WO2011042065A1 - Module d'élévation « momoheli » et véhicules - Google Patents

Module d'élévation « momoheli » et véhicules Download PDF

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Publication number
WO2011042065A1
WO2011042065A1 PCT/EP2009/063214 EP2009063214W WO2011042065A1 WO 2011042065 A1 WO2011042065 A1 WO 2011042065A1 EP 2009063214 W EP2009063214 W EP 2009063214W WO 2011042065 A1 WO2011042065 A1 WO 2011042065A1
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WO
WIPO (PCT)
Prior art keywords
module
fluid
lifting
envelope
compartment
Prior art date
Application number
PCT/EP2009/063214
Other languages
English (en)
Inventor
Daniel Monsch
Hans Monsch
Original Assignee
Daniel Monsch
Hans Monsch
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 Daniel Monsch, Hans Monsch filed Critical Daniel Monsch
Priority to PCT/EP2009/063214 priority Critical patent/WO2011042065A1/fr
Priority to PCT/EP2010/064070 priority patent/WO2011042316A1/fr
Publication of WO2011042065A1 publication Critical patent/WO2011042065A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64B—LIGHTER-THAN AIR AIRCRAFT
    • B64B1/00—Lighter-than-air aircraft
    • B64B1/58—Arrangements or construction of gas-bags; Filling arrangements
    • B64B1/62—Controlling gas pressure, heating, cooling, or discharging gas
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64B—LIGHTER-THAN AIR AIRCRAFT
    • B64B1/00—Lighter-than-air aircraft
    • B64B1/02—Non-rigid airships
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64B—LIGHTER-THAN AIR AIRCRAFT
    • B64B1/00—Lighter-than-air aircraft
    • B64B1/06—Rigid airships; Semi-rigid airships
    • B64B1/08—Framework construction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64B—LIGHTER-THAN AIR AIRCRAFT
    • B64B1/00—Lighter-than-air aircraft
    • B64B1/06—Rigid airships; Semi-rigid airships
    • B64B1/14—Outer covering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64B—LIGHTER-THAN AIR AIRCRAFT
    • B64B1/00—Lighter-than-air aircraft
    • B64B1/06—Rigid airships; Semi-rigid airships
    • B64B1/22—Arrangement of cabins or gondolas
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64B—LIGHTER-THAN AIR AIRCRAFT
    • B64B1/00—Lighter-than-air aircraft
    • B64B1/06—Rigid airships; Semi-rigid airships
    • B64B1/24—Arrangement of propulsion plant
    • B64B1/30—Arrangement of propellers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64B—LIGHTER-THAN AIR AIRCRAFT
    • B64B1/00—Lighter-than-air aircraft
    • B64B1/40—Balloons

Definitions

  • the invention generally relates to lifting modules for carrying a payload and/or passengers. It also relates to lifting vehicles which comprise two or more such modules and to the use of such modules and vehicles for carrying payloads and/or passengers.
  • Conventional airships employ helium or another lifting gas to provide buoyancy or "lift.” Temperature and pressure variations resulting from altitude changes and varying atmospheric conditions generally cause the helium contained within the hull of such an airship to expand or contract, resulting in a constantly varying volume of helium.
  • conventional airships employ inside fabric ballonets. This passive system reacts to changes in helium volume by passively filling with outside air, or exhausting air to the atmosphere, to compensate for changes in helium volume and maintain the hull pressure within acceptable limits.
  • a conventional airship is pressurized only to the minimum extent necessary to maintain its hull shape under flight and mooring loads.
  • Positive buoyancy is obtained when the amount of buoyancy generated by the lifting gas is greater than the mass (weight) of the airship and its payload, thereby enabling the airship to ascend without the need for any other form of assistance, such as dynamic lift and/or vectored engine thrust.
  • Negative buoyancy is obtained when the amount of buoyancy generated by the lifting gas is less than the mass (weight) of the airship and its payload, thereby causing the airship to descend and preventing it from ascending or remaining aloft without employing some other form of assistance, such as dynamic lift and/or vectored engine thrust.
  • a conventional airship In a conventional airship, the pilot and crew have no way of actively manipulating the buoyancy of the airship other than releasing helium into the atmosphere or releasing disposable ballast (such as sand or water).
  • a conventional airship In order to compensate for the loss of weight during a flight as fuel is consumed, a conventional airship usually begins its flight statically heavy. To overcome this heaviness and become airborne, the airship either has to generate dynamic lift by performing a takeoff run similar to that of an airplane (but generally of shorter length), or, if so equipped, by using vectored engine thrust to ascend to an altitude where the additional weight can again be carried by forward movement and dynamic lift.
  • statically light condition can be overcome only by employing negative lift to force the airship down via forward airspeed, or by employing vectored engine thrust to force the airship downward.
  • the negative lift method requires a minimum length of runway or similar cleared surface for useful operation, while the vectored engine thrust method consumes a great deal of fuel and requires expensive vectored engines.
  • Another drawback of conventional airships is the difficulty experienced in offloading passengers and cargo. That is, as passengers and cargo are offloaded, the airship becomes increasingly buoyant. Therefore, ballast (such as sand or water) must be loaded onto the airship to compensate for the increased buoyancy and subsequently offloaded to allow the airship to become airborne again.
  • the airship may be firmly affixed to the ground via cables or other fastening devices, or through a constantly compensating downward force generated by vectored engine thrust.
