Patent Application
20110084162
1. Field of the Invention
The present invention relates, in general, to the field of autonomous payload parsing management. More specifically, it is directed to the field of UAVs capable of autonomously making partial deliveries of payloads.
2. Description of the Related Art
An unmanned aerial vehicle (UAV) is an unpiloted and/or remotely controlled aircraft. UAVs can be either remotely controlled or flown autonomously based on pre-programmed flight plans or more complex dynamic automation and vision systems. UAVs are currently used in a number of military roles, including reconnaissance and attack scenarios. An armed UAV is known as an unmanned combat air vehicle (UCAV).
UAVs are often preferred for missions that are too dull, dirty, dangerous, or expensive for manned aircraft. For example, a UAV may also be used to deliver a payload to a division stationed in hostile or non-hostile territory. Payloads may be comprised of provisions such as food and fuel and may be delivered to a location in or near enemy territory. The use of UAVs to make such deliveries reduces any threat of harm that was previously imposed on manned re-supply missions, for example.
There are a wide variety of UAV shapes, sizes, configurations, and characteristics. Modern UAVs are capable of controlled, sustained, level flight and are powered by one or more jets, reciprocating engines, or ducted fans.
External payloads carried by UAVs may further include an optical sensor and/or a radar system. A UAV's sophisticated sensors can provide photographic-like images through clouds, rain or fog, and in daytime or nighttime conditions; all in real-time. A concept of coherent change detection in synthetic aperture radar images, for example, allows for search and rescue abilities by determining how terrain has changed over time. The ability to deliver provisions under the cover of darkness, rain, or fog further improves the ability to reach deeply entrenched forces with additional supplies while minimizing the opportunities for opposing forces to intercept the re-supply vehicle.
Providing vertical takeoff and landing (VTOL) capability to a UAV further improves portability and allows a UAV to maneuver into situations and be utilized in areas that a fixed-wing aircraft may not.
While UAV's have been utilized extensively in reconnaissance roles, their use in re-supplying forces has been limited due to cost concerns and underdeveloped capabilities on the part of the UAV and the UAV payload.
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The present application is directed to an autonomous payload parsing management system that provides for an ability to make partial payload deliveries of variable package size. The system also provides for the autonomous ejection of a partial delivery at each of several supply locations, and to adjust a center of gravity of the unmanned aerial vehicle (UAV) as partial deliveries are made.
A UAV payload management system and cargo pod is provided, attachable and detachable from the UAV, and formed in an aerodynamic shape to support high-speed payload delivery. Autonomous payload delivery is provided via retractable clam-shell doors covering an opening at a rear of cargo pod and an internal drive system that can move variably-sized cargo provisions to an ejection point at the rear of the cargo pod. An additional squeeze actuator system may be provided on the drive system to aid in grapping onto, retaining, and eventually ejecting the cargo provisions. This squeeze actuator may consist of belt positioned bladders filled with air or with a liquid so as to expand and apply pressure to variable size cargo containers.
As autonomous partial payload deliveries are made, an internal drive system may cause a further internal re-adjustment of remaining cargo provisions to maintain a same or substantially similar center of gravity of the UAV as before the partial payload delivery. Additional center of gravity modification mechanisms may also be provided to compensate for center of gravity changes due to partial deliveries. For example, a plurality of disparately placed fuel tanks along an inside or outside surface of the cargo pod could hold a fuel, and pumps could be used to move the fuel from one fuel tank to another to maintain a center of gravity of the UAV after a partial delivery.
The cargo provisions stored in the cargo pod may be, for example, food, water, ammunition, repair parts, medical gurneys, clothing, or any other item that may need to be delivered to a remote location.
Payload management system control logic for monitoring a center of gravity and executing center of gravity adjustments may be disposed in a UAV skeletal structure portion of the UAV or in the cargo pod portion of the UAV. A UAV for supporting the cargo pod and payload management system may be, for example, a dual-ducted vertical take-off and landing (VTOL) UAV having a skeletal structural frame interconnecting the two ducts. Each duct may be provided with a petroleum-powered or electric-powered engine. The ability to implement vertical take-off and landing further improves the versatility of the delivery vehicle, allowing the vehicle to be used in, for example, dense urban areas.
