air vehicle of Figure 10;
  • Figure 14 shows a front view of another embodiment of the air vehicle of Figure 11;
  • Figure 15 shows a top view of another embodiment of the air vehicle of Figure 10;
  • Figure 16 shows a sectional side view of the air vehicle of Figure 12 or 14;
  • Figures 17A-17D show various views of one embodiment of the air vehicle in the vertical flight configuration;
  • Figures 18A-18D show various views of one embodiment of the air vehicle in the forward flight configuration;
  • Figures 19A-19D show one embodiment of control surfaces that can provide pitch, yaw, and roll controls for the air vehicle in the vertical flight configuration
  • Figures 19E-19H show one embodiment of control surfaces that can provide pitch, yaw, and roll controls for the air vehicle in the forward flight configuration
  • Figures 20A-20C show an example transition between forward flight and vertical takeoff and landing for one embodiment of a Class HE air vehicle
  • Figures 21A-21C show an example transition between forward flight and vertical takeoff and landing for another embodiment of a Class IH air vehicle
  • Figure 22 shows a block diagram of one embodiment of a flight control system configured to provide flight control for some embodiments of the gyroscopically stabilized air vehicles of the present disclosure
  • Figure 23 shows one embodiment of a process for providing flight control for some embodiments of the gyroscopically stabilized air vehicles of the present disclosure.
  • Figures 24A and 24B show different views of one example embodiment of a disk member that can be used to provide gyroscopic stabilization.
  • the present disclosure generally relates to air vehicles capable of vertical takeoff and landing (VTOL). It will be understood that various features of the present disclosure can also be implemented in other air vehicles such as vertical short takeoff and landing (VSTOL). Thus, although VTOLs are described herein, similar features can also be incorporated into VSTOL and any other air vehicles where stability can be a concern during transition between forward flight and takeoff/landing. It will also be understood that in some embodiments, the air vehicle can be manned; while other embodiments the air vehicle can be an unmanned air vehicle (UAV). [0057] As described herein, various embodiments of the air vehicle includes a fuselage and two or more propulsion units that are spaced laterally from the fuselage.
  • the fuselage houses an engine, and two propulsion units are in the form of shrouded propeller assemblies. Propellers in such shroud assemblies are mechanically coupled to the engine via a power transmission mechanism so as to provide thrust.
  • the fuselage also houses a gyroscopic stabilization member such as a disk. Such a disk can be spun at a selected rate by, for example, coupling it to the power transmission mechanism.
  • An air vehicle having such features can provide a number of advantageous performance characteristics. Some non-limiting examples of such advantages are as follows. First, when compared to an aircraft having a single shroud with a given diameter (for example, an aircraft disclosed in U.S. Patent No. 6,604,706), two shrouds (with each having a similar diameter) can produce significantly greater thrust for various reasons.
  • the effective exit diameter of two shrouds is greater than one shroud.
  • the efficiency M of each of the two shrouds can be significantly greater than that of a single shroud that also encloses an engine.
  • the flow disturbance around the engine even if streamlined, can be a major factor that decreases the efficiency of thrust generation.
  • the increased thrust generally allows for greater payload of an aircraft.
  • a fuselage is provided between the two shrouds, thereby providing space for such payload.
  • the payload can be carried within the fuselage.
  • the fuselage also allows for greater flexibility in the configuration of the gyroscopic stabilization member.
  • the angular momentum axis of the gyroscopic stabilization member can be directed in different directions (for example, parallel or perpendicular to the longitudinal axis of the fuselage). Such differences in the orientation of the disks can provide flexibility in configuration of flight controls.
  • two spaced thrust units e.g., two shrouded propeller units
  • use of two spaced thrust units also allows for additional flexibility in flight control that is not present in a single-thrust aircraft.
  • one side of the aircraft can be provided with greater thrust, and such thrust imbalance can be used to induce gyroscopic precession for flight control of the aircraft.
  • FIGS 1 to 6 show one embodiment of an unmanned air vehicle (UAV) that can be designated Class II UAV.
  • UAV unmanned air vehicle
  • the UAV can be gyroscopically stabilized in a manner that will be described in greater detail below.
  • Class II UAV in this embodiment has a shrouded propeller configuration that includes a fuselage 101 and two shrouded propellers 102.
  • the fuselage 101 has an aerodynamic shape and is substantially centrally and solidly mounted between the two shrouded propellers 102.
  • the fuselage 101 can be generally symmetrical about the air vehicle's longitudinal axis 115 that extends longitudinally so as to coincide with the axis of spin associated with a gyroscopic stabilization (GS) member 107.
  • GS member 107 is a disk.
