UNMANNED AIRSHIPS, AEROSTATS, AND HYBRID AIRSHIP-AEROSTAT SYSTEMS AND METHODS THEREOF

Abstract

An unmanned aerial system (UAS) includes a lighter-than-air (LTA) airship configured for autonomous long-duration flight; a hybrid propulsion system including at least one hydrogen fuel cell and at least one solar photovoltaic (PV) module disposed upon an outer surface of the LTA airship; an electrolyzer configured to generate hydrogen gas from water using power from the at least one solar PV module; a hydrogen storage system operatively connected to the at least one hydrogen fuel cell and the electrolyzer; and an autonomous resource management system configured to dynamically allocate power between the at least one hydrogen fuel cell, the at least one solar PV module, and the electrolyzer.

Claims

1. An unmanned aerial system (UAS) comprising: a lighter-than-air (LTA) airship configured for autonomous long-duration flight; a hybrid propulsion system, comprising: at least one hydrogen fuel cell; and at least one solar photovoltaic (PV) module disposed upon an outer surface of the LTA airship; an electrolyzer configured to generate hydrogen gas from water using power from the at least one solar PV module; a hydrogen storage system operatively connected to the at least one hydrogen fuel cell and the electrolyzer; and an autonomous resource management system configured to dynamically allocate power between the at least one hydrogen fuel cell, the at least one solar PV module, and the electrolyzer.

2. The UAS of claim 1, wherein the LTA airship further comprises a flexible envelope configured to receive supplemental lifting gas generated by the electrolyzer.

3. The UAS of claim 1, wherein the at least one hydrogen fuel cell is a proton exchange membrane (PEM) fuel cell.

4. The UAS of claim 1, wherein the autonomous resource management system comprises a machine learning algorithm configured to predict power demand based on mission stage data and environmental inputs.

5. The UAS of claim 1, wherein the at least one solar PV module and the electrolyzer are integrated into a single device configured for simultaneous solar power generation and water splitting.

6. The UAS of claim 1, wherein the hydrogen gas generated by the electrolyzer is configured to augment lifting gas for buoyancy control.

7. The UAS of claim 1, further comprising a water storage tank configured to collect fuel cell exhaust water and supply it to the electrolyzer.

8. The UAS of claim 1, wherein the UAS is configured to draw power from stored hydrogen in the hydrogen storage system for nighttime flight.

9. The UAS of claim 1, wherein the autonomous resource management system utilizes at least one of solar, battery, and/or fuel cell power based on anticipated energy needs using a Markov chain or quadratic programming-based optimization algorithm.

10. The UAS of claim 1, wherein the autonomous resource management system is further configured to transition between energy sources based on predicted environmental conditions and mission phase requirements.

11. A method for operating an unmanned lighter-than-air aerial vehicle, comprising: generating electrical power via at least one solar photovoltaic (PV) module disposed upon the unmanned lighter-than-air aerial vehicle; utilizing at least a portion of the electrical power to divide water into hydrogen and oxygen via an onboard electrolyzer; storing the hydrogen in a pressurized tank; supplying stored hydrogen to a fuel cell for power generation; and controlling power and resource flows among the at least one solar PV module, fuel cell, electrolyzer, and hydrogen storage using an autonomous control system.

12. The method of claim 11, further comprising collecting water produced by the fuel cell and recycling it into the onboard electrolyzer.

13. The method of claim 11, wherein the autonomous control system includes a nonlinear controller using control Lyapunov functions (CLFs) and control barrier functions (CBFs).

14. The method of claim 11, further comprising: forecasting solar intensity based on time and location to schedule onboard electrolyzer operation.

15. The method of claim 11, further comprising: utilizing generated hydrogen as a supplemental lifting gas to adjust buoyancy of the unmanned lighter-than-air aerial vehicle.

16. The method of claim 11, wherein the autonomous control system is configured to maintain internal pressure in the fuel cell for energy conversion.

17. The method of claim 11, further comprising: utilizing a machine learning model trained on previous mission data to predict power usage across different mission phases.

18. The method of claim 11, further comprising: dynamically adjusting propulsion power based on wind conditions to conserve energy.

19. The method of claim 11, wherein a battery system is configured to provide backup power and act as an energy buffer between the at least one solar PV module and the electrolyzer.

20. The method of claim 11, further comprising: periodically entering a loitering state when mission objectives are satisfied, to conserve energy while maintaining surveillance altitude.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0025] A better understanding of the features and advantages of the disclosed technology will be obtained by reference to the following detailed description that sets forth illustrative aspects, in which the principles of the technology are utilized, and the accompanying drawings of which:

[0026] FIG. 1 is a front, perspective view of an unmanned hybrid airship-aerostat and mooring platform system;

[0027] FIG. 2 is a block diagram of a controller of the system of FIG. 1;

[0028] FIG. 3 is a rear, perspective view of the unmanned hybrid airship-aerostat of FIG. 1;

[0029] FIGS. 4A-4B are side views of the unmanned hybrid airship-aerostat of FIG. 1;