  • the maximum weight range of a payload is determined by the buoyancy generated by the airship. The lifting of heavier weights is not possible until now.
  • a lifting module which comprises an envelope for storing a lifting fluid, a flexible, gas-tight membrane at least partially extending inside the envelope and being arranged so that the envelope together with the membrane define a first compartment (also called upper compartment) and a second compartment (also called lower compartment) inside.
  • the lifting module also comprises a valve for inserting lifting fluid into said first compartment.
  • a fluid inlet for intake of or inserting a ballast fluid and means for actively introducing the ballast fluid through the fluid inlet into said second compartment are provided too.
  • the module further comprises an engine (or first engine), which is built to be positionable in a first and in a second position. This first engine is accomplished as a conveying means for introducing ballast fluid into said second compartment when positioned in its first position. When positioned in its second position, the first engine is accomplished as propulsion means for providing thrust with respect to an ambient fluid in which said module is floating.
  • the module comprises a platform and suspension cables.
  • These sus- pension cables advantageously are connected to a frame and to the platform in order to provide for a suspension of the platform.
  • a load bearing net preferably is connected to the frame which holds the envelope.
  • a lifting vehicle which comprises at least two of the modules according to the present invention.
  • Each such module is characterized in that it comprises a rigid frame, which defines an opening. This frame is connected to and so arranged with respect to the envelope that at least part of the envelope, when filled with the lift- ing fluid, protrudes upwards through the opening.
  • the two modules are connected by means of coupling elements between the frames and the platforms.
  • the invention also concerns accomplishing and utilization of at least one module according to the present invention as a submarine lifter for carrying a payload in or under water.
  • the invention also concerns accomplishing and utilization of at least one module according to the present invention as an air lifter for carrying a payload and/or passengers in air.
  • the invention generally relates to a new type of floating vehicle allowing the lift, transport and positioning of (pay-) loads, such as very heavy loads with a preferred weight of at least 1 t and with an especially preferred weight range from 10 t up to several hundreds of tons.
  • several embodiments of the invention relate to a system for actively controlling the mass and the buoyancy of the floating vehicle by manipu- lating the ratio of ballast fluid to lifting fluid contained within the envelope of the module or vehicle, and thus the overall mass.
  • This manipulation is accomplished by actively adding an outside fluid to or by subtracting an outside fluid (e.g. air or water) from the system, with the resulting pressure differential borne only by the module's envelope.
  • an outside fluid e.g. air or water
  • Another embodiment of the invention relates to a system for the composition of two or more individual modules allowing for a change in the lifting power according to the specific mass of the transport goods (payload).
  • Another embodiment of the invention relates to mechanical systems allowing horizontal twisting of the modules of the vehicle to steer and to optimize aerodynamics and trimming during cruise. This horizontal twisting redundantizes vertical tail and side rudders (including their weight). This is achieved by changing the angle between the modules through a winch-based system, which allows limited horizontal rolling of the cogged frames with respect to each other.
  • Another embodiment of the invention relates to a system for the modular composition of two or more modules to bigger floating vehicles, doubling, tripling etc. the overall buoyancy according to the specific mass of the (pay-) load and fuel and required flight altitude.
  • Two modules are joined via rolling couplings attached to the frames and to the trusses between the platforms.
  • the stability and steering is provided by trusses and cables which can be lengthened and shortened by a winch system.
  • the invention has the advantage that the entire envelope of a module in fact becomes a pressure tank without the need of any additional tanks, hulls or ballo- nets using less material and thus less weight. Further advantageous embodiments and inventive features derive from the dependent claims.
  • Fig. 1A a schematic cross-section of a first module, according to the present invention, comprising an envelope (hull) and an inside flexible divider in a state where the first compartment is filled with a lifting fluid while the second compartment is empty or almost empty;
  • Fig. IB a schematic cross-section of the first module, according to the present invention, in a state where the first compartment is filled with a lifting fluid while the second compartment is partially filled with a ballast fluid ;
  • Fig. 1C a schematic cross-section of the first module, according to the present invention, in a state where the first compartment is filled with a lifting fluid while the second compartment is filled with even more ballast fluid ;
  • Fig. 2A a perspective view of a single module according to the present invention which employs a mass control system (MCS) allowing the lift of payload;
  • MCS mass control system
  • Fig. 2B a front view of the single module of Fig. 2A, showing two main engines;
  • Fig. 2C a sectional view of the single module of Fig. 2A and 2B, showing the divider membrane;
  • Fig. 2D a magnified perspective view of the platform of the single module of
  • FIG. 2A showing an engine, suspension cables and a platform canopy
  • FIG. 2E another magnified perspective view of the platform of the single module of Fig. 2A;
  • Fig. 3A a front perspective view of a floating vehicle that is accomplished as an air lifter comprising three modules according to the present invention
  • Fig. 3B a magnified perspective view of one of the platforms of the floating vehicle of Fig. 3A;
  • Fig. 3C a side sectional view of the floating vehicle of Fig. 3A;
  • Fig. 3D a front sectional view of the floating vehicle of Fig. 3A;
  • Fig. 3E a magnified side view of one of the platforms of the floating vehicle of
  • Fig. 4A a schematic top view of an arrangement of three modules according to the present invention