  • the shrouded propellers 102 are installed at substantially equal distances from the air vehicle's longitudinal axis 115.
  • the shrouded propellers 102 have longitudinal axes 118 and 119 that can be substantially parallel with the air vehicle's longitudinal axis 115, and located in the substantially same plane created by the air vehicle's longitudinal 115 and pitch 116 (see Figure 7A) axes.
  • the propeller shroud can be generally circular and provides an opening in which the propulsion mechanism 103 is mounted.
  • the shroud can be substantially symmetrical about its longitudinal axis 118 (119) that extends through the shroud opening so as to be substantially coincident with the propeller 103 shaft.
  • the propeller 103 can incorporate a plurality of blades that are preferably variable pitch blades such that the pitch of the blades can be changed to alter the propulsion force provided by the propeller 103.
  • the forward edge of the shroud can be generally rounded so as to permit smooth flow into the shroud opening and also over the outer surfaces.
  • the forward edge of the shroud can be designed to significantly increase the propeller thrust.
  • each shroud can be adapted to have a plurality of landing legs 110 attached to a landing ring 111 so as to enable the air vehicle to land and takeoff in a vertical takeoff and landing (VTOL) profile.
  • VTOL vertical takeoff and landing
  • two example landing assemblies where each assembly includes four landing legs and a ring attached thereto, allow the air vehicle to takeoff from a surface with the plane of propeller 103 being substantially parallel to the plane of the ground and further allowing the air vehicle to land in a similar manner.
  • the air vehicle can also be equipped with optional wings 109 that can either be fixably mounted to the shroud 102 or can be pivotably mounted in a manner known to the art.
  • the wings 109 can be optional in that they can provide additional flight surfaces to facilitate horizontal flight of the air vehicle, hi such horizontal flight, the plane of the propeller 103 can be substantially perpendicular to the plane of the ground. It will, however, be appreciated that in some embodiments, the shroud 102 surfaces can provide sufficient lift to allow for horizontal flight of the air vehicle, and that the wings 109 can thus be optional to provide better flight characteristics for the desired UAV mission.
  • the Class II UAV can be specifically configured as a reconnaissance vehicle for use in aerial reconnaissance, such as the type of reconnaissance conducted during military operations.
  • a rotatable gimbaled camera 114 can be mounted on the bottom outer section of the fuselage 101 in a manner shown in Figures 1 through 6.
  • the camera 114 can be one of a number of well known reconnaissance cameras that can be controllable by the flight control system or a remote operator in a manner that is generally known in the art.
  • gyro stabilization can be implemented in air vehicles that can be classified as Class III VTOL UAV. In one embodiment, gyro stabilization can be provided by a rotating disk. Three non-limiting example embodiments of Class III UAVs are described.
  • FIGS 10, 11, 17, and 18 show one embodiment of an unmanned air vehicle (UAV) designated Class m UAV that can be configured to be gyroscopically stabilized in a manner that will be described in greater detail below.
  • Class in UAV in this example embodiment has a shrouded propeller configuration having a fuselage 201 and the two shrouded propellers 202.
  • the fuselage 201 has an aerodynamic shape and is centrally mounted between the two shrouded propellers 202.
  • the shrouded propellers 202 can tilt about the fuselage 201 from a vertical position for vertical flight to a horizontal position for forward flight.
  • the fuselage 201 can be generally symmetrical about the air vehicle's longitudinal axis 217 (see Figure 13, for example) that extends longitudinally.
  • the longitudinal axis 217 of the air vehicle is substantially perpendicular to the axis of spin of a GS member 225 (see Figure 13).
  • the shrouded propellers 202 are installed at substantially equal distances from the air vehicle's longitudinal axis 217 and yaw axis 219.
  • the shrouded propellers longitudinal axes 220 and 221 are substantially parallel with the plane created by the air vehicle's longitudinal axis 217 and yaw axis 219 (see Figure 19C).
  • the propeller shroud is generally circular and provides an opening in which the propulsion mechanism 203 is mounted.
  • the shroud is substantially symmetrical about its longitudinal axis 220 (221) that extends through the shroud opening so as to be substantially coincident with the propeller shaft, hi this example embodiment, the propeller 203 incorporates a plurality of blades that are preferably variable pitch blades such that the pitch of the blades can be changed to alter the propulsion force provided by the propeller 203.
  • the forward edge of the shroud can be generally rounded so as to permit smooth flow into the shroud opening and also over the outer surfaces.
  • the forward edge of the shroud can be designed to significantly increase the propeller thrust.
  • the fuselage 201 can be configured to have an example tricycle landing gear 210 and 211 so as to enable the Class HI UAV to land and takeoff in a vertical takeoff and landing (VTOL) profile, short takeoff and landing (STOL) profile or conventional takeoff and landing (CTOL) profile.