[0030] FIG. 5 is a side view of a gondola of the unmanned hybrid airship-aerostat of FIG. 1;

[0031] FIG. 6 illustrates a surveillance system of the unmanned hybrid airship-aerostat of FIG. 1;

[0032] FIG. 7 is a perspective of the unmanned hybrid airship-aerostat of FIG. 1 docked in a mooring platform;

[0033] FIG. 8 is a perspective view of the unmanned hybrid airship-aerostat of FIG. 1 tethered to the mooring platform of FIG. 7;

[0034] FIG. 9 is a detailed view of a receiving cone of the mooring platform of FIG. 1;

[0035] FIG. 10 is a diagram of the hybrid airship-aerostat of FIG. 1 sensing its surroundings;

[0036] FIG. 11 is a diagram of the hybrid airship-aerostat of FIG. 1 detecting an aerial object to avoid;

[0037] FIG. 12 is a diagram of a method for automatically piloting a hybrid unmanned airship-aerostat; and

[0038] FIG. 13 is a diagram of a method for automatically docking a hybrid unmanned airship-aerostat in a mooring platform.

DETAILED DESCRIPTION

[0039] Aspects of the presently disclosed unmanned airships, aerostats, and hybrid airship-aerostat systems and methods thereof are described in detail with reference to the drawings, in which like reference numerals designate identical or corresponding elements in each of the several views.

[0040] Although this disclosure will be described in terms of specific aspects, it will be readily apparent to those skilled in this art that various modifications, rearrangements, and substitutions may be made without departing from the spirit of this disclosure.

[0041] As used herein, the term forward refers to an upstream portion of a hybrid unmanned airship-aerostat (HUAA) vehicle (e.g., an airship, a blimp, an aerostat, a hybrid airship-aerostat, or similar lighter-than-air (LTA) aircraft with a body of gas that is lighter than air to assist in lift) and the term aft refers to a downstream portion of the HUAA vehicle. The term hybrid in HUAA refers to the combination of an airship, blimp, or dirigible and an aerostat or balloon.

[0042] As used herein, the terms about, approximately, or near mean that the numerical value is approximate and small variations would not significantly affect the practice of the disclosed aspects of this disclosure. Where a numerical limitation is used, unless indicated otherwise by the context, about, approximately, or near mean the numerical value can vary by 15% and remain within the scope of the disclosed aspects of this disclosure.

[0043] With reference to FIG. 1, an unmanned hybrid airship-aerostat and mooring platform system 10 includes a HUAA vehicle 100 and a mooring platform 200. The HUAA vehicle 100 generally includes a hull 120, a fin 140, a motor 160. The HUAA vehicle 100 may include a payload 130. The payload 130 may be at least one of a surveillance system 134 or a gondola 132. The mooring platform 200, described in further detail below, is configured to receive the HUAA vehicle 100. The HUAA vehicle 100 includes a controller 110 configured to operate at least one of the fin 140 or the motor 160 to enable the HUAA vehicle 100 to semi-autonomously or fully autonomously pilot itself.

[0044] With reference to FIG. 2, the controller 110 includes a processor 112 that is connected to a computer-readable storage medium or a memory 114. The computer-readable storage medium or memory 114 may be a volatile type memory, e.g., RAM, or a non-volatile type memory, e.g., flash media, disk media, etc. In various aspects of the disclosure, the processor 112 may be any type of processor such as, without limitation, a digital signal processor, a microprocessor, an ASIC, a graphics processing unit (GPU), a field-programmable gate array (FPGA), or a central processing unit (CPU). In certain aspects of the disclosure, network inference may also be accomplished in systems that have weights implemented as memristors, chemically, or other inference calculations, as opposed to processors.

[0045] In aspects of the disclosure, the memory 114 can be random access memory, read-only memory, magnetic disk memory, solid-state memory, optical disc memory, and/or another type of memory (e.g., RAM, ROM, EEPROM, flash memory, or the like). In some aspects of the disclosure, the memory 114 can be separate from the controller 110 and can communicate with the processor 112 through communication buses of a circuit board and/or through communication cables such as serial ATA cables or other types of cables. The memory 114 includes computer-readable instructions that are executable by the processor 112 to operate the controller 110. The memory 114 may include volatile (e.g., RAM) and non-volatile storage configured to store data, including software instructions for operating the HUAA vehicle 100. In other aspects of the disclosure, the controller 110 may include a network interface 118 to communicate with other computers, controllers, or to a server. Network interface 118 may communicate with satellites and/or telecommunications systems. A database 115 and/or a storage device may be used for storing data.

[0046] With reference to FIGS. 1, 3, and 4A-4B, the HUAA vehicle 100 includes a hull 120 configured to house a gas that is lighter than air, such as helium or hydrogen gas. The hull 120 may be defined by an internal frame (not shown) to support an envelope 122 of the hull 120. The envelope 122 may be made of any suitable flexible, gas-impermeable (or approximately gas-impermeable) material such as polyvinyl chloride, coated nylon, and the like used for blimps, airships, and aerostats by those of ordinary skill in the art. The hull 120 is configured to house a sufficient amount of a lighter-than-air gas so as to be able to generate lift. The hull 120 may include one or more ballonets (not shown) disposed therein. The hull 120 includes a nose 124 at a forward portion of the hull 120 configured to enable the hull 120 to be received by the mooring platform 200 (described in further detail below).