  • Fig. 4B a schematic top view of an arrangement of six modules according to the present invention
  • Fig. 4C a schematic detailed view of two mating elements for connecting modules
  • Fig. 4D a schematic detailed view of certain aspects of a transition peace for connecting modules; a detailed view of the engines with rudders and a cross sectional view of the platform gimbal-mounted propulsion device; a detailed composition of an envelope, showing a protective layer (UV and weather proof), a carbon fiber laminate (or similar material) and a gas proof laminate, according to one embodiment of the invention; a top view of a horizontally twisted vehicle, comprising three and three laterally arranged modules according to the present invention; a side view of another vehicle, comprising three and three modules arranged on top of each other, according to the present invention; a schematic side view of another module that is accomplished as a submarine lifter in an underwater application according to the present invention, showing the ambient fluid, a submarine platform, material (payload), the sea bed and water surface;
  • Fig. 10 a schematic side view of several modules that are accomplished
  • single-pressure-envelope describes the concept of using only one hull or envelope 11 per module 10 under pressure to provide buoyancy and vertical control in comparison to other systems using additional features (like additional hulls, tanks or ballonets);
  • “floating vehicle” 30 may include one or more modules 10 with its features for optimizing floating control;
  • airship or “air lifter” describes an air-floating vehicle 30 which may include one or more airship modules with its features for optimizing aerodynamic control;
  • submarine lifter describes a vehicle 30 floating in or under water that may include one or more modules with its features for optimizing hydrodynamic control;
  • lifting module or “lifting vehicle” are used as synonyms for the terms “module” or “vehicle”;
  • MCS mass control system
  • pressure envelope refers to the specific composition and physical qualities of the hull or envelope 11 of a module
  • platform describes a cage, frame, platform, cabin or compartment
  • frame or ring-shaped frame describes a construction, assembly or body which is rigid
  • fluid describes a non-solid material, such as a gas (e.g. air or nitrogen), a liquid (e.g. water), or a gas/liquid mixture;
  • valve describes any means for introducing a fluid into a compartment and/or releasing a fluid from a compartment.
  • Such valves can be for only one single use (e.g. for irreversibly closing an opening through which a lifting fluid had been entered into a first compartment) or for repeated opening and closing.
  • the closing of the valve can be carried out by mechanically closing a pipe or similar inlet as well as closing such an inlet by gluing or welding for example.
  • the invention concerns a module 10 with an envelope 11 for storing a lifting fluid Gl .
  • the respective envelope 11 preferably is balloon or spherical shaped, but it could have other shapes as well.
  • the module 10 comprises a flexible, gas-tight membrane 12 at least partially extending inside the envelope 11.
  • the membrane 12 is arranged so that the envelope 11 together with the membrane 12 defines a first compartment CI and a second compartment C2 inside.
  • the membrane 12 acts as a divider in-between the two compartments.
  • the various embodiments described herein also comprise means for introducing and/or extracting (releasing) the lifting fluid Gl through a valve 24, also called valve 24 for lifting gas.
  • This valve preferably is located behind or closed to the coupling element of the ring.
  • Fig. 1A shows a schematic cross-section of a first module 10, according to the present invention, in a state where the first compartment CI is filled with a lifting fluid Gl while the second compartment C2 is empty or almost empty.
  • the membrane 12 forms a second skin inside the lower part of the envelope 11, as schematically illustrated in Fig. 1A.
  • a schematic cross-section of the same module 10 is shown in Fig. IB after some of a ballast fluid G2 was introduced.
  • the first compartment CI is filled with compressed lifting fluid Gl while the second compartment C2 is partially filled with the ballast fluid G2.
  • the fact that the ballast fluid G2 is inserted from the outside is illustrated by an arrow.
  • Fig. 1A shows a schematic cross-section of a first module 10, according to the present invention, in a state where the first compartment CI is filled with a lifting fluid Gl while the second compartment C2 is empty or almost empty.
  • the membrane 12 forms a second skin inside the lower part of the envelope 11, as schematically illustrated in Fig
  • Fig. 1C shows a schematic cross-section of the module 10 in a state where the second compartment C2 is filled with even more ballast fluid G2.
  • the first compartment CI remains to be filled with a compressed lifting fluid G l. Since the envelope 11 only has a limited degree of elasticity, the following rule of thumb can be postulated :
  • the lifting gas Gl Since none of the lifting gas Gl can escape (except for a very small amount that eventually leaks out through the envelope 11 and/or membrane 12), the lifting gas Gl is compressed as the volume VI of its compartment CI gets smaller while the volume of the compartment C2 grows.
  • the internal pressures in the compartments CI and C2 are identical as long as C2 is filled or partially filled.
  • the modules 10 are designed so that ballast fluid G2 is released out of the compartment C2 after a valve (e.g. the check valve 23) was released or opened. An automatic discharging is possible since the compressed lifting gas Gl has the tendency to expand. This will push the membrane 12 downwards and the gas G2 out of the compartment C2.
  • an actively controlled check valve 23 e.g. a non return fluid-outlet valve
  • the bottom layer is a perforated plate.
  • the top layer comprises a perforated plate holding a number of flap gates and a quadrangular hole next to each flap gate allowing airflow from the engine 21 into the envelope 11 preventing automatically air-backflow.
  • the holes of the valve 23 next to the flap gates are shut by the bottom grid.
  • the valve 23 may be switched into the decompression using a remote control or a mechanical system.
  • This principle enables the easy control of a floating module 10 (cf. Fig. 2A, for instance) or a floating vehicle 30 (cf. Fig. 3A, for instance).
  • the respective mechanism is herein referred to as active mass control system (MCS).