  • VTOL vertical takeoff and landing
  • STOL short takeoff and landing
  • CTL conventional takeoff and landing
  • the fuselage can generally maintain a horizontal orientation.
  • the shrouded propellers 202 can tilt about the fuselage 201.
  • the air vehicle can takeoff from a surface with the plane of propeller 203 being substantially parallel to the plane of the ground and further allowing the UAV to land in a similar manner.
  • the plane of propeller is at a high angle of attack (in one embodiment, approximately 75 to 80 degrees) to the plane of the ground for takeoff and landing.
  • the air vehicle can takeoff from a surface with the plane of propeller 203 being substantially perpendicular to the plane of the ground and further allowing the UAV to land in a similar manner.
  • the Class m UAV can also be equipped with optional wings 209 that can either be fixably mounted to the shroud 202 or be pivotably mounted in a manner known to the art.
  • the wings 209 can be optional in that they can provide additional flight surfaces to facilitate horizontal flight of the Class IH UAV. It will, however, be appreciated that, by the following description, the shroud 202 surfaces can provide sufficient lift to allow for horizontal flight of the Class m UAV and that the wings 209 can thus be optional to provide better flight characteristics for the desired UAV mission.
  • One embodiment of a Class ITI-A UAV includes one 222 (223) engine installed in each of the shrouded propellers 202.
  • the engine shaft axis substantially coincides with the shrouded propeller axis 220 (221).
  • the GS disk 225 is depicted as being actuated by a third engine 224 via a gear box 205 (see Figure 16).
  • One embodiment of a Class IH-B includes two engines 204 and 215 installed in the fuselage 201.
  • the GS disk includes two disks 207 and 216.
  • the disks 207 and 216 can rotate at a substantially same angular velocity and in the same direction.
  • Engines 204 and 215 can actuate the shrouded propellers 203 and the GS disks 207 and 216 via gear boxes 205 and 206.
  • both engines 204 and 215 can provide power to the propellers 203 and the GS disks 207, 216. In forward flight the power requirements can be considerably lower, and accordingly, one of the engines can be stopped.
  • Class IH-C can be similar to Class III-B except that the air vehicle has only one engine installed in the fuselage and one GS disk.
  • each shrouded propeller there can be installed two sets of control surfaces, 112 and 113 for Class II and 212 and 213 for Class III air vehicle.
  • the control surfaces are pivotally mounted and are controlled by a flight control system such that by pivoting the control surfaces 112 and 113 (212 and 213) of either or both shrouds the flight operation of the air vehicles can be controlled about the pitch, yaw and roll axes. Examples of operations of the control surfaces 112 and 113 are described in greater detail below for Class ⁇ and Class IH air vehicles.
  • a gyroscopic stabilization (GS) disk 107 (207) that provides gyroscopic stabilization of the UAV.
  • the gyroscopic stabilization disk 107 (207) gyroscopically stabilizes the air vehicle such that an external or internal force on the air vehicle results in the air vehicle experiencing gyroscopic precession motion. Gyroscopic precession is manifested ahead approximately 90 degrees in the direction of rotation of the gyro stabilizing disk 107 (207).
  • the air vehicle is stabilized by the disk 107 (207) such that when an external torque (having a component perpendicular to the axis of rotation) acts upon the air vehicle, this results in a change in the direction of the angular momentum of the UAV.
  • the external torque Due to the gyroscopic stabilization disk 107 (207), the external torque is manifested as a change in the direction of the angular momentum of the disk 107 (207). This results in the axis about which the disk 107 (207) is rotating (in this case the axis 115 (219) precessing or changing its orientation.
  • the angular momentum of the gyroscopic member 107 (207) can depend on factors such as the weight of the disk 107 (207), the weight distribution, and also the rate at which it is rotated, hi some embodiments, the weight distribution of the disk 107 (207) is selected so that the weight is concentrated at the outer perimeter so as to increase the moment of inertia of the disk (and thus the angular momentum of the disk at a given rotational rate). In one embodiment, as it will be described in greater detail below, the angular momentum of the disk 107 (207) is significantly greater than the moment of inertia of the rest of the air vehicle about the axis of the disk rotation 115 (219) so that the air vehicle is gyroscopically stabilized. As it will be apparent, the weight of the components comprising the air vehicle are preferably positioned such that the center of gravity and the aerodynamic center of the air vehicle are substantially coincident with the center of rotation of the disk such that the stability of the air vehicle is enhanced.
