Aerial system utilizing a tethered uni-rotor network of satellite vehicles.

Abstract

A tethered uni-rotor network of satellite vehicles, is a novel aerial system which combines the best features of both fixed-wing and rotorcraft design methodologies, while minimizing their respective deficiencies. It is made up of a central hub with multiple tethers, where each tether arm radiates outward and attaches to a satellite vehicle; each having lifting airfoil surfaces, stabilizers, control surfaces, fuselages, and propulsion systems. The entire system operates in a state of rotation, which is driven by the propulsion units on each satellite. As the system rotates, centrifugal forces pull the satellite vehicles outward, which maintain tension on the tether arms. As the satellite vehicles move through space, the airfoils generate lift which supports each satellite and a distributed portion of the weight of the central hub.

Claims

1. An aerial vehicle comprising a central hub, and two or more tether arms, where each tether arm comprises a tether and a satellite vehicle, where each tether arm is secured to the central hub by its respective tether, where each satellite vehicle comprises one or more propulsion units and one or more lifting surfaces.

2. The aerial vehicle of claim 1, wherein the tether of each tether arm is a flexible cable filament that transfers tensile forces between the respective satellite vehicle and the central hub.

3. The aerial vehicle of claim 1, wherein the tether of each tether arm has an amount of flexibility such that it does not transfer compressive forces or bending moments between the respective satellite vehicle and the central hub.

4. The aerial vehicle of claim 1, wherein the tether of each tether arm is retractable within the central hub.

5. The aerial vehicle of claim 1, wherein the tether of each tether arm is retractable within its respective satellite vehicle.

6. The aerial system of claim 1, wherein one or more of the one or more propulsion units can rotate the orientation of its thrust vector relative to its respective satellite vehicle.

7. The aerial vehicle of claim 1, wherein one or more of the propulsion units of each satellite vehicle uses electric motors with propellers.

8. The aerial vehicle of claim 1, wherein each satellite vehicle further comprises one or more stabilizer surfaces.

9. The aerial vehicle of claim 1, wherein each satellite vehicle further comprises one or more horizontal stabilizer surfaces.

10. The aerial vehicle of claim 1, wherein each satellite vehicle further comprises one or more vertical stabilizer surfaces.

11. The aerial vehicle of claim 1, wherein each satellite vehicle further comprises one or more angled stabilizer surfaces.

12. The aerial vehicle of claim 1, wherein each satellite vehicle further comprises one or more control surfaces.

13. The aerial vehicle of claim 1, wherein each satellite vehicle further comprises one or more horizontal control surfaces.

14. The aerial vehicle of claim 1, wherein each satellite vehicle further comprises one or more vertical control surfaces.

15. The aerial vehicle of claim 1, wherein each satellite vehicle further comprises one or more angled control surfaces.

16. An aerial vehicle comprising a central hub, and a plurality of tether arms, where each tether arm comprises a tether and a satellite vehicle, where each tether arm is secured to the central hub by its respective tether, where each satellite vehicle comprises two propulsion units, one or more lifting surfaces, one or more stabilizers, and one or more control surfaces.

17. The aerial vehicle of claim 16, wherein the tether of each tether arm is retractable within the central hub.

18. The aerial vehicle of claim 16, wherein the tether of each tether arm is retractable within its respective satellite vehicle.

19. The aerial system of claim 16, wherein one or more of the one or more propulsion units can rotate the orientation of its thrust vector relative to its respective satellite vehicle.

20. The aerial vehicle of claim 16, wherein the number of tether arms is three.

21. The aerial vehicle of claim 16, wherein the number of tether arms is four.

22. The aerial vehicle of claim 16, wherein the lifting surface is a single, flat, horizontal, mono-wing shape.

23. The aerial vehicle of claim 16, wherein the one or more stabilizers comprise two horizontal stabilizers and two vertical stabilizers.

24. The aerial vehicle of claim 16, wherein the one or more control surfaces comprise two rudders and two elevons.

25. A method of hovering an airborne aerial vehicle comprising the process of balancing weight against lift, and thrust against drag, acting on the aerial vehicle, where the aerial vehicle comprises a central hub, and two or more tether arms, where each tether arm comprises a tether and a satellite vehicle, where each tether arm is secured to the central hub by its respective tether, where the tether of each tether arm is a flexible cable filament that transfers tensile forces, but has an amount of flexibility such that it does not transfer compressive forces or bending moments, between the respective satellite vehicle and the central hub, where each satellite vehicle comprises one or more propulsion units and one or more lifting surfaces, where each of the tethers constrain their respective satellite vehicles to traverse around the central hub, and where centrifugal forces keep each of the tethers taught.