[0047] The HUAA vehicle 100 may include a plurality of motors 160. The plurality of motors 160 may include a first motor 162a disposed a side 120a of the hull 120 a second motor 162b on another side 120b of the hull 120. In aspects, a third motor 162c may also be disposed on the side 120a of the hull 120 aft of the motor 162a and a fourth motor 162d may also be disposed on the side 120b of the hull 120 aft of the motor 162b. It is contemplated that each side 120a, 120b of the hull 120 may have any number of motors 160, such as 4 or 7 motors on each side. Each motor 162 (e.g., 162a, 162b, 162c, or 162d) of the plurality of motors 160 are each coupled to the hull 120 and configured to individually and selectively rotate between a thrust configuration and a lift configuration. Each motor 162 of the plurality of motors 160 is coupled to the hull 120 via an aerodynamic pivot joint 164 that enables each motor to rotate between the thrust and lift configurations. The aerodynamic pivot joint 164 is configured to couple to the frame (not shown) of the hull 120. The aerodynamic pivot joint 164 may be configured to resemble a short, stubby wing projecting from the hull.

[0048] Advantageously, the plurality of motors 160 are coupled to the hull 120 such that the HUAA vehicle 100 has a center of thrust that is disposed at about or above a center of aerodynamic pressure of the HUAA vehicle 100. By providing a center of thrust at about or above the center of aerodynamic pressure, a thrust force generated by the motors 160 will be optimally applied in the desired ordinate direction with maximum energy transfer. Further, this enables optimized and enhanced flight controls for the HUAA vehicle 100 as errors related to an offset of the center of thrust relative to the center of aerodynamic pressure are reduced or mitigated.

[0049] In the thrust configuration, each motor 162 is rotated so that each motor 162 generates approximately only a thrust force (e.g., such that air is exhausted approximately parallel to ground). In the lift configuration, each motor 162 is rotated so that each motor 162 generates approximately only a lift force (e.g., air is exhausted perpendicular to ground). Each motor 162 may be rotated between the thrust configuration and the lift configuration such that the motor produces both a lift force and a thrust force. Each motor 162 may be individually rotated so as to produce a desired flight direction or to stabilize the HUAA vehicle 100 when hovering.

[0050] For example, the motors 162a and 162c may be rotated into the thrust configuration to generate the thrust force and the motors 162b and 162d may be rotated into the lift configuration to generate the lift force. In another example, the motors 162a and 162b are rotated to a position between the thrust configuration and the lift configuration to generate both thrust and lift forces, and the motors 162c and 162d may be rotated to the thrust configuration to generate thrust forces. The plurality of motors 160 may be rotated forward or aft to produce forward or backward movement, respectively, of the HUAA vehicle 100.

[0051] The plurality of motors 160 may be rotated via a manual input and control system or via the controller 110 configured to automatically pilot the HUAA vehicle 100. The plurality of motors 160 may be rotated and operated so as to maneuver the HUAA vehicle 100 to increase or reduce altitude (e.g., by generating a negative lift force), increase or decrease speed, or maintain or change locations (e.g., to hover).

[0052] The plurality of motors may be powered via a gas generator, a hybrid electric system with electric motors, an augmented hybrid electric system, or alternative electric systems. The augmented hybrid electric system includes a hybrid gas generator and electric propulsions pods, solar panels integrated into the hull 120, and/or other alternative energy sources (e.g., chemical batteries or hydrogen fuel cells). The alternative electric systems may include a solar panel or solar cells integrated into the hull 120 and a backup battery to power the plurality of motors 160.

[0053] The HUAA vehicle 100 may include a plurality of fins 140. The fins 140 are coupled to a tail section 128 of the hull 120. In aspects, the plurality of fins 140 advantageously includes four fins 142a, 142b, 142c, and 142d arranged in an X about the tail section 128. Each fin (e.g., 142a, 142b, etc.) may include an actuatable rudder 144. The fins 140 are configured to provide directional control of the hull 120. The fins 140 are individually or collectively actuatable to control at least one of a yaw, a pitch, or a roll of the hull 120 of the HUAA vehicle 100. The fins 140 are configured to enable the HUAA vehicle 100 to respond to a wind direction and speed. The fins 140 are further configured to assist in rotating or maneuvering the HUAA vehicle 100 even in near-zero wind flight conditions. For example, the plurality of motors 160 may generate at least one of a thrust force or a lift force (which combines with the gas lift force) in near-zero wind flight conditions and the plurality of fins 140 may be actuated to cause the HUAA vehicle to turn, roll, or pitch or to reduce or minimize any undesired yaw, pitch, or roll. The plurality of fins 140 and the plurality of motors 160 advantageously enable the HUAA vehicle 100 to operate in winds about or greater than 25 miles per hour. The fins 140 also enable easier ground handling (e.g., transporting, docking, refueling/loading, maintenance, and launching procedures, etc.) of the HUAA vehicle 100.

