Compact aerial mission modular material handling system

Abstract

According to at least one exemplary embodiment, a method, system and apparatus for an aircraft may be shown and described. An exemplary embodiment may be an autonomous aircraft which can vertically takeoff and land (VTOL). The VTOL aircraft may have a modular pod which carries a removable payload. The entire VTOL aircraft may be portable. An exemplary embodiment may fit into a standard sized freight container. A propulsion system may be based on distributed electric propulsion. An exemplary embodiment may implement variable pitch propellers and collective pitch variation.

Claims

1. A vertical takeoff and landing (VTOL) aircraft comprising: a fuselage; a plurality of wings, each wing having at least a portion configured to rotate into a vertical position for takeoff and landing and rotate into a horizontal position for flight; a plurality of nacelles, each nacelle being coupled to a wing of the plurality of wings; a plurality of rotors, each rotor being coupled to a corresponding nacelle, the corresponding nacelle housing at least one motor configured to rotate the rotor; a flight controller configured to perform collective pitch control of the plurality of rotors, wherein the collective pitch control performs alteration of angles of all blades in each respective rotor, wherein the flight controller is further configured to perform the collective pitch control to produce thrust vectoring that stabilizes a load coupled to the VTOL aircraft, and a mission modular pod removably coupled to the VTOL aircraft; wherein an interface between the mission modular pod and the VTOL aircraft is adjustably configured for movement of a payload relative to a fore-aft axis of the VTOL aircraft and wherein a location of the payload is adjusted autonomously prior to takeoff to set a center of gravity within predefined bounds for enhancing control authority and stability in both hover and horizontal flight modes, and wherein each nacelle of the plurality of nacelles is configured to rotate independently into the vertical position or the horizontal position for the takeoff, flight, and landing.

2. The VTOL aircraft of claim 1, further comprising: landing gear coupled to one or more nacelles or to one or more wings; wherein the landing gear is rotated during the takeoff and landing.

3. The VTOL aircraft of claim 1, wherein the flight controller is further configured to perform RPM control of the plurality of rotors and to perform adjustment of rotation speed of each rotor individually.

4. The VTOL aircraft of claim 1, wherein the mission modular pod is removably coupled to the VTOL aircraft at a base of a pylon located at a bottom surface of the VTOL aircraft.

5. The VTOL aircraft of claim 1, further comprising: a plurality of nacelle pylons, the nacelle pylons comprising one or more of the plurality of nacelles and wherein the nacelle pylons further comprise landing gear; and the nacelle pylons are configured to rotate during takeoff and landing.

6. The VTOL aircraft of claim 5, wherein the landing gear is sufficiently spaced to enhance ground stability during loading and unloading of cargo.

7. The VTOL aircraft of claim 5, wherein the landing gear is sufficiently spaced to facilitate maneuvers during the takeoff and landing.

8. The VTOL aircraft of claim 1, wherein the mission modular pod further comprises energy storage configured to recharge energy storage within the VTOL aircraft.

9. The VTOL aircraft of claim 1, wherein the pylon further comprises motors configured to position the payload relative to the fore-aft axis of the VTOL aircraft.

10. The VTOL aircraft of claim 9, wherein the motors are configured to position the payload to optimize a center of gravity of the VTOL aircraft.

11. The VTOL aircraft of claim 1, wherein both the plurality of rotors and the plurality of wings are configured to rotate in a tilt-wing configuration.

12. The VTOL aircraft of claim 1, wherein the VTOL aircraft is configured to fit into a standard 20-foot freight container.

13. The VTOL aircraft of claim 1, wherein, in a parking position, the VTOL aircraft is configured to be loaded or unloaded from multiple angles.

Description

BRIEF DESCRIPTION OF THE FIGURES

(1) Advantages of embodiments of the present invention will be apparent from the following detailed description of the exemplary embodiments thereof, which description should be considered in conjunction with the accompanying drawings in which like numerals indicate like elements, in which:

(2) FIG. 1A shows an exemplary embodiment of an aircraft.

(3) FIG. 1B shows another exemplary embodiment of an aircraft.

(4) FIG. 2 shows another exemplary embodiment of an aircraft with aerodynamic stabilizing surfaces functioning as integrated landing gear.

(5) FIG. 3A is a top view of an exemplary embodiment of an aircraft.

(6) FIG. 3B shows the aircraft of FIG. 3A with an exemplary wing structure in a horizontal flying position.

(7) FIG. 3C shows the aircraft of FIG. 3A with an exemplary wing structure in a vertical flying position.

(8) FIG. 4A is a side view of the aircraft of FIG. 3B.

