Unmanned glider system for payload dispersion

Abstract

A disposable unmanned aerial glider (UAG) with pre-determined UAG flight capabilities. The UAG comprises a flight module comprising at least one aerodynamic arrangement; and a fuselage module comprising a container configured for storing therein a payload and having structural integrity. The container is pressurized so as to maintain structural integrity thereof at least during flight, so that the UAG flight capabilities are provided only when the container is pressurized.

Claims

1. A disposable unmanned aerial vehicle (UAV), comprising: a fuselage module defines an outer surface of the disposable UAV and a container configured for storing therein a payload at a predetermined positive pressure contributing to: a structural integrity of the fuselage module, at least during flight, and a capability of dispersing said payload from the container; wherein, the disposable UAV is configured to have pre-determined flying capabilities only when the container is pressurized; wherein the fuselage module is collapsible when not containing said payload; and wherein the container is configured so that, at least during flight, without a presence of the payload therein, the fuselage module has a first structural integrity which is lower than a second structural integrity which the fuselage module has when the container is filled, the container being incapable of maintaining the second structural integrity.

2. The disposable UAV according to claim 1, further comprising a flight module comprising aeronautical and avionic components that provide the flight module with initial flight capabilities and that are required for flight of the disposable UAV.

3. The disposable UAV according to claim 1, further comprising a flight module configured for being attached to the fuselage module.

4. The disposable UAV according to claim 1, wherein the fuselage module further comprises a dispersion mechanism utilizing the payload, in a form of at least one of the following: a. a nozzle arrangement; or b. a collapsible opening.

5. The disposable UAV according to claim 1, wherein a ratio between a weight of the container and a weight of the payload is 1:10 when the container is filled with the payload and pressurized.

6. The disposable UAV according to claim 1, wherein a ratio between a weight of the container and a weight of the payload is 1:50 when the container is filled with the payload and pressurized.

7. The disposable UAV according to claim 1, wherein a ratio between a weight of the container and a weight of the payload is 1:100 when the container is filled with the payload and pressurized.

8. The disposable UAV according to claim 1, wherein said container is made of a flexible material.

9. The disposable UAV according to claim 8, wherein said container is foldable when not containing said payload.

10. The disposable UAV according to claim 9, wherein one or more components of the disposable UAV or alternatively the entire disposable UAV, except for electronic components thereof, is made of one or more disposable materials.

11. The disposable UAV according to claim 10, wherein said disposable materials are at least any one or more of the following: cardboard and wood, glass, ceramic, or thermoplastics.

12. The disposable UAV according to claim 1, wherein the predetermined positive pressure is in a range of 3 bars to 10 bars.

13. The disposable UAV according to claim 12, wherein the container is pressurized by a CO2 gas.

14. The disposable UAV according to claim 12, wherein the container is pressurized by nitrogen.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) In order to better understand the subject matter that is disclosed herein and to exemplify how it may be carried out in practice, embodiments will now be described, by way of non-limiting example only, with reference to the accompanying drawings, in which:

(2) FIG. 1 is a schematic isometric view of a UAG according to the subject matter of the present application, in its deployed state;

(3) FIG. 2A is a schematic isometric view of a fuselage of the UAG shown in FIG. 1;

(4) FIG. 2B is a schematic cross-section view taken along plane I-I shown in FIG. 2A;

(5) FIG. 3A is a schematic isometric view of a flight module of the UAG shown in FIG. 1, shown in its folded state;

(6) FIG. 3B is a schematic isometric view of a rear wing unit of the flight module shown in FIG. 3A;

(7) FIG. 4A is a schematic isometric view of the UAG shown in FIG. 1 in its folded state;

(8) FIG. 4B is a schematic isometric view of the flight module show in FIG. 3A, in its unfolded state;

(9) FIG. 5A is a schematic isometric view of a wing used in the flight module;

(10) FIG. 5B is a schematic isometric view of the rear wing unit, in its unfolded state;

(11) FIG. 5C is an enlarged isometric view of a winglet of the rear wing unit;

(12) FIG. 6A is a schematic isometric view of a rigid storage unit for a plurality of UAGs as shown in FIGS. 1 to 5C;