  • an electrical starter and an electrical generator could be attached to the air vehicle engine 104 (204) such that the electrical starter can start the engine from a remote command and the electrical generator can produce electrical power for the electrical system of the air vehicle.
  • the propellers 103 (203) are preferably variable pitch propellers and a variable pitch mechanism of a type known in the art is used to control the pitch of the propellers so as to control the thrust produced by the aircraft and, consequently, the speed of operation of the air vehicle.
  • the gyroscopic disk enables the attitude or orientation of the air vehicle to be changed in a predictable manner.
  • the rotational dynamics of the air vehicle are substantially influenced by the rotational dynamics of the gyroscopic disk.
  • an external torque acting on the air vehicle which is substantially perpendicular to the rotational axis of the gyroscopic disk induces the angular momentum of the gyroscopic disk to change direction.
  • the air vehicle when the air vehicle is exposed to such external torque(s), the air vehicle will tend to rotate in a manner that eventually results in a substantially slow precession of the gyroscopic disk.
  • the rotational axis of the gyroscopic disk changes in the direction of the applied torque, the gyroscopic disk can be induced into precession within a first plane simple by exposing the air vehicle to at least one external force which is substantially perpendicular to the first plane as it will be describe in greater detail below.
  • the relatively large angular momentum of the gyroscopic disk provides the air vehicle with improved stability. Furthermore, since the rate of precession of any spinning object is inversely proportional to the magnitude of its angular momentum, the relatively large angular momentum of the gyroscopic disk ensures that the air vehicle will most likely experience a relatively small rotational velocity.
  • control system is provided a relatively large reaction time period, the control system is better able to provide attitude correction so that the attitude of the air vehicle is more likely to remain within an acceptable range so as to reduce the likelihood that the air vehicle will likely undergo uncontrollable rolling motion along either of its gyro stabilized axes.
  • the UAV can incorporate a control system that is configured to control the air vehicle during flight, hi one embodiment, the control system can include an on-board computer that maintains the UAV desired orientation and heading in accordance with a programmed flight path and it will also be responsive to external commands from a remote location so as to change the orientation and heading of the aircraft. Further, since the UAVs are usually adapted to provide reconnaissance, the control system can also be configured to accommodate equipments such as the video/IR sensor 114 (214) in order to obtain reconnaissance data.
  • the UAV control system can be in communication with a ground control station (GCS) and include a data link for the reconnaissance signal and telemetry signals.
  • GCS ground control station
  • the flight control system can include a flight controller which is receiving information from onboard sensors indicating the current orientation and flight characteristics of the UAV.
  • the control system can be further capable of receiving and sending information to the GCS via telemetry system.
  • the flight controller receives heading information from the GCS, but has onboard control suitable for maintaining a desired orientation or attitude of the aircraft.
  • the flight controller can be capable of sending output signals to control surface actuators and the propulsion control actuators.
  • the flight controller is also capable of receiving and sending output signals to control the reconnaissance sensor orientation. It is contemplated that the aircraft can be operated in either an auto pilot mode or in a manual mode.
  • the UAV can include four sets of control surfaces 112, 113 (212, 213) capable of controlling the orientation of the aircraft about the yaw, pitch and roll axes.
  • the propulsion unit can be controlled either by increasing the speed of operation of the engine 104 (204) or, in the embodiments where the speed of operation of the engine is fixed, by varying the pitch angle of the propellers 103 (203) to increase or decrease the degree of thrust produced by each individual propeller of the vehicle.
  • Each variable pitch propeller 103 (203) can be controlled independently.
  • effectuating the foregoing actuations of the control surfaces and/or the propeller pitch can be achieved in a known manner.
  • the flight controller can be programmed to sense when the orientation of the aircraft about the pitch roll or yaw axes has moved from a desired orientation as a result of either internal or external forces acting upon the air vehicle. Due to the fact that the air vehicle is gyroscopically stabilized, the speed at which an internal or external force will create a substantial change in the heading of the aircraft is slowed down by the considerably higher value of the disk angular momentum when compared to the air vehicle moments of inertia. The flight control system thus can have considerably more time to take corrective action to maintain the desired orientation of the aircraft. Thus, the aircraft is more stable in operation and the necessity of applying sudden corrections and sudden movements of the control surfaces can be reduced as the rate of change of orientation of the aircraft as a result of external forces is decreased.
  • Figures 7A-7D show examples of the positioning of the control surfaces 112 and 113 ( Figures 19A-19H for 212 and 213) in order to effectuate movement about the three axes of the aircraft.
  • an external or internal force applied to the aircraft such as the force resulting from changing the profile of the flight control surfaces 112 and 113 (212 and 213) and the thrust exhaust of the variable pitch propellers 103 (203) is manifested ahead approximately 90 degrees in the direction of rotation.