26. The method of claim 25, further comprising an action of producing thrust on each satellite vehicle to an extent necessary to overcome aerodynamic drag.

27. The method of claim 25, further comprising an action of producing lift on each satellite vehicle to counteract the weight of the aerial vehicle.

28. The method of claim 25, further comprising an action of generating rotation within the aerial vehicle arising from the constrained flight of each satellite vehicle due to its respective tether.

29. The method of claim 25, further comprising an action of generating centrifugal stiffening as a result of the rotation of the aerial vehicle.

30. A method of dynamically controlling an airborne aerial vehicle comprising the process of altering the translation of the aerial vehicle, where the aerial vehicle comprises a central hub, and two or more tether arms, where each tether arm comprises a tether and a satellite vehicle, where each tether arm is secured to the central hub by its respective tether, where the tether of each tether arm is a flexible cable filament that transfers tensile forces, but has an amount of flexibility such that it does not transfer compressive forces or bending moments, between the respective satellite vehicle and the central hub, where each satellite vehicle comprises one or more propulsion units and one or more lifting surfaces, and where translation of the central hub is implemented by applying collective and cyclic commands to each of the satellite vehicles.

31. The method of claim 30, further comprising an action of collectively adjusting a forward velocity of each satellite vehicle, to alter the rotation rate of the aerial vehicle, thus changing the amount of lift generated on each winged lifting surface, thereby invoking vertical translation within the aerial vehicle.

32. The method of claim 30, further comprising an action of collectively adjusting a relative elevation of each satellite vehicle, to induce a spiral trajectory for each satellite vehicle, thereby invoking vertical translation within the aerial vehicle.

33. The method of claim 30, further comprising an action of cyclically adjusting a radial tension of each tether arm, such that at one point in the rotation a maximum tension is applied to the central hub, and at the exact opposite point in the rotation a minimum tension is applied to the central hub, thus creating a lateral force imbalance, thereby invoking horizontal translation within the aerial vehicle.

34. The method of claim 30, further comprising an action of cyclically adjusting a relative elevation of each satellite vehicle, such that at one point in the rotation each satellite vehicle passes a low elevation, and at the exact opposite point in the rotation each satellite vehicle passes a high elevation point, which inclines the rotation plane of the rotor, such that the tilted cumulative lift vector has a lateral force component, thereby invoking horizontal translation within the aerial vehicle.

35. A method of takeoff and landing utilizing a retracting tether mechanism applied to an aerial vehicle comprising the process of transitioning between a vertical takeoff and landing flight mode and a normal flight mode of the aerial vehicle, where the aerial vehicle comprises a central hub, and two or more tether arms, where each tether arm comprises a tether and a satellite vehicle, where each tether arm is secured to the central hub by its respective tether, where the tether of each tether arm is a flexible cable filament that transfers tensile forces, but has an amount of flexibility such that it does not transfer compressive forces or bending moments, between the respective satellite vehicle and the central hub, where each satellite vehicle comprises one or more propulsion units and one or more lifting surfaces, where each satellite vehicle extends and retracts its respective tether, where each satellite vehicle transitions between an upward orientation and a forward flight orientation, and where the rotation of the aerial vehicle is altered based on the progression of each satellite vehicle through the transition process.

36. The method of claim 35, further comprising an action of initializing takeoff, where each satellite vehicle is initially at rest in a tail-sitter configuration, where each satellite vehicle is in close proximity to the central hub, where the one or more propulsion units are pointed vertically, where an increase in throttle produces an upward force acting on each satellite vehicle, where each satellite vehicle achieves lift, and where the one or more propulsion units on each satellite vehicle supports the weight of its respective satellite vehicle and a distributed portion of the weight of the central hub.

37. The method of claim 35, further comprising an action of extending each tether arm, where each satellite vehicle executes a controlled maneuver, which moves each satellite vehicle away from the central hub, thereby extending each of the tether arms.