  • MCS active mass control system
  • the module 10 or the floating vehicle 30 is able to perform a vertical take off and landing without dynamic lift or vectored engine thrust.
  • only one envelope 11 per module 10 is employed to provide buoyancy and vertical control. That is, the module 10 has one single pressure-envelope 11 only.
  • the buoyancy is adjusted or controlled by manipulating the ratio of air (serving as ballast fluid G2) to lifting gas Gl contained within the envelope 11.
  • ballast fluid G2 serving as ballast fluid G2
  • the overall mass of the module 10 or vehicle 30 can be adjusted by actively adding or subtracting outside air to or from the second com- partment C2 in the bottom part of the envelope 11.
  • the buoyancy is adjusted or controlled by manipulating the ratio of water (serving as ballast fluid G2) to lifting gas Gl contained within the envelope 11.
  • ballast fluid G2 serving as ballast fluid G2
  • the overall mass of the module 10 or vehicle 30 can be adjusted by actively adding or subtracting water to or from the second compartment C2 in the bottom part of the envelope 11.
  • the module 10 comprises a fluid inlet 22 for intake of the ballast fluid G2 and means 21,23 (e.g. a pump or fan together with a valve) for introducing the ballast fluid G2 through the fluid inlet 22 into the second compartment C2, as schematically illustrated in Figures 2A through 2E, for instance.
  • the valve 23 is accomplished as a check valve (i.e. a non return fluid-outlet valve).
  • the module 10 comprises an engine 21 which is gimbal-mounted so that in a first position (called filling position) it serves as means for introducing the ballast fluid G2 into the second compartment C2.
  • a second position (called propulsion position) the engine 21 serves as means providing thrust with respect to an ambient fluid G3 (e.g. air or water) in which the module 10 is floating.
  • the engine 21 in this embodiment serves two purposes: the engine 21 feeds the ballast fluid G2 (e.g. air or water) through the fluid inlet 22 into the second compartment C2 and, after having been turned, moved or rotated, - the engine 21 takes in air or water and accelerates or ejects the air or water.
  • the ballast fluid G2 e.g. air or water
  • ballast fluid G2 e.g. air or water
  • the means 21,23 e.g. a pump or fan together 21 with a valve 23
  • This mechanism also helps to compensate for changes in the static weight of the module 10 or vehicle 30 as a result of operational factors such as fuel consumption, payload exchange, ambient temperature change, humidity (in air) and/or ambient air or water pressure changes.
  • the following sections are mainly concerned with solutions for deployment in air.
  • the general principle is also applicable in other fluids (e.g. underwater, where the ballast fluid preferably is water).
  • an active MCS system is provided which is based on the principles described so far.
  • the upper part of the single pressure envelope 11, i.e. the 1 st compartment CI, is filled with the lifting gas Gl via the valve 24 to provide lift to the module 10 or airship 30.
  • the envelope 11 is able to store the gas Gl. This means that the envelope 11 comprises a gas impermeable skin which is able to hold the gas Gl.
  • the module 10 or airship 30 further contains a gas impermeable membrane 12 or divider separating the upper gas compartment CI from the lower air compartment C2.
  • a controller is configured to pump the ballast air G2 from outside the module 10 or airship 30 into the second compartment C2 by the use of at least one engine 21 (e.g. aircraft prop-fan or air-pump).
  • the controller may be a mechanical or electrical controller, or a combination of both.
  • This engine 21 compresses the lifting gas Gl within the upper part of the envelope 11 since the volume VI decreases as volume V2 increases.
  • the lifting gas Gl is compressed and displaced by the ballast fluid G2 under pressure from the lower part of the envelope 11, the module 10 or vehicle 30 becomes statically heavier and less buoyant.
  • the module 10 or vehicle 30 will become statically light enough to ascend.
  • the control function may be performed by the controller.
  • the module 10 comprises a rigid frame 15.
  • This frame 15 defines an opening and it is connected to and so arranged with respect to the envelope 11 that at least part of the envelope 11, when filled with the lifting fluid Gl, protrudes upwards through the opening.
  • the embodiments which are shown in the Figures all comprise such a ring-shaped frame 15.
  • This ring-shaped frame 15 has a circular or oval opening that is adapted to the overall shape of the envelope 11.
  • the frame 15 may also have another shape according to a different shape of the envelope 11.
  • cables may be tautened diametrically through the frame and envelope. It is important, however that these cables are sealably connected to the envelope 11 and membrane 12 in order to prevent leakage of lifting fluid or ballast fluid out of the envelope.
  • the first preferred embodiment preferably comprises two main engines 18. These two main engines 18 are attached to the frame 15. They are designed to provide thrust with respect to the ambient fluid G3 for providing a relative movement of the module 10.
  • the rigid frame 15 defines a plane which typically is horizontal.
  • the two engines 18 are situated in the same horizontal plane to provide for stability of the floating module 10 or vehicle 30.
  • the main engines 18 are arranged so that their position is close to the center of aerodynamic resistance of the module 10, when a lighter payload 100 (cf. Fig. 3A, for instance) is carried by the module 10. This adds to the horizontal stability when the module 10 or vehicle 30 is cruising in air, especially when cruising at higher speeds.
  • the main en- gines 18 are arranged so that their position is close to the center of gravity of the module 10, when a heavier payload 100 (cf. Fig. 3A, for instance) is carried by the module 10.