(13) FIG. 6B is a schematic isometric view of another example of a rigid storage unit for a plurality of UAGs as shown in FIGS. 1 to 5C;

(14) FIG. 6C is a schematic isometric enlarged view of a portion of the storage unit shown in FIG. 6B;

(15) FIG. 7A is a schematic front view of a flexible storage unit for a plurality of UAGs as shown in FIGS. 1 to 5C, in its unfolded state;

(16) FIG. 7B is a schematic side view of the storage unit shown in FIG. 7A;

(17) FIG. 8A is a schematic cross-section view of a fuselage used in the UAG shown in FIG. 1, shown pressurized during flight;

(18) FIG. 8B is a schematic cross-section view of the fuselage shown in FIG. 8A, shown during dispersion of the payload;

(19) FIG. 9A is a schematic isometric view of another example of a UAG according to the present application;

(20) FIGS. 9B to 9E are schematic respective side, top, front and rear views of the UAG shown in FIG. 9A;

(21) FIG. 10 is a schematic isometric exploded view of the UAG shown in FIG. 9A;

(22) FIG. 11A is a schematic longitudinal cross-section of the UAG shown in FIG. 9A, demonstrating one example of a dispersion mechanism employed therein;

(23) FIG. 11B is a schematic longitudinal cross-section of the UAG shown in FIG. 9A, demonstrating another example of a dispersion mechanism employed therein; and

(24) FIGS. 12A and 12B are two examples of stacking arrangements of a plurality of UAGs shown in FIG. 9A.

DETAILED DESCRIPTION OF EMBODIMENTS

(25) Attention is first drawn to FIG. 1, in which an unmanned aerial glider (UAG) is shown, generally designated 1 and comprising a fuselage module 10, and a flight module 30 comprising a main flight arrangement in the form of a main wing 40 and a rear wing unit 50. The UAG 1 is shown in its deployed state, i.e. in an operational condition.

(26) Turning now to FIGS. 2A and 2B, the fuselage module 10 is in the form of an elongated body 12 having a front end 14 and a rear tapered end 16. The body 12 is hollow, comprising a cavity C configured for containing therein the payload to be dispersed.

(27) With reference to FIG. 2B, the fuselage body 12 is of a thin-walled structure 13, and the payload P is introduced therein under sufficient pressure so as to facilitate the thin-walled structure 13 to withstand all the static and dynamic loads exerted on the fuselage body 12 during flight of the UAG 1.

(28) The fuselage body 12 further comprises a longitudinal slot 18 configured for accommodating therein a portion of the flight module 30 for the purpose of its mounting onto the fuselage module 10. The slot 18 is bounded by two side ridges 19 of the fuselage 12.

(29) Attention is now drawn to FIGS. 3A and 3B, in which the flight module 30 is shown comprising a longitudinally extending body 32 provided with a pivotal T-bar having a central axle 34 and a lateral bar 36, the central axle being configured for mounting thereon the main wing 40.

(30) With additional reference being made to FIGS. 4A and 4B, the main wing 40 is in the form of a wing body 42 comprising two ailerons 44, one at each end thereof, and has a base port (not shown) configured for mounting of the wing body 42 onto the base axle 34, so as to allow it to perform a pivotal motion about the axis of the axle 34 for the purpose of its deployment. The ailerons are individually controlled by a set of levers 47.

(31) The rear wing unit 50 is pivotally attached to a rear end of the body 32, and comprises the winglets 53, a compartment 52 and a deployment mechanism 54. The winglets 53 are pivotally attached to the compartment 52 via hinge 57, so that in a folded position (see FIG. 4A), the winglets 53 can be flush against a tapering end 16 of the fuselage module 10.

(32) As shown in FIG. 3B, the deployment mechanism 54 is mechanically associated with the T-bar and is configured for revolving it about the axle 34, in order to bring the wing body 42 from a folded position in which it extends generally parallel to the module 10, to a position generally perpendicular thereto (as shown in FIG. 1).

(33) The compartment 52 accommodates a utility parachute which is configured for pulling up the rear wing unit 50 (about its pivot point) in order to bring it to the deployed position shown in FIG. 1. The body of the flight module 32 and the compartment 52 can also comprise stabilization and additional parachutes, mechanical arrangements for activating electronic equipment, opening parachutes, regulating aerodynamic surfaces of the wing body 42. It can also accommodate standard electronic equipment such as a battery, servo motors, sensors, in-flight computer, range meter, GPS sensors and communication components.