38. The method of claim 35, further comprising an action of transitioning into normal flight operations, where each satellite vehicle pitches forward, such that each thrust vector has a forward component, which induces a forward translation in each satellite vehicle, where each tether restricts the forward motion of its respective satellite vehicle, where the constrained flight path induces rotation within the entire aerial vehicle, and where an increasing portion of the weight of the aerial vehicle is transferred to the winged lifting surfaces.

39. The method of claim 35, further comprising an action of completing the transition process, where each satellite vehicle finishes its pitch rotation, where each satellite vehicle is in its forward flight configuration, where the wing lifting surfaces of each satellite vehicle are completely supporting the weight of the aerial vehicle, where the aerial vehicle can hover as described in claim 25, and where the aerial vehicle can be dynamically controlled as described in claim 30.

40. The method of claim 35, further comprising an action of landing the aerial vehicle, where the aerial system begins in a normal flight operation, where each satellite vehicle begins to nose up, where the angular rate of the aerial vehicle begins to slow down, where the supported weight of the aerial system transitions from the one or more winged lifting surfaces to the one or more propulsion units of each satellite vehicle, where the transition process continues until each satellite vehicle is oriented vertically and the aerial vehicle has ceased rotating, where each of the satellite vehicles executes a maneuver moving closer to the central hub thereby retracting each of their respective tether arms, where each satellite vehicle reduces its throttle from its respective one or more propulsion units thereby causing the aerial vehicle to descend, where the aerial vehicle continues to descend until it has landed.

Description

BRIEF DESCRIPTION OF THE FIGURES

[0030] The accompanying drawings, which are incorporated in and form a part of this specification, illustrate embodiments of the invention; and together with the description, serve to explain the principles of this invention.

[0031] FIGS. 1 through 3 include a perspective, side, and top view of a tethered uni-rotor network aircraft according to selected embodiments of the current disclosure.

[0032] FIGS. 4, 5, 6 and 7 include a perspective, front, side, and top view of a satellite vehicle according to selected embodiments of the current disclosure.

[0033] FIG. 8 is a diagram showing the interacting forces transmitted by the tether between the satellite vehicle and the central hub according to selected embodiments of the current disclosure.

[0034] FIG. 9 is a side view of a tethered uni-rotor network aircraft in a vertical takeoff configuration according to selected embodiments of the current disclosure.

[0035] FIG. 10 is a side view of a tethered uni-rotor network aircraft as the satellite vehicles extend the tether arms outward according to selected embodiments of the current disclosure.

[0036] FIGS. 11, 12 and 13 are diagrams showing the satellite vehicle transition from vertical takeoff and landing to forward flight according to selected embodiments of the current disclosure.

[0037] FIG. 14 is a side view of a tethered uni-rotor network aircraft with its tethers fully extended according to selected embodiments of the current disclosure.

[0038] FIG. 15 is a perspective view of a satellite vehicle with a gimbal or articulated propulsion unit according to selected embodiments of the current disclosure.

[0039] FIG. 16 is a front view of a satellite vehicle with four propulsion units according to selected embodiments of the current disclosure.

[0040] FIG. 17 is a front view of a satellite vehicle with a single propulsion unit according to selected embodiments of the current disclosure.

[0041] FIG. 18 is a front view of a satellite vehicle with dual propulsion units and angled stabilizers according to selected embodiments of the current disclosure.

[0042] FIG. 19 is a front view of a satellite vehicle with a plurality of propulsion units according to selected embodiments of the current disclosure.

[0043] FIG. 20 is a perspective view of a tethered uni-rotor network aircraft with a satellite vehicle failure according to selected embodiments of the current disclosure.

[0044] FIG. 21 is a view of a prior art airborne wind energy device.

[0045] FIG. 22 is a view of a tethered uni-rotor network system adapted to an airborne wind energy device according to selected embodiments of the current disclosure.

DETAILED DESCRIPTION OF THE INVENTION

[0046] Many aspects of the invention can be better understood with the references made to the drawings below. The components in the drawings are not necessarily drawn to scale. Instead, emphasis is placed upon clearly illustrating the components of the present invention. Moreover, like reference numerals designate corresponding parts through the several views in the drawings.