  • the main engines 18 are mounted so that their position can be vertically adjusted.
  • This optional setup enables an adjustment with respect to the center of mass or the center of aerodynamic resistance of the module 10 or vehicle 30. If a very heavy payload 100 is attached, the center of mass is lower than normal. In this case, the position of the main engines 18 can be lowered to provide for a more stable setup or trim while changing speed.
  • the adjustment of the engines 18 can be done manually (e.g. using a winch or lifting device), or it can be performed semi-automatically or automatically (e.g. using an electromechanical or a hydraulic system).
  • the adjustment of the engines 18 preferably is made when the module 10 or the lifting vehicle 30 is in a stationary position.
  • the main engines 18 preferably can be arranged so that their position is closer to the one or to the other of these two centers of gravity and aerodynamic resistance of the module 10.
  • an optimal spatial position of the main engines 18 may be chosen to achieve maximal horizontal stability for a module 10 while also taking into account the type of environmental fluid in which the module 10 is floating, its actual size and payload as well as the cruising speed intended.
  • the frame 15 serves different purposes, depending on the actual requirements of the module 10 or vehicle 30. As illustrated in Figures 2A through 2E, the module 10 or vehicle 30 carries a platform 19 and a platform canopy 27. The platform 19 is attached to the frame 15 by suspension cables 25.
  • the frame 15 itself is hanging at a suspension net 16 (also called load bearing net) which covers the upper part of the envelope 11.
  • the frame 15 together with the net 16 is sitting on the envelope 11 like a hat or hood is sitting on a head.
  • the frame 15 together with the suspension net 16 define some kind of cage for the envelope 11 when being filled with the lifting gas Gl .
  • the platform 19 is attached to the suspension net 16 which is laid over the envelope 11.
  • the divider membrane 12 is visible in Fig. 2C, where the lower (second) compartment C2 is at a close to minimal size for allowing almost maximal buoyancy.
  • the module 10 may further comprise at least one coupling element 17 for connecting it to a similar module 10 so as to form a two-module vehicle 30.
  • the positions of the coupling elements 17 are indicated in Fig. 2C.
  • the coupling element 17 is designed so that it provides for a mechanical interconnection of two adjacent modules 10.
  • the frames are cogged at the matching point so that they can be horizontally rolled with respect to each other.
  • Steering cables 34 are used to control the angle of the horizontal twisting.
  • Exactly the same principle can be used between the beams 33 connecting the platforms 19 vertically below the coupling element 17 (matching point) of the frames 15 (see Fig. 3A).
  • the beams 33 preferably comprise cantilever girders 41 between them and a platform 19 or between two beams 19.
  • the platform 19 preferably carries the first engine 21 with the two functions as mentioned above.
  • the engine 21 may be attached to the frame 15 by means of suspension strings.
  • the platform 19 may also carry other engines.
  • the modules 10 described so far can be used in air.
  • a first gas is used as the lifting fluid Gl and a second gas is used as the ballast fluid G2.
  • the first gas G l has a density which is smaller than the density of air and the second gas G2 has a density which is equal to or larger than the density of air.
  • Very well suited as lifting gas Gl is pure Helium or a gas mixture comprising at least 50% of Helium.
  • a mixture of lifting gases may comprise helium and/or hydrogen and/or heated air or combinations thereof.
  • the utilization or addition of an inert gas (like nitrogen) in the mixture of lifting gases can be used to minimize the danger of a possible ignition.
  • the lifting gases provide all of the lift so that no additional energy is consumed to lift the airship 30.
  • modules 10 can be arranged to form a vehicle 30, as depicted in Figures 3A - 3E, 4A, 4B, 7, 8, or 10.
  • a vehicle 30 comprises at least two modules 10.
  • Each such module 10 comprises an envelope 11 for storing the lifting fluid Gl and a flexible, gas-tight membrane 12 partially extending inside the envelope 11.
  • the membrane 12 is arranged so that the envelope 11 together with the membrane 12 defines the first compartment CI and the second compartment C2 inside, as described before.
  • Each module 10 also comprises a valve 24 for inserting lifting fluid Gl into said first compartment CI, a fluid inlet 22 for intake of a ballast fluid G2 and means 21,23 for introducing the ballast fluid through the fluid inlet 22 into the second compartment C2.
  • the two modules 10 are connected by means of a coupling element 17.
  • the position of the coupling elements 17 is depicted in Fig. 2C and in Figures 4A und 4B.
  • the frame 15 preferably comprises more than one coupling element 17.
  • the coupling elements 17 are advantageously positioned at the circumference of the frame 15 so that mating elements, which together serve as coupling element 17, can be caused to mechanically interact, when needed (e.g. when coupling two modules 10).
  • the envelope 11 is designed for storing the lifting fluid Gl .
  • the envelope 11 preferably is made of helium and/or hydrogen proof laminate, carbon fiber laminate and a protective layer providing structural integrity to the module 10 and/or vehicle 30. It is preferably configured in the shape of a sphere in order to optimize the ratio between volume and surface of the envelope 11 and thus minimize its weight.
  • the envelope 11 could also consist of a rigid or stiff material like metal or composites and its shape could also be cylindric.
  • each module 10 of a ve- hide 30 comprises a platform 19.
  • the platforms 19 may be connected by means of a beam 33 (also called connecting truss), as illustrated in Fig. 3A, 3B and 3C.
  • This beam 33 provides for additional stability and thus has a positive impact concerning the maneuverability of the vehicle 30.