[0054] The plurality of fins 140 may further be configured to generate aerodynamic lift when wind is present. In some aspects, when the fins 140 generate aerodynamic lift, the plurality of motors may be operated to supplement the aerodynamic lift when wind speeds are low or zero such that the plurality of fins 140 are not generating sufficient aerodynamic lift for a desired altitude or mission profile.

[0055] With additional reference to FIGS. 5 and 6, the payload 130 may be coupled to the hull 120 at any suitable location. The gondola 132 is removable coupled to an underside of the hull 120. The gondola 132 may include at least one of a generator 132a, a tank 132b configured to contain a fuel, a battery (not shown), or a landing gear 132c. In aspects, the gondola 132 may include tactical equipment (not shown) including, for example, thermal vision sensors, imaging sensors, barometers, or the like munitions. In other aspects, the controller 110 may be disposed in the gondola 132. The gondola 132 is coupled to the hull 120 when the HUAA vehicle 100 is in the airship configuration and the gondola 132 is removed from the hull 120 when the HUAA vehicle 100 is in the aerostat configuration.

[0056] The generator 132a may consume fuel contained in the tank 132b to produce electricity to power one or more motors 162 of the plurality of motors 160. In aspects, the generator 132a is a hydrogen fuel cell configured to generate electricity.

[0057] The surveillance system 134 includes one or more cameras 136a configured to obtain an image or video or a radar detector 136b configured to detect an aerial object (e.g., another HUAA vehicle 100, a plane, a drone, a missile, etc.), a proximity sensor (not shown), a light detection and ranging (LIDAR) sensor (not shown), or a global positioning system sensor (not shown), or other detection sensors (e.g., thermal sensors or SONAR sensors (not shown)). The surveillance system 134 may be configured couple to a television or other broadcast system. The surveillance system 134 is configured to wirelessly transmit captured images, videos, or other data collected by the surveillance system 134 to a remote server, database, or computing device. The surveillance system 134 may wirelessly transmit the captured images, videos, or other data collected by the surveillance system 134 via the network interface 118 of the controller 110 or another controller. In aspects, images, videos, or other data may be transmitted via a wired connection coupled to the surveillance system 134. In aspects, the surveillance system 134 may be rotatable about a mount coupled to the hull 120. In aspects, the surveillance system 134 may be coupled to a forward or aft portion of the hull 120. The HUAA vehicle 100 may include a plurality of surveillance systems 134. The surveillance system 134 may be powered by the generator of the gondola 132 or via the tether coupled to the hull 120 when the HUAA vehicle 100 is in the aerostat configuration.

[0058] With reference to FIGS. 7 and 8, the HUAA vehicle 100 includes a bridle system 150 coupled to the hull 120 that enables the HUAA vehicle to be removably coupled to a tether 152 at a first end of the tether 152. The bridle system 150 includes one or more line patches 154. Each line patch 154 may include a line 156 configured to couple to the first end of the tether 152. When one of the lines 156 is not coupled to the tether, the line 156 is coupled to a line anchor 158 (FIG. 1) disposed on the hull 120 such that the lines 156 are secured against the hull 120. In aspects, a plurality of line anchors 158 may be coupled to the hull 120 and configured to received mooring lines (not shown) when the HUAA vehicle 100 is docked at the mooring platform 200 or otherwise docked or secured to another docking structure or land (e.g., when moored in a field without a mooring platform 200).

[0059] The tether 152 is configured to be removably coupled to the HUAA vehicle 100 and the mooring platform 200. When the HUAA vehicle 100 is in the aerostat configuration the bridle system 150 is coupled with the tether 152 and when the HUAA vehicle 100 is in the airship configuration the bridle system 150 is not coupled to the tether 152. When the HUAA vehicle 100 is in the aerostat configuration, and is thus coupled to the tether 152, the tether 152 provides electrical power to the HUAA vehicle 100. The tether 152 may provide power to the surveillance system 134, the gondola 132, the plurality of motors 160, the plurality of fins 140, the controller 110, or any other component of the HUAA vehicle 100 requiring electrical power. The tether 152 may be coupled to a ground generator (not shown) disposed on or adjacent to the mooring platform 200 or to another source of electricity (e.g., a power grid) at a second end of the tether 152. In aspects, the bridle system 150 may facilitate wired communication, via the tether 152, to the controller 110 or other computing device. In aspects, the tether 152 may include fiber optics cable to enable the HUAA vehicle 100 to communicate with the controller 110 or other computing device when in the HUAA vehicle 100 is in the aerostat configuration. In other aspects, the tether 152 provides only power to the HUAA vehicle 100, and, advantageously, the HUAA vehicle 100 is in wireless communication with the controller 110 or other computing device to enable the HUAA vehicle 100 to seamlessly transition between the aerostat configuration and the airship configuration. In some aspects, when the HUAA vehicle 100 is in the aerostat configuration, the plurality of motors 160 may be removed (and removably coupled) so as to reduce the weight of the HUAA vehicle 100

[0060] The tether 152 may be stored in a winch (not shown) disposed on the mooring platform 200. The tether 152 may be automatically (e.g., robotically) coupled to the hull 120 or may be manually coupled to the hull 120 by a ground crew. The tether 152 may be between 100 feet and 5,000 feet in length or between about 250 feet to about 2,500 feet in length to enable the HUAA vehicle 100 to operate to hover or kite in the aerostat configuration anywhere up to about 5,000 feet or about 2,500 feet above ground level from the mooring platform 200.