(9) FIG. 4B is a front view of the aircraft of FIG. 3B.

(10) FIG. 5 shows another exemplary embodiment of an aircraft in the vertical takeoff and landing position.

(11) FIG. 6 shows an exemplary embodiment of an aircraft with an alternate wing configuration.

(12) FIG. 7 shows an exemplary takeoff procedure.

(13) FIG. 8 shows an exemplary pod attachment procedure.

(14) FIG. 9 shows an exemplary embodiment of an aircraft in the parking position which fits into a standard 20-foot ISO container.

(15) FIG. 10 shows another exemplary embodiment of an aircraft in the parking position which fits into a standard 20-foot ISO container.

(16) FIG. 11 shows another exemplary embodiment of an aircraft in the vertical takeoff and landing position.

(17) FIG. 12 shows the exemplary embodiment of FIG. 11 in the horizontal flight position.

(18) FIG. 13 shows an exemplary embodiment of an aircraft with groups of nacelles separately movable from one another.

DETAILED DESCRIPTION

(19) Aspects of the invention are disclosed in the following description and related drawings directed to specific embodiments of the invention. Alternate embodiments may be devised without departing from the spirit or the scope of the invention. Additionally, well-known elements of exemplary embodiments of the invention will not be described in detail or will be omitted so as not to obscure the relevant details of the invention. Further, to facilitate an understanding of the description discussion of several terms used herein follows.

(20) As used herein, the word “exemplary” means “serving as an example, instance or illustration.” The embodiments described herein are not limiting, but rather are exemplary only. It should be understood that the described embodiments are not necessarily to be construed as preferred or advantageous over other embodiments. Moreover, the terms “embodiments of the invention”, “embodiments” or “invention” do not require that all embodiments of the invention include the discussed feature, advantage or mode of operation.

(21) Further, many of the embodiments described herein are described in terms of sequences of actions to be performed by, for example, elements of a computing device. It should be recognized by those skilled in the art that the various sequences of actions described herein can be performed by specific circuits (e.g. application specific integrated circuits (ASICs)) and/or by program instructions executed by at least one processor. Additionally, the sequence of actions described herein can be embodied entirely within any form of computer-readable storage medium such that execution of the sequence of actions enables the at least one processor to perform the functionality described herein. Furthermore, the sequence of actions described herein can be embodied in a combination of hardware and software. Thus, the various aspects of the present invention may be embodied in a number of different forms, all of which have been contemplated to be within the scope of the claimed subject matter. In addition, for each of the embodiments described herein, the corresponding form of any such embodiment may be described herein as, for example, “a computer configured to” perform the described action.

(22) An exemplary embodiment may provide an aerial vehicle capable of vertical takeoffs and landings. An exemplary embodiment may implement a multi-copter configuration for takeoff and landing and may transition to a wing-borne cruise mode. One exemplary embodiment may implement a tiltrotor/tiltwing, however other configurations may be contemplated. To maintain control throughout the flight the collective pitch of the propellers may be varied to control motion about the three axes of rotation. Collective pitch actuation may serve the same purpose as varying propeller rotational speed in a conventional multi-copter. The variable pitch control could be augmented by varying propeller rotational speed in some cases. A flight controller may be incorporated that monitors the vehicles state and controls the pitch angle of each propeller individually in order to stabilize an exemplary vehicle. In an exemplary embodiment, the flight controller may control the rotational speed of each rotor or connected group of rotors. By using a multi-copter like control scheme in all phases of flight, an exemplary embodiment may operate without, or with limited need for, traditional control surfaces, thus reducing the drag associated with control surface gaps, hinges, and deflection.

(23) An exemplary embodiment may incorporate an optionally removeable mission modular pod. The pod may be mechanically and electrically attached to the bottom of the air vehicle at the base of a pylon. The pylon may include a standard interface that permits a variety of pod designs for cargo carrying or any other payload type including, medevac, Intelligence-Surveillance-Reconnaissance (ISR) or weaponized payloads. The flexibility in payloads may be supplemented by a rail or other transport/adjustment system built into the pylon and/or the pod that may allow translation of the payload in the fore/aft direction with respect to the air vehicle. This adjustment of the payload location may be manual, or may be autonomously performed by the air vehicle to set its own center of gravity within calculated bounds. The adjustment may be made on the ground prior to takeoff and can enhance control authority and stability in both hover and horizontal flight modes. This translation of the pod may also permit greater flexibility in the loading and unloading of cargo, where a broader arrangement of cargo weights, volumes, or sizes can be accommodated.