  • the beam 33 may be carried or supported using so-called (truss) suspension cables 38, as depicted in Fig. 3A and Fig. 3B.
  • the vehicle 30 has a nose 35 and a tail 36. It may comprise a (long) stocking 37, enclosing the modules 10. This stocking 37 is optional. If such a stocking 37 is pro- vided, it may comprise longitudinal slits or openings 31 on the side. Three such slits or openings 31 are shown in Fig. 3A. The slits or openings 31 are provided so that the main engines 18, which are carried by the frames 15, stick out of the stocking 37.
  • the vehicle 30 of Fig. 3A has six slits or openings 31 and six main engines 18 (three on each side).
  • the payload 100 may be carried by a number of suspension cables 43. All suspension cables 43 may be combined into or may be connected to a central suspension cable 44, as shown in Fig. 3D.
  • Fig. 3C shows another arrangement of the suspension cables 43.
  • the suspension cables 43 are connected to the platforms 19 and/or to the frames 15.
  • the load suspension may comprise a pivoting load suspension 42, which enables the payload 100 to be rotated about a vertical axis.
  • the various vehicle embodiments may comprise a steering cable 34, as illustrated in Figures 3A and 3B.
  • At least one motor winch 40 may be located in or at one of the platforms 19. Such an embodiment is to comprise coupling elements 17 and 32, as mentioned above.
  • the winch 40 is designed to coil up the steering cable 34 so as to pull at the platform 19 of the adjacent module(s) 10. This leads to a bending (twisting) of the modules 10 of the vehicle to one side. If the winch 40 coils up the steering cable 34 at the other side of the vehicle 30, an opposite bending movement is achieved.
  • Respective vehicles 30 are shown in Fig. 7 and 8.
  • all modules 10 of the vehicle 30 are equipped with an engine 21.
  • an engine 21 may be comprised in any of the embodiments described herein. Details of one such engine 21 are visible in Fig. 3B. The engine 21 in this Figure is shown in a position (called filling position) where it blows air upwards into the second compartment C2 of one of the modules 10.
  • the vehicle 30 can raise or sink by homogeneously increasing or decreasing the amount of ballast fluid G2 in all modules 10. If one wants the nose 35 to be raised, the module 10 close to the nose 35 is made lighter or the module 10 at the tail 36 is made heavier.
  • Fig. 4A shows a schematic top view of a vehicle 30 comprising three modules 10 in a row (i.e. in a one dimensional array).
  • the three modules 10 are coupled us- ing a coupling element 17 which sits at or between the frames 15 of the modules 10.
  • each coupling element 17 has two mating elements 17.1 and 17.2, as schematically depicted in Fig. 4A.
  • the vehicle 30 may further comprise an outer hull, called stocking 37.
  • This stocking 37 is optional. It is elastic. It has certain advantages to employ such a stocking 37.
  • the stocking 37 provides for an improved aerodynamic surface and it gives additional stability. Furthermore, the stocking 37 is able to protect the envelopes 11 of the modules 10 against mechanical wear or against UV-light.
  • the stocking 37 may also be employed in case of underwater embodiments.
  • Fig. 4B shows a schematic top view of a vehicle 30 comprising six modules 10 in a rectangular arrangement (i.e. in a two dimensional array). There may be four coupling elements 17, as indicated. Between the sidewise connected modules 10 an additional transition piece 17.3 is applied.
  • the transition peace 17.3 may be a cylindrical cogged wheel serving to change the direction of rotation of the frames 15. The purpose of it is to allow the horizontal twisting of vehicle 30 and thus enabling horizontal steering in this arrangement.
  • a stocking 37 is employed (not shown in Fig. 4B), the shape of such an arrangement resembles a barrel or disk. This arrangement is not very advantageous as far as the aerodynamics is concerned, but it provides for a very compact setup with the capability of lifting very heavy payloads 100.
  • a coupling element 17 Details of a coupling element 17 are illustrated in Fig. 4C and the cylindrical cogged wheel, which may serve as transition peace 17.3, is illustrated in Fig. 4D.
  • Fig. 6 illustrates the detailed composition of the envelope 11 according to one embodiment of the invention. From the outside to the inside it comprises the following layers: a protective layer (UV and weather proof) 72, a carbon fiber laminate 73 and a gas proof laminate (He and H 2 impermeable) 74. It may further comprise a load bearing net (UV-proof), which is not shown in Fig. 6. Such an envelope 11 is able to withstand the pressure resulting from the compression of the lifting gas Gl.
  • FIG. 4A Two basic setups or arrangements of modules 10 to a vehicle 30 are depicted in Figures 4A and 4B.
  • Two or more modules 10 may either be arranged in a row, as shown in Fig. 4A, or four modules 10 may be arranged in a square setup, as shown in Fig. 4B. It is obvious that there are a number of other arrangements lateral or vertical (e.g. in a third dimension array).
  • a vehicle 30 may preferably comprise more than two modules 10 in one of the following exemplary arrangements: aligned in a row,
  • a coupling element 32 identical to the coupling element 17 used between the frames 15, may be positioned.
  • the platforms 19 are connected by means of a beam 33 which has a second coupling element in the middle (e.g. a rolling coupler 32) vertically underneath the touch point of the frames 15.
  • the coupling elements 17 and 32 are arranged so that they provide for a double-hinge 28 connection enabling the modules 10 to be turned or twisted with respect to each other. For this reason, the coupling elements 17 and 32 are positioned in a common vertical plane PI between two modules 10.