Other features and further scope of applicability of disclosed embodiments are set forth in the detailed description to follow, taken in conjunction with the accompanying drawings, and will become apparent to those skilled in the art.
a) and 5(b) illustrate front and side layout views of an example belt system drive structure that may be contained within the autonomous pod and payload-parsing system.
a)-6(c) illustrate example cargo provision loading configurations for the autonomous pod and payload-parsing system.
a)-7(d) illustrate example operation of the clamshell doors of the autonomous pod and payload-parsing system during a partial delivery.
a)-12(b) illustrate example center of gravity variations in a UAV with the attached autonomous pod and payload-parsing system prior to compensation by the control circuit of
Aspects of the present application describe an autonomous payload parsing management system and structure for an unmanned aerial vehicle (UAV).
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After the cargo provisions are loaded into the UAV 20, the UAV 20 may execute a vertical take-off procedure and, at a point 24, begin to rotate from the vertical take-off position to a horizontal cruise position. The horizontal cruise position allows the UAV 20 to travel at a significantly higher rate of speed compared to the vertical take-off position or an intermediate position between vertical and horizontal. The UAV 20 could be pre-programmed with particular destinations to deliver the supplies to, and may fly autonomously using GPS or some other geographic tracking technology to execute autonomous flight to a first supply location. Alternately, the UAV 20 may be remotely controlled and may execute the flight maneuvers provided to it by the remote control to arrive at the first supply location.
In either situation, the UAV 20 may begin rotating from the horizontal cruise position back to the vertical take-off and landing position at point 26 as the UAV 20 approaches the first supply location 27. The UAV 20 may then land at the first supply location 27 under autonomous control (using optical and/or radio-frequency based sensors) or may land under remote control. The UAV 20 may then deposit a partial payload delivery by opening a rear portion of the cargo pod and dropping one or more (but less than all) of the cargo provisions stored in the cargo pod. The cargo provisions may be dropped, for example, via an internal drive system such as a belt drive system that rotates to cause the one or more of the cargo provisions to be dropped from a rear of the cargo pod.
After the first partial payload delivery of cargo provisions at the first supply location 27, the UAV 20 may then execute a center of gravity compensation procedure to maintain substantially a same center of gravity after the partial delivery as before the partial delivery. The compensation procedure may include, for example, re-adjusting the remaining cargo provisions within the cargo pod to effect a change in the center of gravity of the overall UAV 20. Alternately or additionally, the compensation may include pumping a fuel from one or more fuel tanks disparately placed about the UAV 20 to effect a change in the center of gravity of the overall UAV 20.
The UAV 20 may then execute another vertical take-off procedure after executing the center of gravity compensation procedure, and after climbing to a cruise altitude, may again rotate into a horizontal flight cruise position at point 28. The UAV 20 may fly from the first supply location 27 to the second supply location 31 autonomously by utilizing a GPS location of the UAV 20 and the second supply location 31. Alternately, as set forth earlier, the UAV 20 may fly from the first supply location 27 to the second supply location 31 under remote control by a user located remotely from the UAV 20 and the second supply location 31.
As the UAV 20 approaches the second supply location 31, the UAV 20 may again rotate into a vertical take-off and landing position at point 30. The UAV 20 may then land at the second supply location 31 under autonomous or remote control. After landing, the UAV 20 deposits another partial payload delivery (including, potentially, the remainder of the payload) by opening a rear portion of the cargo pod and dropping one or more of the cargo provisions stored in the cargo pod. The cargo provisions may be dropped via a same or similar process as at the first supply locations 27.
If desired, additional cargo provisions may be loaded into the UAV 20 at supply location 31. For example, assuming the cargo pod is now empty, a medical gurney with injured personnel may be loaded into the UAV 20 for transport back to the originating staging location 22. Of course, other cargo provisions could be loaded instead, including, for example, food, clothing, or ammunition for delivery to a third supply location (not shown).
After unloading some or all of the cargo provisions at the second supply location 31, and optionally taking in additional cargo provisions, the UAV 20 may execute a second center of gravity compensation procedure to maintain substantially a same center of gravity after the partial delivery (and optional pickup) as before the partial delivery (and optional pickup). Similar to the first compensation procedure, the second compensation procedure may include re-adjusting the remaining cargo provisions (or added cargo provisions) within the cargo pod to effect a change in the center of gravity of the overall UAV 20. Alternately or additionally, the second compensation may include pumping remaining fuel from one or fuel tanks disparately placed about the UAV 20 to effect a change in the center of gravity of the overall UAV 20.