[0061] With additional reference to FIG. 9, the mooring platform 200 is configured to receive the HUAA vehicle 100 to enable the HUAA vehicle 100 to dock. The mooring platform 200 includes a bed 210 pivotably coupled to a trailer 220, a tower 230 coupled to the bed 210, a receiving cone 240 coupled to the tower 230, and a pair of retaining arms 250 also coupled to the bed 210. The receiving cone 240 is configured to receive the nose 124 of the hull 120 of the HUAA vehicle 100 and is configured to slide along the tower. The receiving cone 240 slides along the tower 230 to lower the HUAA vehicle 100, for example, when, after the HUAA vehicle 100 is received by the receiving cone 240, the HUAA vehicle 100 is lowered toward the bed 210 of the mooring platform 200.

[0062] The retaining arms 250 are configured to transition between an open configuration and a grasping configuration. When the retaining arms 250 are in the grasping configuration, the retaining arms grasp or secure a middle section of the hull 120 of the HUAA vehicle 100. The retaining arms 250 may be automatically transitioned between the open configuration and the grasping configuration and vice-versa by the controller 110 when the HUAA vehicle 100 is docking or launching, respectively.

[0063] The HUAA vehicle 100 may be transitioned (manually or robotically) between the aerostat configuration and the airship configuration while docked or moored at the mooring platform 200. While the HUAA vehicle 100 is docked at the mooring platform 200, the payload 130 and the tether 152 may be removed or coupled to the hull 120 to transition the HUAA vehicle 100 between the aerostat configuration and the airship configuration. The mooring platform 200 may include lights and LEDs, or vision markers, that may signal the HUAA vehicle 100 is docking, launching, landed, secured, or transitioning between the airship configuration and the aerostat configuration.

[0064] With reference to FIGS. 10 and 11, the controller 1120 of the HUAA vehicle 100 is configured to automatically pilot itself based on data collected from the surveillance system 134 or other sensors. The HUAA vehicle 100 may have a plurality of sensors configured to collect the data, the data including a location, a speed, or a direction of an aerial object, a location, a speed, or a direction of a ground object, a geographic topography, a flight parameter, a meteorological condition, or the like. The plurality of sensors may include at least one of a camara, a radar, a scanning LiDAR (SL), or a doppler radar (DR). The flight parameter may be a position, an orientation, an altitude, a velocity, or any combination thereof of the HUAA vehicle 100. The meteorological condition may be a wind speed, a wind direction, a temperature, density, or pressure of air, an inclement weather condition (e.g., lightning storm, tornado, dust storm, turbulent wind, etc.), a cloud cover condition, or any combination thereof.

[0065] The controller 110 is configured to operate the plurality of motors 160 and the plurality of fins 140 based on the data collected. For example, the surveillance system 134 may detect an aerial object 20 and its speed, direction, and location, and the controller 110 rotates at least one of the motors 162a, 162b, 162c, or 162d and one of the fins of the plurality of fins 140 to maneuver the HUAA vehicle 100 around the aerial object 20 as shown in FIG. 11. FIG. 11 illustrates a flight path determined by the controller 110 that would cause the HUAA vehicle 100 to avoid the aerial object 20 (e.g., a drone, a helicopter, a plane, another HUAA vehicle 100, or a stationary object such as a tower, mountain, or tree that is in air space surrounding the HUAA vehicle 100). FIGS. 10 and 11 further illustrate an example of a variety of fields of view (FoV) and sensor or detection ranges of the surveillance system 134 or of a plurality of sensors distributed about the hull 120. The HUAA vehicle 100 may be equipped with sufficient sensors to produce a 360 degree FoV about the HUAA vehicle 100.

[0066] In aspects, the controller 110 may operate one or more ballonets to control a pressure of the hull 120 of the HUAA vehicle 100 and thereby change an angle of attack of the HUAA vehicle 100 to ascend or descend. The HUAA vehicle 100 may include a forward ballonet and an aft ballonet and the controller 110 may inflate or deflate at least one of the forward or aft ballonets to change the angle of attack of the HUAA vehicle 100. The HUAA vehicle 100 may include a lighter than air gas pumping system disposed in the hull 120 or the gondola 132 to pump additional lighter-than-air gas to or remove lighter-than-air gas from the hull 120 to change a buoyancy of the HUAA 100. In aspects, the lifting gas pumping system is configured to add or remove the lighter-than-air gas to change a positive or negative buoyancy of the HUAA 100.