(34) A UAG according to the presently disclosed subject matter can be configured for being dispensed from an aerial carrier (e.g. helicopter, gyrocopter, airplane, high drone e.g. a multi-rotor drone, etc.) and be deployed during dispensing or in mid air in order to assume an operational state. Such carrier can be configured to operate as a vertical elevator to dispatch the UAGs from a single operational site. Each UAG can comprise a mechanical mechanism configured to provide fast deployment thereof.

(35) With additional reference being made to FIGS. 5A to 5C, in operation, when dispensed, the parachute stored in the compartment 52 deploys, entailing a chain reaction in which the rear wing unit 50 is first aligned with the body 32 of the flight module 30 by performing pivotal motion about the axis M via hinge 55. Thereafter, the winglets 53 perform pivotal motion about their respective axes N via hinge 57 in order to assume the position shown in FIG. 1, following which the deployment mechanism 54 rotates the main wing body 42 to a perpendicular position with respect to the longitudinal axis of the fuselage module 10. Finally, the parachute is discarded and the UAG is ready for operation.

(36) Reverting now to FIGS. 4A and 4B, when the UAG 1 is in its folded position, it can be stored for safe keeping (i.e. in storage when no in operation), and or within a portable storage device configured for being carried by an aircraft, just before launch/dispensing of the UAG 1.

(37) The UAG 1 is required to have certain flight capabilities and meet certain criteria in order for it to fulfill its function. These are determined by the purpose for which the UAG 1 is designed. In the particular example discussed below, the UAG 1 is configured for fire-fighting purposes, and the design considerations and parameters are derived from that specific application.

(38) More particularly, a UAG according to the presently disclosed subject matter can be configured to knock down hotspots at the accuracy of 10-20 meters even under extreme environment conditions including the temperature of 1,000° C. and above.

(39) For this specific application, it is required that at least the fuselage module 10 of the UAG 1 is made of disposable materials allowing the UAG 1 to eventually crash at the site of the fire and be consumed thereby. The main parameters of the UAG to be considered can be its gliding ratio (the number of units length it travels in the horizontal direction with respect to the number of units length it travels in the vertical direction, also expressed as an L/D ratio), its payload weight and volume and desired aerial velocity. In general, a UAG according to the presently disclosed subject matter can be configured to carry 100-500 liters of a payload and to spray it in rain-like fashion for efficient heat absorbance, while safely disintegrating into small, easily decomposing parts of 1-10 mm in diameter. It can be made at least partially of a plastic material that is biobased and biodegradable after use, such as PLA and PHA or PBS, or plastics that is based on fossil resources and is biodegradable, such as PBAT. The glider can meet environmental standards like EN 13432 and EN 149951. It can be configured to leave, after use, less than 0.3% of the amount of non-friendly materials on the ground, out of initial mass.

(40) In addition, it is required that the UAG 1 has a gliding ratio of 1:4 to 1:10, i.e. for every unit length of height, the UAG 1 can glide for between 4 to 10 units length in distance. For example, if the UAG 1 is dropped from 22,000 feet, it should be able to glide for approximately 30 miles. In addition, the UAG 1 is configured for carrying a payload of between 100 to 600 liters.

(41) Based on these two parameters, the design of the flight module 30 can be determined, in particular, the design of the wing body 42. Specifically, the considerations are as follows:

(42) The arrangement is such that the span of the wing S is commensurate to the length of the fuselage module L, where S≤L and the width of the wing K is commensurate to the width of the fuselage module W, where K≤W. It is appreciated that L and W are parameters determining the volume of the fuselage module 10, and are dictated by the payload requirements previously mentioned.

(43) Following the above, further requirements can be determined in order to define the airfoil geometry of the wing. For example, the gliding speed can be determined to be over 50 knots, and the L/D (lift to drag) ratio can also be determined based on the gliding ratio.

(44) Following the above, and subject to various load considerations (making sure the wing can withstand the loads exerted thereon during flight and that it does not go into vibration). Similarly, the geometry of the winglets 53 can also be determined.