The UAV 20 may then execute a final vertical take-off procedure after executing the second center of gravity compensation procedure, and after climbing to a cruise altitude, may again rotate into a horizontal flight cruise position at point 32. The UAV 20 may fly from the second supply location 31 back to the originating staging location 22 autonomously by utilizing a GPS location of the UAV 20 and the originating staging location 22. Alternately, as set forth earlier, the UAV 20 may fly from the second supply location 31 to the originating staging location 22 under remote control by a user located remotely from the UAV 20.
By providing for a UAV 20 having a capability to make partial payload deliveries and to re-adjust a center of gravity after each partial delivery, a more robust, safe, and cost effective re-supply mechanism may be provided.
Each fan assembly 54, 56 may include an outer hollow duct 68, a variable pitch fan 70, stator slipstreams 72, a tail cone 74, and tail vanes 76. The outer hollow duct 68 may be filled with fuel, or may include disparately placed fuel tanks for the dual purpose of storing petroleum-based fuel and participating in the center of gravity compensation procedure. The centrally placed turbine engine 62 may power the fans 70 via an intervening transmission system. Alternately, in place of the turbine engine 62, a battery power source may be provided to power electric motors placed within each fan assembly 54, 56. An electric motor could include, for example, a brushless direct current (DC) motor.
Upon rotation, the fans 70 generate an air flow through the ducts from a forward location to a rear location of the fan assembly 54, 56. A servo provided in the tail cone 74 may cause the tail vane 76 to rotate relative to the direction of airflow through the fan assemblies 54, 56. The tilt of the vanes 76 relative to the direction of airflow generates a change in outgoing thrust direction, causing the UAV 20 to move in a corresponding desired direction. The vanes 76 can be used to cause the UAV 20 to tilt from a vertical position to a horizontal position, at which time the airfoil 58 provides upward life during cruise.
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Inside the mid-section 84 of the cargo pod 64, a drive system 94 is disposed so as to allow the cargo provisions 85 to be loaded into the cargo pod 64, and to allow a center of gravity compensation procedure to be executed after a partial delivery of cargo provisions 85. The drive system 94 may comprise, for example, a belt system in which a plurality of rollers 96 secure diametrically opposed belts 98. Of course, other drive systems could also be used, including, for example, chain or screw drive mechanisms.
The cargo pod 64 may also contain one or more fuel tanks 99 disposed at disparate locations throughout the cargo pod 64. For example, two fuel tanks 99 may be formed at opposing lateral ends of the front end 82 of the cargo pod 64. Additional fuel tanks may be formed on inner or outer walls of the mid-section 84 of the cargo pod 64. The fuel tanks 99 may be interconnected via one or more liquid lines 97. The fuel tanks 99 in the cargo pod 64 may be further connected with the fuel tanks disposed in the hollow ducts 68 of the fan assemblies 54, 56 via additional liquid lines. The fuel tanks 99 may store fuel that may be burned by the UAV 20 during flight via a fuel line connection with the motor 62. One or more pumps (not shown) may be used to pump fuel from one fuel tank 99 to another under control of a control circuit.