(24) In an exemplary embodiment, energy storage may be built into the removeable mission modular pods so that an exemplary system includes one air vehicle and a plurality of pods. While the vehicle delivers one pod, the next may be recharged, refueled, or replenished and loaded with a new payload for each mission. Upon its return, the pod being delivered (with expended energy storage) may be removed and a recharged, refueled, or replenished pod may be installed for the next mission. With this approach, total downtime may be minimized (since the aircraft does not need to be recharged, refueled, or replenished) and the potential payload throughput over any given time may be maximized. In another exemplary embodiment, the pod may include batteries which recharge batteries within the aircraft.

(25) An exemplary embodiment may achieve a compact form or footprint by eliminating tail and empennage surfaces. Typical aircraft require tail and empennage surfaces for in-flight stability. However, an exemplary embodiment may support the payload underneath via the autonomously balanced pod and pylon system and may implement thrust vectoring using distributed electric propulsion and autopilot, and therefore may not require stabilizing surfaces.

(26) Landing gear may be integrated into the motor pylons. Motor pylons may rotate into the landing configuration during landing and for storage. The rotation may be accomplished via the same mechanisms that allow for a tilt rotor or tilt wing configuration. For example, the landing gear may be positioned for landing when the rotors and/or wings are positioned for takeoff and/or landing (i.e., in a vertical position). It may be contemplated that the landing gear is sufficiently spaced out such that ground stability during loading and unloading of cargo is enhanced. Spaced out landing gear may also facilitate the vertical takeoff and landing maneuvers.

(27) While in the landed position, an exemplary embodiment may be loaded or unloaded from multiple angles. An automated system may be used to load and unload the cargo. Alternatively, personnel may load and unload the cargo onto the aircraft. The single wing-tilt vehicle layout may allow the vehicle to be loaded or unloaded from multiple angles by reducing potential obstructions that are found in typical aircraft layouts.

(28) An exemplary embodiment may implement distributed electric propulsion by using both RPM control and collective pitch control. RPM control refers to the adjustment of rotation speed of each rotor individually. Motor speed controllers may adjust the RPM of the motors attached to each rotor. In an exemplary embodiment, an autonomous system or control unit may control the motor speed controllers to adjust the RPM.

(29) Electric motors may be used for both vertical and horizontal flight, thus reducing the total number of actuators or traction motors required. Collective pitch variation may increase efficiency in both horizontal and vertical flight configurations. Variable pitch control allows for more responsive control than RPM control alone.

(30) Collective pitch control, as contrasted with cyclic pitch control may refer to altering the angle of all the blades in a rotor. An exemplary embodiment may implement high-speed actuation in pitch of all blades to control the thrust of each individual rotor. This is contrasted with conventional variable pitch propellers on airplanes that actuate relatively slowly. Variable pitch may refer to a propeller changing the pitch angle of the blades. Variable pitch may improve thrust, improve efficiency, or prevent windmilling (a form of modifying the thrust). Collective pitch and variable pitch may require hardware. In an exemplary embodiment, hardware allows the autonomous system to control the aircraft.

(31) In an exemplary embodiment, the high-speed actuation system may implement one or more actuators per rotor. An exemplary actuator may be a closed loop electric actuator for positional control of the pitch of the propeller, however any other compatible actuator may be implemented. The actuator may be a linear or rotary actuator, or any other contemplated type. The actuator may be connected to a mechanical system which may include, for example, linear or rotary linages and gears.

(32) The pitch of one or more propellers may be simultaneously altered in order to adjust the thrust vector of each rotor independently. In an exemplary embodiment, one or more sensors may provide feedback to the actuator. For example, an encoder can provide closed loop feedback to the actuator's position and may correlate the blade's angle of incidence. Other sensors may measure, for example, speed, altitude, heading, and/or acceleration. The sensors may provide flight data to the autopilot system which may evaluate the adjustments needed to achieve the desired flight maneuver.

(33) FIG. 1A shows an exemplary embodiment of an aircraft. The aircraft 100 may include nacelles 102. The nacelles may house motors for spinning the rotors 104. The rotors may be mounted at the end of the nacelles 102. It may be contemplated that any number of nacelles 102 and rotors 104 may be implemented; the example in FIG. 1A shows the implementation of four nacelles 102 and four rotors 104 for illustrative purposes. The aircraft 100 in FIG. 1A may be in the horizontal flight position, as shown by the front facing rotors 104 and wings 106. A portion of the wings 106 may rotate to face the rotors 104 up or vertically in order to allow for a vertical takeoff or landing. In an alternate exemplary embodiment, the nacelles 102 may rotate separately for a vertical takeoff or landing. The nacelles in this embodiment may act as landing gear in the landing position. In some embodiments, as shown, for example, in FIG. 13, the nacelles on each side (e.g., the upper and lower nacelles on each side) may be grouped and/or linked together for the rotation, with the right-side and left-side groups nacelles being able to move separately from one another.