(45) In addition to the above considerations, the design of the UAG should take into account the dispensing process, in particular, making sure that when dispensed, the UAG 1 is not thrown out of the carrier and lifted upwards, which may cause it to impact important components of the carrier aircraft.

(46) Turning now to FIGS. 8A and 8B, cross-sections of the fuselage are shown during flight and during dispersion of the payload respectively.

(47) As shown in FIG. 8A, the payload P is received within the thin-walled structure 13 of the fuselage module 10, and comprises a gas g configured for increasing the pressure within the fuselage body 12. The gas g causes a positive pressure on the walls 13 of the fuselage body 12, from the inside, designated by arrows R. The pressure acts uniformly on the walls, facilitating the structural integrity of the fuselage module 10.

(48) It is also noted that the fuselage module 10 further comprises nozzles 82 along its external surface, and configured for discharge of the payload when so required. When the nozzles 82 are closed (as shown in FIG. 8B), the payload P cannot be dispersed, and pressure within the fuselage body 12 is maintained, facilitating the required structural integrity.

(49) Moving now to FIG. 8B, when the UAG has reached its target area and/or when it is desired to disperse the payload P, the nozzles 82 are opened, allowing the gas G within the container to ‘push’ the payload P through the nozzles 82. As a result, the gas G forms a bubble 90 which, during its increase, presses on the payload P, causing it to be discharged through the nozzles 82 in streams S.

(50) Turning now to FIG. 6A, a storage unit is shown, generally designated 70, and configured for holding therein a plurality of UAGs 1. The storage unit 70 is in the form of a cage 72, having an open front end 74 and a closed rear end 76, and a cage door 78 configured for closing the open end 74.

(51) A storage unit 70 as shown in FIG. 6A can accommodate between 60 to 400 UAGs.

(52) The storage unit is configured for an in-line dispensing of groups of UAGs, discharged through the open end 74 one after the other depending on their arrangement within the storage unit 70.

(53) The following are consecutive operational stages of the UAG: When the UAG 1 passes through the open end 74 of the storage unit 70, an electrical system is activated and a notification regarding the dispensing of the UAG and the proper operation thereof is sent to a ground control system (not shown) which is configured for monitoring, regulating and controlling the UAGs in mid-flight. Once the UAG 1 is identified by the system, a flight program is uploaded thereto by the ground system. As the UAG is in mid-air, the utility parachute is opened allowing the aerodynamic surfaces (winglets 53 and wing body 42) to deploy as previously discussed with respect to FIGS. 3A and 3B), and is then discarded. The UAG switches to an automatic flight mode defined by the flight plan uploaded thereto by the ground system. The UAG disperses its payload at the required site and crashes, since it is disposable in the first place.

(54) The locations at which the UAGs 1 discharge their payload are designed by the ground system based on ad hoc requirements. For example, in the given fire-fighting application, it is possible to discharge the payload over a designated area, the size of which can vary in time.

(55) As previously noted, the UAG 1 further comprises auxiliary parachutes configured for allowing the UAG to be parachuted down in case it does not meet the required flight plan (e.g. due to a rough weather regime) or due to a malfunction in any of the UAG components, preventing it from properly executing the flight plan.

(56) Turning now to FIGS. 6B and 6C, another example of a rigid storage unit is shown generally designated 70′, and equipped for accommodating less UAGs than storage unit 70. This storage unit can be used as a ‘building-block’ of storage units, i.e. it can also be associated with additional storage units for constituting a larger storage unit, according to the size of the carrier plane.

(57) With particular reference to FIG. 6C, it is observed how the UAGs 1 are stacked within the storage unit, one on top of the other. In particular, UAG 1a is in its folded state, wing body 42a being folded to extend along the fuselage and spaced from a subsequent UAG 1b located directly below it, having the same orientation.

(58) Turning now to FIGS. 7A and 7B, another design embodiment of a storage unit is shown, generally designated 170 and constituting a ‘flexible’ storage unit as opposed to the rigid storage unit 170 previously described.

(59) The storage unit 170 is in the form of a flexible sheet of material and is configured for being discharged from the aircraft, together with the UAGs 1, as opposed to the rigid storage unit 170 which is configured for being retained within the aircraft while the UAGs 1 are discharged therefrom.