  • the orientation of the control surfaces 112 and 113 (212 and 213) can be similarly adjusted to achieve a desired movement about the pitch and yaw axes.
  • the control system can be configured such that a change in a desired direction takes into account the gyroscopic stabilization and the resulting precession of the aircraft.
  • control surfaces can maintain their function substantially throughout the flight envelope.
  • the air vehicle can be gyro stabilized in yaw and pitch.
  • the air vehicle can include control surfaces 112 and 113 that can provide various attitude of the air vehicle relative to various axes. Examples of such controls are now described in reference to Figures 7A- 7D.
  • Figure 7A shows an example where the orientations of the control surfaces 112 and 113 for the left and right shrouded propellers can change in order to effectuate the stability of the air vehicle about the roll axis which, in one embodiment, is substantially coincident with the longitudinal axis 115 of the fuselage 101.
  • each of the left and right shrouded propeller 113 control surfaces can be pivoted in the directions of the arrows 180 so that a greater surface area is exposed to the thrust from the shrouded propellers 102 so as to counteract the tendency of the fuselage 101 (see Figures 1 to 6) to rotate in the counterclockwise direction in response to the clockwise torque of the GS disk 107.
  • increasing the angle of the left and right control surfaces 113 in the direction of the arrows 180 can result in a roll motion of the air vehicle in the clockwise direction.
  • having the left and right control surfaces 113 to be pivoted in the opposite direction, i.e. in the direction of the arrows 181 can result in the air vehicle to roll in a counterclockwise direction.
  • FIG. 7B shows an example of the orientation of the left and right control surfaces 112 to effectuate the pitch of the air vehicle.
  • Pitch is the longitudinal change of the air vehicle about the pitch axis 116 that is perpendicular to the longitudinal axis 115 and yaw axis 117.
  • the forward edge of the fuselage is moving either up or down with respect to the rear edge.
  • the left and right control surfaces 112, i.e. the vertical control surfaces in this particular example orientation of the aircraft can be both moved either left or right in order to effectuate a change in pitch of the aircraft.
  • FIG. 7C Another way of controlling the air vehicle pitch, as shown in Figure 7C, is by adjusting the left or right shrouded propeller 103 blade angle of attack. By reducing or increasing blades angle of attack the shrouded propeller thrust is reduced or increased accordingly. When the left shrouded propeller thrust is reduced and the right shrouded propeller thrust is maintained substantially constant or increased the fuselage nose can pitch down. Similarly, when the left shrouded propeller thrust is increased and the right propeller thrust is reduced or maintained substantially constant the nose can pitch up.
  • Figure 7D shows an example of the orientation of the left and right control surfaces 113 that can effectuate a yaw, i.e. a change in orientation about the yaw axis 117 which is substantially perpendicular to the longitudinal axis 115 and pitch axis 116.
  • both left and right control surfaces 113 can be moved in the direction 184 so that a greater surface area of the control surface is exposed to the thrust in the direction of the arrows 184 so as to exert a downward force in the rear of the air vehicle.
  • both left and right control surfaces 113 can be moved in the opposite direction, i.e. in the direction of the arrows 185.
  • the stability of the air vehicle can enhanced by having a gyroscopic stabilization member that translates any force exerted against the air vehicle into a gyroscopic precession, i.e. a change in the angular orientation of the air vehicle.
  • the relatively slow rate of change in the orientation of the air vehicle can allow for greater stability which thereby allows the air vehicle to more successfully transition between vertical flight and substantially horizontal flight.
  • a Class II UAV is designed to take off and land in a generally vertical orientation off of the landing gear comprised of the landing legs 110 and landing ring 111.
  • the air vehicle can tilt forward (as depicted in Figure 8B) in a particular direction.
  • the forward tilt of the longitudinal axis 115 is approximately 10 to 15 degrees from a perpendicular axis.
  • the shrouded propellers can tilt forward to a forward flight angle of attack of approximately 8-10 degrees or as required by the flight mission (as depicted in Figure 8A).
  • the Class II UAV can have wings, while some do not.
  • the air vehicle depicted in Figures 8A- 8 C includes wings.
  • Figures 9A-9C show a Class II UAV without wings in a transition from a vertical takeoff to a horizontal flight, in a manner generally similar to that shown in Figures 8A-8C.
  • Class IE UAV control surfaces can change their function from vertical flight to horizontal flight.
  • the air vehicle can be gyro stabilized in roll and pitch.
  • Figure 19A shows the direction at which the control surfaces 212 and
  • each of the left and right shrouded propeller control surfaces 213 can be pivoted in the directions of the arrows 284.