  • the beam 33 is perpendicular to this plane PI.
  • Fig. 3C comprises three modules 10 in a row and thus has two vertical planes PI and P2, as illustrated in Fig. 3C.
  • these cables 34 are wound up by a winch 40 which may be identical to the winch 40.
  • a winch 40 which may be identical to the winch 40.
  • Fig. 7 illustrates a top view of another vehicle 30 with six mechanically connected single modules 10 which employ a mass control system (MCS), changing the overall buoyancy according to the specific mass of the payload 100, fuel and required flight altitude. This allows the lift of heavier payloads 100.
  • MCS mass control system
  • the modular concept allows mechanically connecting two or more modules 10.
  • the illustrated case of six combined modules 10 is an example only.
  • the modules 10 are put together via coupling elements 17, 17.3 between the frames 15 of the modules 10 and/or coupling elements 32 between the platforms 19.
  • the whole composition of envelops 11 may be sheathed in an elastic stocking 37.
  • Attached to each of the first modules 10 is a nose 35 and to the last modules 10 of each row a respective tail 36.
  • the noses 35 and tails 36 may also be part of the stocking 37.
  • the tails 36 may also comprise rudders 46, as shown in Fig. 3C.
  • the (main) engines 18 are attached on both sides of the vehicle 30.
  • the top view of Fig. 7 shows the vehicle 30 in a twisted state.
  • the horizontal twisting movement may be caused by one or more winches 40 with steering cables 34, as described before (cf. Figures 3A - 3E).
  • the horizontal twisting fea- ture may be employed in any of the vehicle embodiments described.
  • the position of the winches 26 is also indicated in Fig. 7, but the winches themselves are not visible.
  • a stiff self-supporting element may serve as nose 35. It may be attached to the stocking 37 and/or to the envelope 11. It provides for improved aerodynamics. Its weight may be compensated by an inlet lifting- gas pressure-balloon 10.1, as shown in Fig. 3C.
  • the necessary stiffness of the self-supporting element may be achieved by an inside frame (using fiber battens) or by incorporated pressure tubes 75.
  • a self-supporting cross-tail with or without rudders 46, may serve as tail 36. Its weight may be compensated by another inlet lifting- gas pressure-balloon 10.1 as shown in Fig. 3C. The stiffness may be achieved by a corresponding inside frame or by incorporated pressure tubes 75, as shown in Fig. 3C.
  • FIG. 8 Yet another embodiment of a vehicle 30 is illustrated in Fig. 8.
  • six modules 10 are arranged in two rows, where one row is sitting above the other row.
  • Such a vehicle has a smaller footprint than the one depicted in Fig. 7 and it is able to lift about the same weight as the embodiment of Fig. 7.
  • Each of the two rows comprises three modules 10 with frames 15, beams 33 and platforms 19.
  • the upper row carries the lower row by means of suspension cables 25, as illustrated.
  • Several embodiments of the invention are specifically designed for underwater usage. In most cases it is sufficient to employ just one dedicated module 10 since due to the larger density of water the payload 100 "appears" to be less heavy than in air.
  • a gas is used as lifting fluid Gl and water is used as the bal- last fluid G2. Due to the fact that two phases (water and gas) are present, a divider 12 is not necessarily needed.
  • the engine 21 may be employed to press water as ballast fluid G2 into the second compartment C2 in order to make the module 10 heavier and in order to compress the lifting gas Gl at the same time.
  • the material used as envelope 11 may be chosen so as to take into account the large difference of the densities of the fluid Gl inside the compartment CI and the fluid G3 outside the envelope 11.
  • the envelope 11 may be coated (e.g. using a na- nocoating) in order to prevent accumulation of alga and/or other deposits which would make the whole module 10 heavier and which would eventually also attack the integrity of the envelope 11 and in order to reduce water drag.
  • FIG. 9 a module 10 carrying a claw carrying piece 50 (or clutch) is illustrated.
  • This mod- ule 10 is floating underneath the ocean surface 53 in sea water (fluid G3).
  • This claw carrying piece 50 can be employed in order to grab material 51 from the sea bed 52, for instance.
  • the engine 21 is designed so that it is able to press water as ballast fluid G2 into the second compartment C2 if a divider 12 is present, or right into the envelope 11 if no divider 12 is employed, in order to make the module 10 heavier and in order to compress the lifting gas Gl at the same time. This action causes the module 10 to sink deeper and to approach the material 51 to be grabbed or lifted.
  • Module 10 lighter which in turn leads to additional buoyancy.
  • a module 10 can be used in a dynamic setup where it is being controlled via a cable, fiber or wireless connection.
  • Main engines 18 may be situated at the frame 15 in order to move the module 10 with respect to the surrounding water G3.
  • FIG. 10 Another embodiment is illustrated in Fig. 10.
  • a number of modules 10 are arranged in order to carry a payload 100.
  • the modules 10 are carrying a sea cable 100 or a pipeline.
  • each module 10 is equipped with an engine 21 which, as described above, is employed in order to increase or reduce the buoyancy.
  • a (central) control module 60 may be employed in order to control the individual modules 10.
  • This principle is illustrated in Fig. 10 by means of a control module 60 being designed to establish communication links 61 to the mod- ules 10.
  • This control module 60 is preferably implemented so that the distance of the sea cable 100 or pipeline with respect to the sea bed 52 is adjustable.