(60) The flexible storage unit can comprise a sheet 172 of flexible material having pockets 174 into which the UAGs 1 are fitted. In assembly, the UAGs 1 are fitted into the pockets when the sheet 172 is spread out, as shown in FIG. 7A, and the sheet is then rolled to the position shown in FIG. 7B.

(61) The storage unit 170 further comprises an anchor point 176 which is attached to a utility parachute, so that when the entire flexible storage unit 170 is discarded from the carrier aircraft, it begins to slowly unfold, allowing gradually discharge of the UAGs 1 therefrom.

(62) Attention is now drawn to FIGS. 9A to 10, in which another example of a UAG is shown, generally designated 200, and comprising a fuselage 210 and a wing assembly comprising two wings 250. The fuselage 210 comprises an avionic cell 220, a forward payload chamber 230 and a rear payload chamber 240.

(63) The main avionic cell 220 comprises a hollow 221 (shown in FIG. 10) which is configured for accommodating therein equipment required at least for controlling the flight of the UAG and for the dispersion of payload, as will be detailed with regards to FIGS. 11A and 11B.

(64) The front payload chamber 230 and rear payload chamber 240 are designed as two domed shells 232, 242 respectively, each being configured for containing therein the payload P. In the given example, the shell 232 of at least the front payload chamber 230 is a flexible diaphragm, which assumes its domed shape once it is filled with the payload and properly pressurized. The shell 242 of the rear payload chamber may also be flexible. Specifically, the under the present example, the domes shells 232, 242 are attached to the rigid avionic cell 220. The avionic cell, in turn, is associated with the main cross-beam (not shown) which holds the wings.

(65) It is appreciated that in other embodiments, the shells, both front and rear can be made rigid as part of a unitary fuselage structure.

(66) When the flexible diaphragm shell 232, 242 of the payload chambers 230, 240 is not filled with payload and/or pressurized thereby, it can assume a collapsed or folded state, thereby considerably reducing required storage space. According to a particular example (not shown), the collapsed diaphragm can even be inverted into the hollow 221 of the avionic cell 220, when the diaphragm is not in use.

(67) Each wing 250 extends from a side of the fuselage 210, and comprises a main wing body 252, elevators 254, ailerons 256 and wing tip fences 258. As shown more clearly in FIG. 9B, the wings 250 have downward slope towards the rear of the UAG 200, which, aside from it aeronautic advantages, also provides an advantage with regards to stacking of the UAGs which will be discussed in detail with respect to FIGS. 12A and 12B.

(68) With particular attention being drawn to FIGS. 9A and 9E, the fuselage 210 comprises two filling valves 237, 247, configured for introducing payload into the front payload chamber 230 and rear payload chamber 240 respectively. According to another example which will be discussed with respect to FIG. 11A, these filling valves 237, 247 can be associated with a mutual filling valve 227 formed in the avionic cell 220.

(69) Turning now to FIG. 11A, a longitudinal cross-section of the fuselage 210 is shown, in which the avionic cell 220 accommodates an accumulator 260, a dispersion control unit 270 and a flight control unit 280.

(70) In the cross-section shown, each of the front payload chamber 230 and the rear payload chamber 240 contains a pressurized payload P which facilitates maintaining the shape and structural integrity of the shells 232, 242.

(71) The hull 222 of the avionic cell 220 comprises a main payload valve 227 which is associated with a front payload valve 237 and a rear payload valve 247 via appropriate tubes 229F and 229R respectively. Thus, filling and pressurizing of both payload chambers 230, 240 can be performed via a single valve 227.

(72) Each of the payload chambers 230, 240 comprises at least one dispersion nozzles 238, 248 respectively, configured for discharge of the payload P under appropriate conditions as operation of the accumulator 260.

(73) The accumulator 260 comprises an inflator cell 262 containing therein a pressurized/compressed gas g, and is associated with the dispersion control unit 270 and with a front inflation port 266.sub.F and a rear inflation port 266.sub.R.