[0067] The controller 110 may include at least one of track specific (TS) guidance algorithms or proportional navigation (PN) guidance algorithms. The TS guidance algorithms are configured to navigate the HUAA vehicle 100 based on a pre-determined track or flight plan. The TS guidance algorithms include an Extended Kalman Filter (EKF) configured to estimate at least one of a wind condition, other meteorological conditions, or a flight parameter. The EKF may include scheduling pre-calculated Jacobians that reduce the computational effort of the processor 112 of the controller 110. The TS guidance algorithms may be implemented in a linear-quadratic regulator (LQR). PN guidance algorithms are configured to navigate the HUAA vehicle 100 based on a change to a line of sight of the HUAA vehicle 100. In the PN guidance algorithm, a velocity vector of the HUAA vehicle 100 is controlled to rotate at a rate proportional to a rate of rotation of the line of sight of the HUAA vehicle 100. Advantageously, the PN navigation algorithm is configured to operate the plurality of motors 160 and the plurality of fins 140 based on the flight parameter or the meteorological condition.

[0068] The controller 110 may include a collision avoidance algorithm based on a collision cone. The collision cone is an area define by a cone having an apex on the hull 120 of the HUAA vehicle 100 and the area covers an aerial object. When a velocity vector of the HUAA vehicle 100 lies inside a collision cone, then the controller 110 operates at least one of the plurality of motors 160 or the plurality of fins 140 to move the velocity vector outside of the collision cone.

[0069] The controller 110 may include artificial intelligence algorithms to automatically pilot the HUAA vehicle 100 based on the data collected by the surveillance system 134 or plurality of sensors distributed about the hull. The controller 110 may include machine learning algorithm, artificial neural network, convolutional neural network (CNN) algorithms, shift neural network algorithm, machine vision algorithms, and the like configured to enable the controller 110 to pilot the HUAA vehicle 100. In aspects, the controller 110 is further configured to automatically dock the HUAA vehicle 100, launch or land the HUAA vehicle 100, perform a predetermined mission (e.g., a reconnaissance mission), or generally pilot the HUAA vehicle 100 within or to a designated area. The controller 110 may be programmed to return the HUAA vehicle 100 to the mooring platform 200 or other predetermined site if, for example, the HUAA vehicle 100 loses a predetermined amount of the lighter-than-air gas, the HUAA vehicle 100 has sustained a predetermined amount of damage, to avoid inclement weather, or to refuel, power up, or to transition the HUAA vehicle 100 between the aerostat configuration and the airship configuration. The controller 110 may be configured to autonomously stabilize the HUAA vehicle 100 in response to the meteorological condition or damage conditions (e.g., a broken motor or hole in the hull 120).

[0070] The controller 110 is further configured to pilot the HUAA vehicle 100 in the aerostat configuration and the airship configuration. When the HUAA vehicle 100 is in the aerostat configuration, the controller 110 is configured to maintain the HUAA vehicle 100 within a predetermined kiting maneuver such that the tether 152 does not break or become disconnected. For example, if the tether 152 is 500 feet, and wind conditions cause the tether 152 to have a parabolic shape, the controller 110 maintains the HUAA vehicle 100 at a sufficient altitude and proximity to the mooring platform such that the tether 152 does not experience overloading or too much tension.

[0071] When the HUAA vehicle 100 is in the airship configuration, the controller 110 may receive manual inputs to pilot the hull 120 or may automatically pilot the hull 120 without constraints of the tether 152 and pilot the hull 120 based on a predetermined mission profile (e.g., surveying farmland, inspecting power transmission lines or gas pipelines, tactical reconnaissance, etc.). The controller 110 may be configured to estimate the range and orientation of the HUAA vehicle 100 relative to the mooring platform 200.

[0072] The controller 110 may be configured to automatically pilot the HUAA vehicle 100 if the HUAA vehicle 100 loses wireless connection with a ground pilot or ground controller, or if the HUAA vehicle is beyond a line of sight of a ground pilot. The controller 110 may communicate with a ground computing system (not shown) such that a ground pilot can control the HUAA vehicle 100 from the ground computing system, receive video or image broadcasts from the surveillance system 134, or otherwise receive data from the HUAA vehicle 100.

[0073] With reference to FIGS. 12 and 13, there are shown flow charts of exemplary computer implemented methods 1200 and 1300 for automatically piloting an HUAA vehicle 100 in accordance with aspects of this disclosure. Although the steps of FIGS. 12 and 13 are shown in a particular order, the steps need not all be performed in the specified order, and certain steps can be performed in another order. Additionally, where it is indicated that at least one step is performed, one or more of the indicated steps may be eliminated. For simplicity, FIGS. 12 and 13 will be described below with the controller 110 performing the operations. However, in various aspects, the operations of FIGS. 12 and 13 may be performed in part by the controller 110 of FIG. 3 and in part by another device, such as a remote server. These variations are contemplated to be within the scope of the present disclosure.