(34) The exemplary embodiment in FIG. 1A may be carrying a pod 112. The pod 112 may be mounted to pylon 110 on the underside of the fuselage 108. The fuselage may house, for example, a control unit, batteries, and other supporting components. The pod may house additional batteries and/or cargo. The pod 112 may be connected to the fuselage 108 via pylon 110 such that the batteries in the pod 112 can charge or replace the aircraft's batteries.

(35) FIG. 1B may illustrate an exemplary embodiment of an aircraft with aerodynamic stabilizing surfaces that function as integrated landing gear 120. The landing gear 120 may be at the rear end of the nacelles 102 or may be connected to the wings 106. In either case, during landing procedures the nacelles and/or the wings may rotate, thus positioning the landing gear 120 to contact the landing surface.

(36) Referring now to FIG. 2, FIG. 2 shows another exemplary embodiment of an aircraft. The aircraft in FIG. 2 may be in the horizontal flight position. The exemplary embodiment in FIG. 2 may include landing gear 120 at the rear of the nacelles 102. When the nacelles 102 are rotated for vertical takeoff and landing, the landing gear will also be rotated such that it may contact the landing surface.

(37) FIGS. 3-4 show views of an alternate embodiment of an aircraft, having a wing and engine configuration similar to the embodiment of FIG. 2, but with an alternate landing gear configuration. FIGS. 3A-3B and 4A-4B show the aircraft with the wing structure in the horizontal flying position, while FIG. 3C shows the aircraft with the wing structure in the vertical takeoff and landing position. In the embodiment of FIGS. 3-4, the aircraft may not include a pylon but may still include the electrical and mechanical connections that enable the benefits of the pylon with regards to energy storage and center of gravity adjustment.

(38) FIG. 5 shows another exemplary embodiment of an aircraft, in the vertical takeoff and landing position. Landing gear 200 may be disposed in between the nacelles on each wing of the aircraft. In the exemplary embodiment of FIG. 5, the wings may also rotate with the nacelles. By rotating the wings, air resistance is lowered during vertical takeoff and landing, thus facilitating takeoff.

(39) FIG. 6 shows another exemplary embodiment of an aircraft, with an alternate wing configuration. The embodiment of FIG. 7 may include landing gear which is fixed to the rear end of the innermost nacelles. The pylon 110 may connect the pod 112 to the fuselage 108.

(40) FIG. 7 shows an exemplary takeoff procedure. The aircraft may begin in the first position 900, where the landing gear is on the ground and the nacelles and rotors are vertically pointed upwards. Next, the motors may operate, and the thrust of the spinning rotors may lift the aircraft into a hovering position, where the aircraft is hovering off the ground. At this point, the nacelle/wing mechanism may rotate 910 such that the nacelles are horizontally oriented for flight 910. Finally, aircraft 920 may be in the horizontal flight configuration.

(41) FIG. 8 shows an exemplary pod attachment procedure. The pod may be lifted up and attached to the pylon. Alternatively, it may be contemplated that the pylon or a mechanical device attached to the pylon is extended down to interface with and attach to the pod.

(42) FIG. 9 shows an exemplary embodiment of an aircraft in the parking position which fits into a standard 20-foot ISO container.

(43) FIG. 10 shows an alternate exemplary embodiment of an aircraft in the parking position which fits into a standard 20-foot ISO container.

(44) FIG. 11 may illustrate an alternate embodiment of an aircraft, in the vertical takeoff and landing position. The embodiment of FIG. 11 may implement a tilt-wing configuration where both the wings and rotors tilt or rotate. FIG. 12 may illustrate the exemplary embodiment of FIG. 11 in the horizontal flight position.

(45) The foregoing description and accompanying figures illustrate the principles, preferred embodiments and modes of operation of the invention. However, the invention should not be construed as being limited to the particular embodiments discussed above. Additional variations of the embodiments discussed above will be appreciated by those skilled in the art (for example, features associated with certain configurations of the invention may instead be associated with any other configurations of the invention, as desired).

(46) Therefore, the above-described embodiments should be regarded as illustrative rather than restrictive. Accordingly, it should be appreciated that variations to those embodiments can be made by those skilled in the art without departing from the scope of the invention as defined by the following claims.