  • Figure 19B shows an example orientation of the left and right control surfaces 212 that can effectuate the pitch of the air vehicle in vertical flight. In forward flight the air vehicle's pitch motion can be controlled by differential deflection of left and right control surfaces 213 as illustrated in Figure 19F.
  • Pitch is the longitudinal change of the aircraft about the pitch axis 218 that is substantially perpendicular to the longitudinal axis 217 and yaw axis 219. Li effect, the forward edge of the fuselage is moving either up or down with respect to the rear edge. Due to the gyroscopic precession, the left and right control surfaces 212 can be both moved either left or right in order to effectuate a change in pitch of the aircraft for vertical flight and control surfaces 213 can be moved differentially (one up, and the other down) in order to effectuate a change in pitch in forward flight.
  • FIG. 19C Another way of controlling the aircraft pitch in vertical flight is by adjusting, for the left or right shrouded propeller 203, blade angle of attack as shown in Figure 19C.
  • the shrouded propeller thrust is reduced or increased accordingly.
  • the fuselage nose can pitch down.
  • the left shrouded propeller thrust is increased and the right propeller thrust is reduced or maintained substantially constant (depicted as arrows 290) the aircraft nose can pitch up.
  • Figures 19D and 19H show the orientation of the left and right control surfaces 213 that can effectuate a roll in vertical flight (Figure 19D) and forward flight (Figure 19H), i.e. a change in orientation about the longitudinal axis 217.
  • both left and right control surfaces 213 can be moved together in the direction 280 so that a greater surface area of the control surface is exposed to the thrust in the direction of the arrows 280 so as to exert a downward force on the left wing of the aircraft.
  • both left and right control surfaces 213 can be moved in the opposite direction, i.e. in the direction of the arrows 281.
  • Class III air vehicle roll control surfaces and functions can remain substantially the same throughout the flight envelope.
  • Class IH UAVs can be designed to operate in vertical takeoff and landing (VTOL) mode, short takeoff and landing (STOL) mode and conventional takeoff and landing (CTOL) mode.
  • VTOL vertical takeoff and landing
  • STOL short takeoff and landing
  • CTOL conventional takeoff and landing
  • the shrouded propellers 202 can have a generally vertical orientation and the fuselage 201 a generally horizontal orientation.
  • the landing gear such as a tricycle type landing gear 210 and 211, can be attached to the fuselage.
  • An example of a vertical takeoff is depicted in Figure 2OC.
  • the shrouded propellers 202 can then tilt forward in a particular direction with respect to their longitudinal axes 220 and 221.
  • An example of such a transition configuration is depicted in Figure 2OB.
  • such a tilt can be approximately 10 to 15 degrees from the perpendicular axis.
  • the shrouded propellers can tilt forward to a forward flight angle of attack.
  • An example of such forward flight configuration is depicted in Figure 2OA.
  • the forward flight angle of attach can be approximately 8-10 degrees or as required by the flight mission.
  • the fuselage 201 maintains its generally horizontal orientation.
  • the Class III UAV can have wings, while some do not.
  • the air vehicle depicted in Figures 20A-20C includes wings.
  • Figures 21A-21C show a Class HI UAV without wings in a transition from a vertical takeoff to a horizontal flight, in a manner generally similar to that shown in Figures 20A-20C.
  • the shrouded propellers 202 can be tilted forward at an angle of approximately 15-20 degrees from the perpendicular axis.
  • the shrouded propellers can be tilted at an angle of approximately 70-75 degrees from the perpendicular axis.
  • the shrouded propellers can then be tilted forward to a forward flight angle of attack of approximately 8-10 degrees or as required by the flight mission.
  • the aircraft On landing the aircraft can land on the vertical, short landing with the shrouds tilted at approximately 15-20 degrees and conventional landing with the shrouds tilted at approximately 70-75 degrees from the perpendicular axis.
  • the short and conventional takeoff could be used to increase the aircraft payload capability.
  • ducted fan aircrafts have a relatively low maximum horizontal flight speed in the hover mode.
  • ducted fan aircraft have been unable to make the transition to full horizontal flight wherein the longitudinal axis 115 is substantially parallel to the plane of the earth or, alternatively, the plane of rotation of the propellers 102 is substantially perpendicular to the plane of the earth.
  • the Applicant is capable of producing an aircraft that can make the transition from vertical flight or hover flight into substantially horizontal flight. This is due to the increase in the angular momentum of the aircraft and the fact that the rate of change in the angular orientation of the aircraft due to external forces is decreased approximately by the ratio of the angular momentum to the moment of inertia of the aircraft. Hence, due to the increased stability, the Applicant can fly a shrouded propeller configuration of aircraft in a vertical mode, a hover mode and a horizontal mode.