(74) In operation, upon being prompted by the dispersion control unit 270, the inflator cell 262 is configured to rapidly release (e.g. at approx. 300 liters within 300-500 milliseconds) the compressed gas g into the inflation ports 266.sub.F, 266.sub.R, allowing it to expand (to a state G) within the payload chambers 230, 240. This is facilitated by the compressed gas g being pressured to around 50 to 250 atm. Such rapid expansion of the gas inflates the diaphragms 264.sub.F, 264.sub.R which progressively push out the pressurized payload P through the dispersion outlets 238, 248, allowing the payload to be discharged from the UAG (designated by dashed lines S.sub.P) to a distance of tens of meters, between 10 m to 50 m, forming a dispersion area around the UAG with a diameter of between 20 m to 100 m respectively.

(75) In the present example, the pressure of the expanding gas G increases from the center outwardly as shown by arrows R and pushes the payload P, which inevitably has to be discharged through the dispersion nozzles 238, 248.

(76) Turning now to FIG. 11B, another arrangement for the UAG is shown, generally designate 200′, in which each of the shells 232′, 242′ also comprises a flexible inner layer 264.sub.F′, 264.sub.R′, defining intermediate inflation spaces 263.sub.F′, 263.sub.R′ respectively. The arrangement is such that each payload chamber 230′, 240′, comprises two inflation ports 266.sub.F′ and 266.sub.R′, associated with the inflation spaces 263.sub.F′, 263.sub.R′ respectively.

(77) Contrary to the previous example, in operation, once the inflator cell 262′ releases its pressurized gas g into the inflation ports 266.sub.F′ and 266.sub.R′, the expanded gas G presses inwardly towards the center of each payload chamber 230′, 240′, thereby forcing the pressurized payload P through the dispersion nozzles 238′, 248′. According to other design embodiments, the accumulator 260 can be disposed within the diaphragm 264′, wherein two accumulators may be required for operation, one for each dome.

(78) In both of the examples discussed with respect to FIGS. 11A and 11B, the avionic cell 220, 220′ accommodates therein the dispersion control unit 270 and the flight control unit 280. Each of the units 270, 280 is provided with a communication arrangement 274, 284 respectively, allowing it to wirelessly communicate (276, 286) with a control center in the form of one or more of the following: a computer program, application, ground controller etc.

(79) Turning now to FIGS. 12A and 12B, in operation, once a UAG is filled and pressurized, it is required to deliver the UAG to its target location (e.g. the area of a fire where the payload is dispersed). As previously explained, a plurality of UAGs can be used together, wherein it is required also to simultaneously transport such a plurality of UAGs, for example, in the cargo hull of an aircraft.

(80) The unique geometry of the UAG shown and discussed in FIGS. 9A to 11B is such that allows a compact stacking of a plurality of such UAGs, at least during transport. In FIG. 12A, three UAGs are shown designated 200a, 200b, 200c which are stacked one on top of the other so that one the wing 250 of one UAG 200a serves as a resting surface for the fuselage 210 of its top neighboring UAG 200b. In turn, the wing 250 of the second UAG 200b serves as a resting surface for the fuselage 210 of its top neighboring UAG 200c and so on. Owing to the geometry of the wings 250 (as clearly shown in FIGS. 9B and 9E) and of the fuselage, a compact stacking of the UAGs is achieved.

(81) Under this arrangement, each two neighboring UAGs are horizontally offset a distance D with respect to one another, D being roughly in the range of the largest cross-sectional diameter of the fuselage 210. The vertical distance between two neighboring UAGs is H, which is roughly the equivalent of about 0.5 D to 0.75 D.

(82) Turning now to FIG. 12B, another arrangement of the UAGs is shown, in which they are arranged hanging from two carrier rails CR via the rear dome 242 thereof. Under this example, the spatial arrangement of the UAGs remains similar to that shown in FIG. 12A, but they are suspended to allow them to travel along the rails CR for easy deployment.

(83) It is appreciated that both of the above examples show stacking of UAGs in which the wing 250 on which the UAG 200 rests alternates between right and left. However, under different storage requirements it may be more beneficial to diagonally stack the UAGs so that each UAG 200 rests always on the left (or always on the right) wing 250, thereby forming a diagonal stack (not shown).

(84) Those skilled in the art to which this invention pertains will readily appreciate that numerous changes, variations, and modifications can be made without departing from the scope of the invention, mutatis mutandis.