[0047] According to selected embodiments, the tethered uni-rotor network of satellite vehicles is an aerial system that has a central hub, with multiple tethers that radiate outwards, which each attach to a satellite vehicle at the outboard position. Each satellite vehicle resembles a small aircraft system which include: fuselages containing avionic components, airfoil lifting sections, propulsion units, stabilizers, and control surfaces. Embodiments of the aerial system herein, operates in a perpetual state of rotation during flight. The rotation is driven by the propulsion units on each of the satellite vehicle. As the system spins, centrifugal forces keep the tethers taught. Furthermore, as the system spins, each satellite vehicle moves through the air, which generates lift on the winged airfoil sections. The amount of lift generated is enough to counteract the weight of the satellite vehicles and a distributed portion of the weight of the central hub.

[0048] FIG. 1 is a perspective view, FIG. 2 is a side view, and FIG. 3 is a top view, of a tethered uni-rotor network aircraft according to selected embodiments of the current disclosure. The tethered uni-rotor network aircraft 10 includes multiple satellite vehicles 40, in this view four satellite vehicles 40, which are each connected to the central hub 30 via their own tether 20. The satellite vehicles 40 rotate around the central hub 30.

[0049] FIG. 4 is a perspective view, FIG. 5 is a front view, FIG. 6 is a side view, and FIG. 7 is a top view, of a satellite vehicle according to selected embodiments of the current disclosure. The satellite vehicle 40 has fuselages 46, in this embodiment there are two, which each have a propulsion unit 47, in this embodiment it is a propeller, to generate thrust. A lifting surface 41, such as a wing, provides lift, which is a generally upward force. Horizontal stabilizers 44 and vertical stabilizers 42 provide overall stability to the satellite vehicle 40. Several control surfaces provide directional control for both yaw and pitch, to the satellite vehicle 40. Vertical control surfaces 43 act as rudders, and horizontal control surfaces 45 act as elevons. As shown in this figure, the satellite vehicle has a symmetrical flying wing design, with two props on either end, and all the control surfaces located within the prop wash. As will be appreciated by those skilled in the art, other positions, locations, orientations, or geometries of the lifting surfaces, stabilizers, control surfaces, or propulsion units, may be used to control the satellite vehicles.

[0050] The tethered uni-rotor network systems, disclosed herein, utilize the same beneficial centrifugal stiffening as a traditional helicopter rotor. However, the inboard rotor sections, which represent wasted material and have detrimental aerodynamic properties, are replaced with a thin tether filament. Because the outboard section is free to pivot about the tether connection point, there is no detrimental bending moment which is typically found at the wing root of fixed-wing glider designs. As such, the centrifugal stiffening within the aerial aircraft allows for much greater aspect ratios than can be attained by a traditional tube-and-wing style aircraft.

[0051] FIG. 8 is a diagram showing the interacting forces transmitted through the tether between the satellite vehicle and the central hub according to selected embodiments of the current disclosure. As the system operates, three components of a force vector act at the connection point on the central hub. A vertical force arises from the weight of the central hub, a lateral force arises from the aerodynamic drag pulling on the tether, and a radial force arises from the centrifugal forces present from the rotation of the system. These three forces are present even during the hover operation of the tethered uni-rotor network system. However, altering the relative position of a satellite vehicle with respect to the central hub, will also alter the magnitude of the component forces acting on the central hub anchor point. As the satellite vehicle 40 moves away from the central hub 30, the satellite vehicle 40 pulls on the tether 20, which in turn increases the magnitude of the radial force on the central hub 30. Similarly, moving inward decreases the magnitude of the vector. As the satellite vehicle 40 moves upward with respect to the central hub 30, the satellite vehicle 40 pulls upward on the tether 20, which in turn increases the magnitude of the vertical force on the central hub 30. Similarly, moving downward decreases the magnitude of the vector. As the satellite vehicle 40 moves forward with respect to the central hub 30, the satellite vehicle 40 pulls forward on the tether 20, which in turn increases the magnitude of the lateral force on the central hub 30. Similarly, moving backward decreases the magnitude of the vector. So long as there is tension in the tether, these forces are transferred to the hub, subject to drag and other frictional losses.