  • the shrouded propeller air vehicle has a much lower disk loading (ratio between the propeller disk area and the air vehicle's weight) than the disk loading of a ducted fan air vehicle.
  • the lower disk loading can enable a shrouded propeller air vehicle to carry significantly more payload and have a much longer endurance in hover and forward flight.
  • Class m air vehicle has a significant advantage over the ducted fan when landing in adverse weather conditions.
  • a ducted fan When landing on the vertical in windy conditions a ducted fan has to tilt into the wind and land at an angle to the ground surface. This situation may lead to the possibility of the air vehicle flipping over and rolling on the landing surface.
  • Landing in cross winds becomes more critical when the ducted fan has to land on a rolling and pitching landing platform of a Navy vessel, hi one embodiment, Class HI fuselage remains generally parallel to the landing surface.
  • the air vehicle approaches the landing surface only the shrouded propellers tilt into the wind. The air vehicle can land on the vertical and can even roll forward a few feet before coming to a complete stop.
  • Table 1 provides a list of estimated performance characteristics for one example embodiment of a Class It UAV. Other configurations are possible.
  • Table 2 provides a list of estimated performance characteristics for one embodiment of a Class m UAV. Other configurations are possible.
  • FIG 22 shows a block diagram of one embodiment of a flight control system 700 that includes a flight control component 702.
  • the flight control component 702 is depicted as receiving one or more input signals from a user control 704 and/or one or more sensors 706.
  • a dashed line 708 indicates that the input from the user control 704 can be wireless (for example, when remotely controlled) or wire-based.
  • an input from the user control 704 may include a control instruction indicative of the user's desire to change the existing flight parameter(s) (for example, direction of flight or transition between vertical and horizontal flight).
  • a "user" can include a human operator or a set of programmed instructions.
  • an input from the sensor 706 can include one or more signals indicative of changes or sudden perturbations of the existing flight parameter(s). For example, as described above, effects such as sudden wind gusts or consumption of fuel can result in relatively sudden or relatively gradual changes that can affect the direction and/or attitude of the air vehicle.
  • the flight control component 702 can receive such inputs and generate one or more output signals for effectuating the adjustments of the flight control surface(s).
  • such adjustments of the flight control surface(s) induce a precession of the angular momentum of the gyroscopic stabilization member. Examples of such examples have been described above.
  • Figure 23 shows one embodiment of a process that can be performed by the flight control component 702 of Figure 22.
  • input signal is received from a user control and/or a sensor, hi one embodiment, the input signal is indicative of a need or a desire to change at least one of the air vehicle's pitch, yaw, and roll orientation, hi a process block 724, the process 720 determines an adjustment of one or more flight control surfaces to induce gyroscopic precession in a desired direction, hi a process block 726, one or more output signals are transmitted to effectuate the adjustment of the one or more flight control surfaces.
  • the gyroscopic stabilization (GS) member can be configured to accommodate different flight requirements or characteristics. Dimensions, total mass, mass-distribution, or any combination thereof, can be adjusted to provide a desired angular momentum of the GS member.
  • the desired angular momentum can be chosen depending on various factors. For example, having a relatively large angular momentum can provide more GS stabilization, hi some situations, such stabilization can be at the expense of maneuverability, which may or may not be desirable, hi some embodiments, such conflicting flight characteristics can be accommodated by allowing for adjustments to the GS member - by changing the moment of inertia of the GS member (by replacement, for example) and/or by changing the rotational speed of the GS member.
  • an initial GS configuration may provide a relatively large angular momentum, thereby providing a very stable and steady air vehicle for a pilot to become familiar with the air vehicle's flight characteristics. As the pilot's expertise in flying the air vehicle increases, the angular momentum of the GS member may be reduced, thereby providing greater maneuverability, hi some embodiments, the angular momentum may further be reduced when the air vehicle is controlled by an airborne computer.
  • Figures 24A and 24B show different views of one embodiment of a disk member 750 that can be used as a gyroscopic stabilization (GS) member.
  • the disk member 750 can include a disk 752 mounted to a shaft 754.
  • the disk 752 can be spun by coupling the shaft to a power source (for example, coupling an engine shaft via a gear box) in various known manners.
  • one embodiment of the disk member 750 can include a precision machined steel shaft 754, a middle (radial) section 756 and an outer section 758.
  • the middle section 756 and the outer section 758 can be fabricated from high strength carbon fiber.
  • the disk's angular momentum varies substantially directly with its rotational velocity and its moment of inertia, hi one embodiment, as shown in Figures 24A and 24B, mass can be distributed more towards the periphery of the disk to provide a greater moment of inertia (and thereby greater angular momentum for a given rotational rate) for a given total mass and overall dimension of the disk 752.