[0074] With reference to FIG. 12, operation 1210 of method 1200 includes the controller 110 determining, via a sensor, at least one of the flight parameter or the meteorological condition. At operation 1220, the controller 110 pilots the hull 120 based on the at least one of the flight parameter or meteorological condition. The controller 110 pilots the hull by operating at least one of the plurality of motors 160 or the plurality of fins 140 during operations 1230, 1240, 1250, or 1260. At operation 1230, the controller 110 maintains an orientation, a position, or an altitude of the HUAA vehicle 100. At operation 1240, the controller 110 determines at least one of a new orientation, a new position, or a new altitude and steers the HUAA vehicle 100 to the new orientation, the new position, or the new altitude. At operation 1250, the controller 110 navigates the HUAA vehicle 100 to avoid the meteorological condition or the aerial object. At operation 1260, the controller 110 pilots the HUAA vehicle to descend and perform a docking procedure.

[0075] FIG. 13 illustrates a method 1300 for automatically piloting and docking the HUAA vehicle 100. At step 1310, the controller 110 orients the mooring platform 200 to align with the hull (or vice versa). At operation 1320, the controller 110 steers the hull 120 of the HUAA vehicle, via at least one of the plurality of fins 140 or plurality of motors 160, towards the mooring platform 200. At operation 1330, the controller 110 positions the nose 124 of the hull 120 and maneuvers the nose 124 of the hull 120 to be adjacent the receiving cone 240 of the mooring platform 200. At operation 1340, the controller 110 causes the mooring platform 200 to capture the nose 124 of the HUAA vehicle 100 via the receiving cone 240. At operation 1350, the controller 110 causes the mooring platform to engage the hull 120 via the pair of retaining arms 250. In aspects, method 1300 includes automatically coupling or removing to or from, respectively, the HUAA vehicle 100 at least one of the payload 130 or the tether 152. In aspects, operations 1340 and 1350 may be reverse in a takeoff procedure of the HUAA vehicle 100.

[0076] In various embodiments, the present disclosure relates to a lighter-than-air (LTA) vehicle configured for autonomous long-duration flight, incorporating a hybrid energy generation and propulsion architecture that combines hydrogen fuel cells, solar photovoltaic (PV) modules, and an intelligent resource management system. The LTA vehicle comprises an airship envelope that contains lifting gases such as helium or hydrogen, selected to maintain near-neutral buoyancy and to allow for stable flight with minimal energy expenditure for altitude control. The vehicle structure may be composed of lightweight, flexible materials suitable for carrying integrated solar modules, avionics, and propulsion systems. Unlike conventional heavier-than-air unmanned aerial vehicles (UAVs), the LTA vehicle provides an inherently safe, low-risk platform capable of extended station-keeping and endurance, which is ideal for persistent surveillance, environmental sensing, mobile communications, and systems testing in operational airspace. The LTA vehicle may be operated autonomously and is designed to support continuous operations across varying weather and light conditions by dynamically allocating and recycling onboard resources.

[0077] The LTA vehicle includes a hybrid propulsion and energy generation system that comprises at least one hydrogen fuel cell and one or more solar photovoltaic modules. The PV modules are mounted on the exterior surface of the LTA vehicle and are oriented to maximize exposure to solar irradiance during flight. The solar modules are configured to convert sunlight into electrical energy, which can be used immediately to power onboard subsystems such as avionics, propulsion motors, and control systems, or diverted to ancillary subsystems such as an onboard electrolyzer. The electrolyzer is coupled to a water storage tank and is operable to electrolyze water to generate hydrogen and oxygen gas using electrical power from the PV modules. The hydrogen gas produced is directed into a hydrogen storage system, such as a high-pressure tank, from which it may later be fed into the fuel cell. The fuel cell, in turn, combines stored hydrogen with ambient oxygen to produce electricity and water, which closes the regenerative fuel cycle. This combination of solar-powered electrolysis and hydrogen fuel cell operation allows the LTA vehicle to operate continuously, including during periods of low sunlight or darkness, by relying on stored hydrogen as an energy reserve.

[0078] In embodiments, the fuel cell subsystem is implemented using a proton exchange membrane (PEM) fuel cell, which offers a high power-to-weight ratio and is suitable for aerospace applications due to its rapid startup, quiet operation, and ability to modulate output according to demand. When sunlight is unavailable, for example during night missions or under overcast conditions, the fuel cell serves as the primary power source for the vehicle. The waste product from the fuel cell reaction is water, which is collected in the onboard tank and can be recycled for further hydrogen production through the electrolyzer. This closed-loop design allows for highly autonomous and persistent flight operations, where the majority of resource inputs are internally managed, reducing the need for external refueling or servicing. Furthermore, some of the generated hydrogen may optionally be used to supplement the vehicle's lifting gas, offering an auxiliary means of buoyancy control. This capability can be particularly advantageous for missions requiring dynamic altitude changes or loitering at high altitudes over long periods.