  • the embodiment of Fig. 10 is relatively static as compared to the one depicted in Fig. 9, since the modules 10 basically are only moveable up and down. Small horizon- tal and spatial positional corrections can be achieved using the engines 21 in the propulsion position. There is thus no need for the main engines 18.
  • the module(s) 10 may comprise rudders. These rudders are preferably attached to the frame 15. By adjustment of the rudder position, the position of the module(s) 10 can be controlled if there is an underwater drift.
  • the frames 15 of the modules 10 of Fig. 10 can be connected by means of a cable 54 or string in order to ensure that their relative position is more or less pre-defined.
  • the underwater embodiments or submarine lifters can be employed for a number or applications and purposes, such as: - Gathering or craning of material 51, such as minerals (e.g. manganese nodules) or methane hydride;
  • material 51 such as minerals (e.g. manganese nodules) or methane hydride;
  • the airship embodiments or air lifters can be employed for a number or applications and purposes, saving time and energy. It offers new possibilities concerning the production and assembly of big machinery, making obsolete the disassembly, transport in components and assembly at destination of big or heavy machinery. Examples are:
  • the whole composition of the envelopes 11 is sheathed in an elastic fabric (called stocking 37) allowing the twisting of the vehicle 30 without wrinkling.
  • stocking 37 an elastic fabric
  • the horizontal twisting of the vehicle 30 allows for an optimized steering and trimming during cruise.
  • the vehicle 30 may have a fish-like agility, which is especially pronounced when the vehicle 30 is used in or under water. Dynamic left and right turns may be accomplished, for instance.
  • a crane system may be attached to the platform(s) 19 in order to lift and lower the payload 100 for exact positioning.
  • This crane system may comprise one or more winches.
  • propulsion devices 18 and 21 e.g. prop-fans
  • these propulsion devices may have variable-pitch propellers or other thrust-reversers.
  • the engines 18 are equipped with rudders 47 in Fig. 5 and in Fig 2A. With these mechanisms and the possibility to twist the vehicle 30 and the platform mounted propulsion devices 21,45, the module 10 and the vehicle 30 have the means to maneuver exactly while picking up a load and positioning it at its destination. A corresponding embodiment is depicted in Fig. 5.
  • the module 10 or vehicle 30 may further include a cabin to house one or more of the following : an operator, passengers P (cf. Fig. 2C), cargo, equipment, a control room and the like.
  • the module 10 or vehicle 30 further comprises a fuel tank. This fuel tank preferably is placed at or inside the platform 19. Additionally room to store ballast (e.g. condensed water from exhaust gas, water or sand etc.) might be provided in order to minimize pressure in the envelope during a ferry flight without payload.
  • ballast e.g. condensed water from exhaust gas, water or sand etc.
  • At least one lifting module 10 or of at least one lifting vehicle 30 for carrying a payload 100 in air or under water enables companies to carry out new methods in e.g. transportation, mining and telecommunications.

Abstract

La présente invention se rapporte à un module d'élévation pourvue d'une enveloppe (11) destinée à stocker un fluide d'élévation (G1) et d'une membrane flexible étanche aux gaz (12) s'étendant en partie à l'intérieur de l'enveloppe (11). La membrane (12) est agencée de sorte que l'enveloppe (11) conjuguée à la membrane (12) délimite un premier compartiment (C1) et un second compartiment (C2) à l'intérieur. Une valve (24) est utilisée pour introduire le fluide d'élévation (G1) dans ledit premier compartiment (C1) et un orifice d'entrée de fluide est utilisé pour introduire un fluide de ballast (G2). Le module (10) comprend en outre un moyen destiné à introduire le fluide de ballast (G2) par l'orifice d'entrée de fluide dans le second compartiment (C2). Le module (10) comprend en outre un premier moteur, qui peut être positionné dans une première et une seconde position. Le premier moteur (21) sert de moyen de transport destiné à introduire le fluide de ballast (G2) dans ledit second compartiment (C2) lorsqu'il se trouve dans sa première position. Lorsqu'il se trouve dans sa seconde position, le premier moteur (21) sert de moyen de propulsion destiné à fournir une poussée par rapport à un fluide ambiant (G3) dans lequel ledit module (10) flotte.
PCT/EP2009/063214 2009-10-09 2009-10-09 Module d'élévation « momoheli » et véhicules WO2011042065A1 (fr)

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PCT/EP2010/064070 WO2011042316A1 (fr) 2009-10-09 2010-09-23 Module de levage "momoheli ii" et véhicules

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CN104648650A (zh) * 2015-03-05 2015-05-27 襄阳宏伟航空器有限责任公司 太阳能热气球
CN105836096A (zh) * 2016-02-29 2016-08-10 上海交通大学 基于欧拉体的浮空器平台及其装配方法

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FI125820B (en) 2014-07-01 2016-02-29 Rufius Oy Multipurpose airship and airship group
KR20180025897A (ko) 2015-07-14 2018-03-09 교와 핫꼬 기린 가부시키가이샤 항체와 조합 투여되는 ido 억제제를 포함하는 종양 치료제
US10367447B2 (en) * 2015-12-16 2019-07-30 Skycom Corporation Lighter-than-air aircraft and method to reduce leakage within a flexible bladder
CN108408019A (zh) * 2018-03-09 2018-08-17 中国电子科技集团公司第三十八研究所 变体平流层飞艇

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