[0052] Relative positions of the satellite vehicles with respect to the central hub dictate the magnitudes of the forces acting on the central hub. By using appropriate coordinated flight maneuvers among each of the satellite vehicles, the total forces acting on the central hub can be manipulated such that the entire tethered uni-rotor network system achieves translation. Two types of translation are considered, vertical and horizontal, which have a parallel in helicopter terminology as collective and cyclic commands. Each type of translation has two associated control modes, each of which are described in greater detail in the following two paragraphs.

[0053] Vertical translation uses collective commands, where each satellite vehicle adjusts its settings in unison. Adjusting the throttle increases or decreases the velocity of the satellite vehicle, and thus the angular rate of rotation of the aerial system. This changes the amount of airflow over the lifting surfaces or wing, which increases or decreases the total amount of lift generated. Adjusting the amount of lift causes the aerial system to ascend or descend. Second, adjusting the pitch of each satellite vehicle through the elevon control surfaces, will cause each satellite vehicle to nose up or down, thus the entire system will climb or fall as each satellite vehicle moves through a spiral trajectory.

[0054] Horizontal translation is achieved with cyclic commands, where the control inputs are changed in a sinusoidal fashion throughout the rotation. The first cyclic command is applied to the rudder control surface, which manipulates the amount of radial tension on the tether. At one point there is a maximum pull from the tension, and exactly opposite that point there is a minimum pull from tension. This imbalance causes the aerial system to translate horizontally. Second, cyclic elevon commands can achieve horizontal translation. At one point a satellite vehicle passes a low elevation, and at the exact opposite point the satellite vehicle passes a high elevation. This essentially reorients the plane of rotation of the rotor, which tilts the vertical thrust vector from the airfoils, such that now a horizontal component is present. This type of thrust vectoring is similar to how traditional multirotors translate horizontally.

[0055] Having described the hover operation and the overall control methodology, now consider the preferred embodiment for the takeoff and landing procedure. The next four paragraphs describe an approach which utilizes a retracting tether mechanism to reel in and out the tether arms, which achieves a smaller footprint for the tethered uni-rotor network system during takeoff and landing.

[0056] FIG. 9 is a side view of a tethered uni-rotor network aircraft in a vertical takeoff configuration according to selected embodiments of the current disclosure. Each satellite vehicle 40 is oriented upward in a tail-sitter configuration. Each of the propulsion units generate a downward thrust, thereby producing an upward force which lifts each satellite vehicle. The figure depicts each satellite vehicle as connected to the central hub 30 via a reeled in tether 20. Other embodiments of the design may include a locking mechanism which secures each of the satellite vehicles to the central hub prior to takeoff.

[0057] FIG. 10 is a side view of a tethered uni-rotor network aircraft as the satellite vehicles extend the tether arms outward according to selected embodiments of the current disclosure. As long as the satellite vehicle design has appropriately placed propulsion units and control surfaces, each satellite vehicle will have its own independent VTOL capability. Once the satellite vehicles attain a suitable altitude, they begin to traverse away from the central hub, thereby extending each of the tether arms. Because the tethered uni-rotor network vehicle has not initiated its rotation, there is no centrifugal force to overcome while the tether arms are being let out.

[0058] FIGS. 11, 12, and 13 are diagrams showing the satellite vehicle transition from vertical takeoff to forward flight according to selected embodiments of the current disclosure. FIG. 11 shows the satellite vehicle in a vertically oriented hover position, where the propulsion units are supporting the total aerial system weight. FIG. 12 shows the satellite vehicle pitching forward, thereby transitioning into its forward flight configuration. The propulsion unit is oriented partially upward such that it provides thrust in both an upward and forward direction, which provides both lift and horizontal translational movement of the satellite vehicle. During this transition process, an increasing portion of the system weight is supported by the winged lifting surfaces. FIG. 13 shows the satellite vehicle after it has completed the transition process, where it is now operating in its standard forward flight mode. The propulsion unit is oriented horizontally resulting in horizontal translational movement of the satellite vehicle, while the winged lifting surface bears the total weight of the aerial system.

[0059] FIG. 14 depicts the tethered uni-rotor network system once the satellite vehicles have completed the transition process. The aerial system is now operating with fully extended tethers, rotating at its intended angular rate, and operations for the aerial system are identical to that of the hover flight previously described. The takeoff procedure was explicitly described in previous paragraphs, and the landing procedure follows an identical process, but carried out in the reverse order.