[0079] An autonomous resource management system is operatively coupled to each of the major energy subsystems, including the fuel cell, PV modules, electrolyzer, hydrogen storage tank, and water tank. This system includes a processing unit with integrated control logic, which may include artificial intelligence or machine learning algorithms trained on historical mission profiles, environmental sensor data, and system performance metrics. The resource management system monitors available solar input, battery and hydrogen storage levels, predicted mission stages, and forecasted weather conditions. Based on this input, the system is configured to regulate energy production and storage by dynamically controlling the operation of the electrolyzer and fuel cell. For example, during peak solar hours, surplus solar energy may be routed to the electrolyzer to generate and store hydrogen for later use. Conversely, during low-sunlight periods, the system prioritizes power drawn from the hydrogen fuel cell. The system may also utilize predictive models to select the optimal energy source for upcoming mission segments and may incorporate nonlinear control techniques such as control Lyapunov functions (CLFs), control barrier functions (CBFs), or Markov chain-based decision models to maintain operational efficiency and mission stability.

[0080] The LTA vehicle may also include a battery system that operates in parallel with the fuel cell and PV modules to act as a buffer or backup energy source. The battery system can help mitigate transient load spikes or bridge short periods of low energy production when neither solar nor fuel cell energy is immediately available. In addition to its role in energy buffering, the battery system can support electrolyzer operation during the night by discharging stored energy accumulated from previous solar exposure. All energy sources are electrically integrated via a central power management unit (PMU) that ensures stable voltage and current delivery to mission-critical systems. Moreover, the entire powertrain and energy architecture may be mapped and validated using a model-based systems engineering (MBSE) framework, which supports simulation-driven development, modular system scaling, and failure-mode analysis. Control and propulsion subsystems may also be distributed spatially across the LTA vehicle structure to maximize aerodynamic stability and control responsiveness in a variety of flight regimes.

[0081] In various embodiments, solar panels may be mounted on an exterior envelope of the LTA vehicle to serve as a primary source of renewable electrical energy for onboard systems. These solar panels, preferably high-efficiency photovoltaic (PV) modules, are configured to convert incident solar radiation into electrical power during daylight hours. The electrical output from the PV modules may be directed to a variety of subsystems, including propulsion motors, avionics, and the onboard electrolyzer unit designed for the electrochemical decomposition of water. In some implementations, the solar energy harvested may support not only immediate operational loads but also the electrolysis of water into hydrogen and oxygen gases. By harnessing solar power in this multifaceted way, the system achieves greater operational sustainability and enhances the endurance and altitude control characteristics.

[0082] The LTA vehicle and its associated hybrid energy system provide a solution for unmanned persistent flight, particularly in mission scenarios requiring high endurance, station-keeping capability, and environmental adaptability. By integrating hydrogen fuel cell technology with onboard solar energy harvesting and intelligent control systems, the LTA vehicle overcomes conventional endurance limitations and offers a scalable testbed for advanced sensor integration, communication payloads, and autonomous flight algorithms. The ability to recycle water into hydrogen, manage buoyancy through lifting gas augmentation, and autonomously balance energy demand with environmental conditions creates a self-sustaining, versatile aerial asset. The LTA vehicle is applicable to a wide array of commercial and defense use cases, including border surveillance, temporary communications relay, environmental monitoring, and atmospheric research. Additionally, its safe, modular design supports rapid adaptation to varying mission requirements, while offering a cost-effective alternative to both satellite systems and short-endurance UAVs.

[0083] The phrases in an aspect, in aspects, in various aspects, in some aspects, or in other aspects may each refer to one or more of the same or different aspects in accordance with this disclosure. A phrase in the form A or B means (A), (B), or (A and B). A phrase in the form at least one of A, B, or C means (A); (B); (C); (A and B); (A and C); (B and C); or (A, B, and C).

[0084] In one or more examples, the described techniques may be implemented in hardware, software, firmware, or any combination thereof. If implemented in software, the functions may be stored as one or more instructions or code on a computer-readable medium and executed by a hardware-based processing unit. Computer-readable media may include non-transitory computer-readable media, which corresponds to a tangible medium such as data storage media (e.g., RAM, ROM, EEPROM, flash memory, or any other medium that can be used to store desired program code in the form of instructions or data structures and that can be accessed by a computer).

[0085] Instructions may be executed by one or more processors, such as one or more digital signal processors (DSPs), general purpose microprocessors, application specific integrated circuits (ASICs), field programmable logic arrays (FPGAs), or other equivalent integrated or discrete logic circuitry. Accordingly, the term processor as used herein may refer to any of the foregoing structure or any other physical structure suitable for implementation of the described techniques. Also, the techniques could be fully implemented in one or more circuits or logic elements.

[0086] Persons skilled in the art will understand that the structures and methods specifically described herein and shown in the accompanying figures are non-limiting exemplary aspects, and that the description, disclosure, and figures should be construed merely as exemplary of aspects. It is to be understood, therefore, that this disclosure is not limited to the precise aspects described, and that various other changes and modifications may be effectuated by one skilled in the art without departing from the scope or spirit of the disclosure. Additionally, the elements and features shown or described in connection with certain aspects may be combined with the elements and features of certain other aspects without departing from the scope of this disclosure, and that such modifications and variations are also included within the scope of this disclosure. Accordingly, the subject matter of this disclosure is not limited by what has been particularly shown and described.