a) and 5(b) shows front and side views, respectively, of an example belt system 100 that may be contained within the cargo pod 64. Rollers 96 are provided at each lateral end of a belt 98. As shown in
Each motor 102 may be individually driven to selectively rotate a corresponding belt 98, thereby causing cargo provisions 85 in contact with that belt 98 to move in the direction of the belt rotation. For example, during loading, the belts 98 in the side view portion of
As set forth in
Each pair of belts 98 and rollers 96 linked via rods 105 may be independently laterally moved in a direction towards the bottom of the cargo pod 64 and out of the mid-section 84 in order to aid in loading of cargo provisions 85. For example, a first pair of belts 98 and rollers 96 linked via rods 105 may be lowered to provide a backstop against which a loader could push a cargo provision 85. After the cargo provisions are placed against the backstop belts, the diametrically opposed pair of belts 98 and rollers 96 linked via rods 105 may be lowered to face the opposing side of the cargo provision 85, at which time squeeze actuators 106 on the belts 98 would inflate to apply sufficient pressure to the cargo provision 85. Then both pairs of belts 98 could be driven in a counter-clockwise manner (in the side view configuration of
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a)-6(c) set forth example cargo provision 85 configurations supported by the cargo pod belt system 100 of
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a)-7(d) set forth an example cargo provision 85 deposition procedure including a cargo pod 64 having cargo provisions 85 arranged in the variable load configuration of
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After the clamshell doors 86, 88 have been opened, the drive system 94 may be activated to cause one or more cargo provisions 85 to be ejected through the opening 122. After the cargo provisions 85 have been ejected and delivered to a first supply destination 124, the UAV 20 may execute a center of gravity compensation procedure in which the remaining cargo provisions 85 are re-adjusted within the cargo pod 64 in order to maintain substantially a same center of gravity of the UAV 20 after the partial delivery in
While
A UAV 150 according to one embodiment may be re-configured to a stowed position for storage, as shown in
As mentioned in the description of
More specifically, the AVC 172 may perform power control, flight control, engine/thrust control, take-off/approach/landing guidance, navigation and en-route guidance, and landing configuration control. In order to perform these functions, the AVC 172 has access to vehicle systems 176 such as engines, hydraulics, power distribution, ducted fan control vanes, etc. via input/output (I/O) bus 178. Additionally, the AVC 172 has access to sensor data 177 (e.g., pressure, altitude, temperature, inertial navigation sensing, GPS, LIDAR, etc.) via the same I/O bus 178. The AVC 172 may control UAV vehicle stability and direction via the I/O bus connection 180 to vehicle control systems 182. The AVC 172 is also connected to a communication radio 184 and payload controls and sensors 186 via I/O bus 188. The connection to the communication radio 184 allows for remote control of the UAV 20 and/or allows surveillance or status information to be reported back to a base station. As illustrated in
Each CMC 174 implements the critical functions for loading/unloading the cargo pod 64, planning mission flights similar to that set forth in
After arrival at a supply location, the CMC 174 may control the drive system 94 and the clamshell doors 86, 88 to effect partial delivery of cargo provisions 85 and subsequently control a second center of gravity compensation procedure including one or more of re-adjusting a position of the remaining cargo provisions 85 via the drive system 94 and re-adjusting a location of the fuel stored in the fuel tanks 99. After the center of gravity compensation procedure has been completed, the CMC 174 may signal to the AVC 172 that the compensation procedure has been completed, and that further flight to another supply destination may be resumed.
The CMC 174 may include a memory 190 for storing predetermined waypoints representing a mission flight plan to one or more supply destinations. While the UAV 20 is enroute, the CMC 174 may receive updated mission flight plans via the communications radio 184. Updated waypoint information may then be shared with the AVC 172 to allow the AVC 172 to compute new commands to vehicle systems 176 to cause the UAV 20 to reach the next computed waypoint. The CMC 174 may also update the mission plan based on collision avoidance signals received from the sensors 177 and provide the updated mission plan information to the AVC 172 to execute. Finally, the CMC 174 may receive imaging and radar sensor information from the sensors 177 during a landing process in order to determine whether it is clear to land at a particular supply destination, and to effectuate the landing of the UAV 20 at the particular supply destination.
a)-12(b) illustrate top and side-views of center of gravity variances for a UAV 20 having different configurations. The center of gravity variations of
b) shows a side-view along the X-Z plane of changes in a center of gravity for the UAV 20 at full fuel, full payload 206, full fuel, no payload 204, and no fuel, no payload 202. As can be seen, there is substantially no center of gravity shift in the Z direction between the full fuel, no payload 204 configuration and the no fuel, no payload 202 configuration. In contrast, there is a center of gravity shift in the Z direction between the no payload configurations 202, 204 and the full fuel, full payload configuration 206. The center of gravity shift is approximately 5.4 inches in the Z direction.
While
Advantageously, the UAV 20 equipped with the drive system 100 of
By compensating for center of gravity variations due to partial payload deliveries, a UAV 20 may make partial payload deliveries at a plurality of supply destinations, reducing potential injuries to personnel that previously conducted re-supply missions, and allowing for more frequent, more efficient, and quicker re-supply missions to be executed.
Note that while examples have been described in conjunction with present embodiments of the application, persons of skill in the art will appreciate that variations may be made without departure from the scope and spirit of the application. The true scope and spirit of the application is defined by the appended claims, which may be interpreted in light of the foregoing.