[0060] Embodiments of the current disclosure provide for an aerial system with multiple tether arms. One arm is not a valid configuration because there is no means of counter balancing the rotation. Two arms are able to counter balance one another, but the central hub is free to swing like a hammock. Thus this configuration should only be used as a means of recovering a vehicle, should the other tether arms become disabled, or as part of a system that constrains the central hub in other ways, like the primary tether on an airborne wind energy device. Three arms are the minimum number needed to achieve stability within the central hub, and a preferable number in terms of aerodynamic efficiency, because it has the most concentrated weight to provide the most centrifugal force per satellite. The disadvantage is that, for an odd number of tether arms, horizontal translation is more difficult to control, because pairs of tether arms are not directly opposite one another. Four arms have less ideal centrifugal stiffening than three arms, but it is easier to implement horizontal translation because pairs of tethers are directly opposed to one another. Five or more arms are all physically possible, and could be used to add redundancy and robustness to the system as a safety measure, but adding more arms increases complexity and compromises the amount of centrifugal stiffening.

[0061] Each satellite vehicle needs a propulsion unit, which counteracts aerodynamic drag acting on the body, while keeping the tethered uni-rotor network aircraft in a state of rotation. The preferred embodiment uses fixed pitch propellers with brushless electric motor systems, because of its simplicity. Other means of propulsion units are also acceptable. Variable pitch propellers could replace or compliment fixed pitch propellers. Various fuel sources; like heavy fuel, fuel cells, or hybrid systems; could replace or compliment an electric power supply. Or a propeller methodology could be completely omitted, and jet or rocket systems could be elected to provide thrust for each satellite vehicle.

[0062] FIG. 15 is a perspective view of a satellite vehicle with a gimbal or articulated propulsion unit according to selected embodiments of the current disclosure. The fuselage 46 includes a gimbal or joint 49 that supports the propulsion unit 47, in this embodiment it is a propeller. The propulsion unit 47 moves in various directions and in one or more axes 38 relative to the satellite vehicle 40 via the gimbal or joint 49. The various directions of the propulsion unit provides various directions of thrust which act on the satellite vehicle 40. Additional degrees of freedom within the propulsion unit mechanism may be used to reduce the number of stabilizers, control surfaces, or both.

[0063] FIG. 16 is a front view of a satellite vehicle with four propulsion units according to selected embodiments of the current disclosure. Each propulsion unit 47 of the satellite vehicle 40 is above or below the lifting surface 41, and secured to a vertical stabilizer 42. The benefit of this arrangement, is that it resembles a quadrotor type of configuration, which may simplify the controller architecture, and can do away with control surfaces entirely; albeit with a more complicated structural design.

[0064] FIG. 17 is a front view of a satellite vehicle with a single propulsion unit according to selected embodiments of the current disclosure. A single propulsion unit on each satellite system is the minimum number needed to overcome aerodynamic drag. As shown in this figure, the propulsion unit 47 is mounted on a fuselage 46, which is positioned on the satellite vehicle 40. The location that provides the most centrifugal benefit is located on the outboard wingtip, but inboard or middle placements are conceivable as well. While a single propulsion unit is sufficient to power the satellite vehicle, this leads to complications when implementing the landing system. A single propulsion unit does not provide VTOL capabilities for each individual satellite, so the transition process previously described for takeoff and landing is not possible. Rather, the tether retract-ing mechanism must operate while the aerial system is still rotating, and thus overcome the full magnitude of the centrifugal forces pulling on the satellite vehicle, while reeling in the tether arm.

[0065] FIG. 18 is a front view of a satellite vehicle with a dual propulsion units and angled stabilizers according to selected embodiments of the current disclosure. This embodiment uses two propulsion units 47 per satellite 40, one on each end of the wing section 41. By adding a second propulsion unit with appropriately placed control surfaces, each satellite can takeoff from a tail-sitter configuration, and then transition a quarter turn into its horizontal or forward flight configuration. Because each satellite vehicle has its own VTOL capability, the system may stop its rotation such that the retracting mechanism does not need to overcome the centrifugal forces. Also, shown in this figure are angled stabilizers and control surfaces 48, which operate in a similar fashion to a ruddevator of a V-tail aircraft. This may slightly reduce aerodynamic drag, by eliminating a small stabilizer surface, but it also increases the complexity of the controller, because it introduces coupling within the input-output channels.