  • the radial middle section includes unidirectional carbon fibers having a radial orientation. Multiple layers of fibers and the steel shaft are placed in an aluminum mold and cured at high temperature. After the radial middle section is cured the outer diameter is machined to the designed dimensions and the assembly is placed in the ring mold. The ring is fabricated of a continuous carbon fiber tow. As the disk mold assembly is rotated on an assembly fixture the continuous fiber, subjected to a pull force, is placed in the mold. The entire assembly is placed in a vacuum bag to substantially eliminate possible air bubbles and cured at high temperature. After the curing process, the outer ring surface layer is machined for uniformity. The disk is then dynamically balanced and become ready for installation.
  • the mass of the outer section can be increased by weaving in one or more very thin continuous steel wire.
  • the above-described GS disk 750 can be spun at, for example, about 30,000 to 32,000 RPM.
  • the above- described GS disk 750 can be spun at, for example, about 24,000 RPM. As described herein, other rotational rates are possible.
  • gyroscopically stabilized air vehicle can be implemented.
  • Some non- limiting example variations and/or alternate embodiments include, UCAV-type aircraft such as VTOL UCAV, MRE VTOL UCAV, and HALE VTOL UCAV; Class IV or larger UAVs such as Class IV VTOL UAV, MRE VTOL UAV, and HALE VTOL UAV; and manned aircraft such as One-Two seat M/U/C VTOL aircraft, Four-Six seat M/U/C VTOL aircraft, and 20-seat M/U/C VTOL aircraft. Other variations are possible.
  • various features of the present disclosure can be applied to larger VTOL UAV designed to fulfill the FCS Class IV requirements. Due to their relatively long endurance, such air vehicles can provide continuous 72 hours reconnaissance coverage which could include 72 hours persistent stare.
  • a similar-sized aircraft as a single-seat or a Class rV could fulfill the role of a low cost VTOL UCAV.
  • Its speed flexibility (0-350 mph), relatively high maneuverability and relatively small size can make it ideal to conduct missions in confined spaces like an urban environment or rough mountainous terrain.
  • the aircraft can hover, fly at low speed and when necessary dash at high speed to escape enemy fire. Due to its gyroscopic stability and the fact that all its moving components are substantially entirely enclosed (in one embodiment) the aircraft can bump into land structures without changing its position in space.
  • the aircrafts gyroscopic stability during such sudden impacts has been demonstrated in testing of various embodiments of the air vehicles of the present disclosure.
  • the aircraft can provide a stable and steady platform for weapons delivery.
  • the air vehicles of the present disclosure can have propulsion systems other than the shrouded propellers.
  • propulsion systems other than the shrouded propellers.
  • turbofan engines or jet engines can be used.
  • the shrouded propeller propulsion system can be replaced with large diameter turbofans, to provide speed and lifting capabilities of the aircraft.
  • the turbofans can produce a more powerful jet blast on the take off and landing surface and as a result the vertical takeoff and landing may be restricted to prepared surfaces (concrete, metal, etc.). From unprepared surfaces the air vehicle can takeoff after a very short run and on landings rolling a short distance on the ground.
  • a larger turbofan will provide adequate mixing of hot and cool exhaust gasses, thus reducing the infrared signature on landing surface and in flight.
  • Such high performance VTOL aircraft can be useful for Navy applications.
  • the landing platforms are readily available and the aircraft's high speed and endurance can enable it to cover large distances.
  • a medium to high speed VTOL air vehicle powered by turbofans can be configured for UAV and/or UCAV missions. As a manned aircraft it could find uses with special operations, executive aircraft, commuter aircraft, transport aircraft, etc.

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Abstract

L'invention concerne un véhicule aérien à décollage et atterrissage verticaux (VTOL). Le véhicule aérien peut être habité ou non. Dans un mode de réalisation, il comporte deux hélices carénées (202), un fuselage (201) et un disque de stabilisation gyroscopique monté dans le fuselage. Le disque de stabilisation gyroscopique peut être configuré pour produire un moment angulaire suffisant, du fait d'une masse suffisante et/ou d'une vitesse angulaire suffisante, pour assurer la stabilisation gyroscopique du véhicule aérien au cours des différentes phases de vol. Dans un mode de réalisation, le fuselage est fixé à demeure sur les hélices carénées. Dans un autre mode de réalisation, les hélices carénées sont montées pivotantes sur le fuselage.
PCT/US2006/009965 2006-03-20 2006-03-20 Vehicule aerien a stabilisation gyroscopique WO2007108794A1 (fr)

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