[0066] FIG. 19 is a front view of a satellite vehicle with a plurality of propulsion units according to selected embodiments of the current disclosure. Many propulsion units 47 mounted onto their respective fuselages 46 are distributed across the leading edge of the winged lifting surface 41 of the satellite vehicle 40. This configuration applies forced air over the airfoil which may lead to better laminar flow over the wing surface. However, these additional propulsion units represent an engineering tradeoff that must be evaluated against any extra weight and manufacturing complexity.

[0067] FIG. 20 is a perspective view of a tethered uni-rotor network aircraft with a satellite vehicle failure according to selected embodiments of the current disclosure. This illustration shows a tethered uni-rotor network system with a total of four satellite vehicles. Three are functional satellite vehicles 40 which are still rotating 22 around the central hub 30. The fourth one is a failed satellite vehicle 50, which is still attached to the central hub 30 via its tether 20. The three remaining functional satellite vehicles 40 must support the weight of the central hub 30 as well as weight of the failed satellite 50. The distance between each functional satellite vehicle 40 is adjusted such that they maintain an equal distance from one another. For example, the original four functional satellite vehicles would maintain a one-quarter circumference spacing. Upon failure of one of the satellite vehicles 50, the three remaining functional satellite vehicles 40, will readjust to maintain a one-third circumference spacing.

[0068] Embodiments of the current disclosure provide the potential to improve upon wind energy collection stations. As a starting point, consider the design of the most common energy kites used for airborne wind energy harvesting.

[0069] FIG. 21 is a diagram of a prior art airborne wind energy device. Basically, its a long slender flying wing 33 which is anchored with an adjustable tether 24. When it is ready to harvest wind energy, it flies up in the air in a large circle, so that the tether 24 sweeps a huge cone shape. The tether is connected to a generator that produces electricity as the tether is pulled out by the wind. Once the tether is at a maximum length, the energy kite comes out of the wind, and the tether 24 reels itself back in. The idea is that there is a net energy gain; meaning, the system collects more energy while airborne, than is needed to reel the system back in at the lower energy state.

[0070] A major problem with the current technology, is the amount of drag acting on the tether 24. Because the tether is several kilometers long, it sweeps out a huge cone, all influenced by detrimental parasitic drag. Furthermore, the method of securing most energy kites introduces the same types of bending moments common within gliders found at the wing root. Finally, during periods of clam winds, many existing designs utilize a multirotor approach to stay aloft, which is not energy efficient, and thus reduces the total amount of collected energy. Now consider an aerial system according to the current disclosure, where the wind energy generator is tethered to the central hub, such that the central hub serves as a stationary pivot point that the system may rotate around. Each of the small individual satellite vehicle tethers will still feel drag, but the primary major tether, the one that stretches for several kilometers, can remain stationary without losing energy to aerodynamic drag.

[0071] FIG. 22 is a view of a tethered uni-rotor network system adapted to an airborne wind energy device according to selected embodiments of the current disclosure. The four tethers are much shorter in length than the primary tether, they have a reduced diameter because they are only sized for each satellite vehicle, and inboard sections have little velocity and thus feel very light drag effects. The satellite vehicles 40 rotate about the central hub 30 via tethers 20. Such a system is contrasted with a massive tether 24, designed to support the entire kite system 33, using a much larger diameter cable, with a much longer length of several kilometers, and where portions of it are traveling at the same rate as the energy kite system. Once again, bending moments on the energy kite can be mitigated through centrifugal stiffening, and the inefficient multirotor design to sustain flight during clam periods is replaced with a much more aerodynamically efficient aerial system.

[0072] It should be understood that while the preferred embodiments of the invention are described in some detail herein, the present disclosure is made by way of example only. Variations and changes thereto are possible without departing from the subject matter coming within the scope of the following claims, and a reasonable equivalency thereof, which claims I regard as my invention.

[0073] All of the material in this patent document is subject to copyright protection under the copyright laws of the United States and other countries. The copyright owner has no objection to the facsimile reproduction by anyone of the patent document or the patent disclosure, as it appears in official governmental records but, otherwise, all other copyright rights whatsoever are reserved.