Patent Application
20240425174
The present invention relates to gyroscopically stabilised aerial vehicles. More particularly, in preferred forms, the invention relates to aerial vehicles having gyroscopic fans with pivoting fan blades.
Any references to methods, apparatus or documents of the prior art are not to be taken as constituting any evidence or admission that they formed, or form part of the common general knowledge.
Since the invention of flight, a variety of different forms of aircraft have been developed such as, for example, helicopters and aeroplanes. There are many factors and forces involved in achieving stable and controllable flight, with different types of aircraft have different flying characteristics with various advantages and disadvantages.
For example, fixed wing aeroplanes can be configured to fly relatively fast over long distances but cannot fly too slow or hover and require long runways for horizontal take-off and landing. Helicopters, on the other hand, are able to take off and land vertically and can hover, but are more limited in their size, as well as the speed and distance they can travel. These characteristics make fixed wing aeroplanes well suited to long distance point to point travel of relatively large loads and helicopters well suited to shorter travel of a relatively small load and/or to emergency and rescue operations where the ability to fly slowly and hover is particularly advantageous. It is desirable to provide an aerial vehicle that combines the advantages and/or minimises the disadvantages to at least provide an aerial vehicle with different, preferably more versatile, characteristics.
One application for the aerial vehicles described here is in the fighting of forest fires. Uncontrolled fires pose a serious problem today and large fires can rage out of control sweeping through woods/forests, communities, industrial areas and businesses resulting in loss of forests/woods, homes, other property, animals and even human life. Efforts employed to contain fires are not always successful. Controlling and preventing the spread of fires is often difficult.
There are many known methods and techniques for controlling and preventing the spread of fires. These methods include traditional uses of firefighters and equipment, including such techniques as the dumping of large amounts of water or fire suppressing chemicals from aircrafts onto the fire, creating fire lines across the direction of travel of the fire, spraying water or fire suppressing chemicals onto the fire by firefighters on the ground, and back burning an area towards the fire in a controlled manner so as to effectively remove wood or other sources of fuel from an approaching fire.
It has been found that the use of water and chemicals alone can be ineffective against larger fires. It has been hypothesised when a fire's intensity is greater than a certain threshold, the use of water and other fire suppressant material becomes largely ineffective because the water or fire suppressant evaporates or gets dissociated before reaching the core of the fire. In view of these issues, it is also desirable to provide an alternative method of suppressing fires, particularly larger fires.
This invention relates to aerial vehicles preferably gyroscopically stabilised, wherein the aerial vehicles comprise:
An aerial vehicle, wherein the gyroscopic stabilisation assembly is a gyroscopic fan arrangement comprising a plurality of alternating pivoting fan blades, preferably spinning in opposite direction to each other (e.g. coaxially), having a central hub drive assembly and/or a radial distal fan blade drive assembly (Detail A shown in
In an embodiment of the present invention. An aerial vehicle cockpit and or cabin module is movably coupled and designed for autonomous flight, or an aerial vehicle with an attached cabin for passengers and or cockpit module for crew or piloted flight and or a pivotally attached cabin and or cockpit module attached to the aerial vehicle frame and or fuselage;
A method of using one or more aircraft for suppressing a forest fire, and refers to the use of thrust from an aerial vehicle and the jet turbines and or motors and or engines such as electric motors attached to propellors blades, and e.g. (electric ducted fans) attached to an aerial vehicle for suppressing fire;
This method involves moving an aerial vehicle to a location in the vicinity of the fire, wherein the one or more jet turbines and or motors and or engines provide thrust to the aerial vehicle, and for suppressing fire, the jet turbines and or motors and or engines draw surrounding air, and provide high speed air as thrust to the aerial vehicle and for suppressing fire. The thrust is used as the firefighting extinguishing medium, the one or more aerial vehicles can hover above and in front of the fire front and direct the thrust from a power system, and in a desirable direction to blow the fire back on itself, the one or more aerial vehicles are at an altitude determined by the fires environmental factors such as fuel load and prevailing wind speed, this may be estimated between 100 m to 200 m above the fire and or canopy, and 25 m to 50 m in front of the fire front, the thrust systems of the jet turbines and or motors and or engines are orientation in the substantially vertical position relative to the horizon during firefighting operations, providing the necessary down force to support the aircraft during hover flight, and or for suppressing fire, and may have an air flow directing assembly, pivotally attached, enabling thrust augmentation, providing more stable flight and a higher efficiency for directing thrust for suppressing fire, the one or more aerial vehicles may fly in formation and or be attached to one another, moving along the fire line and or protecting high important assets such as people and or property and the environment;
In an embodiment, the one or more gyroscopic member is a gyroscopic fan comprising a plurality of alternating fan blades. The gyroscopic fan preferably comprises a plurality of pivoting fan blades. Preferably the gyroscopic fan comprises a plurality of alternating pivoting fan blades. The orientation of the one or more of the fan blades for the fan is preferably variable to allow the pitch of said one or more blades to be varied. The one or more fan blades may be pivotally coupled to the central hub drive assembly and or radial distal ends of the fan blades assembly (Detail A shown in
In an embodiment, the plurality of fan blades may be arranged around a centre hub drive assembly. Preferably spinning in opposite direction to each other (e.g. coaxially). The one or more fan blades may be pivotally coupled to the centre hub drive assembly to allow the pitch of said one or more blades to be varied. The central hub drive assembly is coupled to the aerial vehicle frame and or fuselage. The central hub drive assembly may further comprise a controller for controlling the gyroscopic stabilisation assemblies speed and pitch of the fan blades. The controller may control the gyroscopic stabilisation assembly via a gear box that may be orientated longitudinally, perpendicular or transverse to one another, such that angular momentum from the gyroscopic stabilisation assembly is significantly larger than the moment of inertia of the aircraft such that the aerial vehicle is substantially gyroscopically stabilised during flight. The aerial vehicles are preferably configured to allow vertical take off and landing (VTOL). The fan blades profile may be in various forms (e.g. straight, or curved).
In an embodiment, an aerial vehicle may be powered by one or more jet turbines and or one or more motors and or one or more engines providing power to the radially distal ends of the fan blades (Detail A shown in
In an embodiment, the aerial vehicle, cabin and or aerial vehicle frame and or fuselage may further comprise a cockpit module. Wherein the cabin and or cockpit module is preferably coupled with the aerial vehicle frame. The cabin and or cockpit module is preferably movably coupled to the aerial vehicle frame and or fuselage. And or the cockpit and or cabin module may be pivotally coupled to the vehicle frame and or fuselage. And or the cockpit and or cabin module may be pivotally coupled to the vehicle frame and or fuselage by a gimbal. The cockpit module may comprise a counterbalance arrangement to stabilise the cockpit by countering the movement of the aerial vehicle frame and or fuselage and or exhaust of the jet turbine and or one or more motors and or one or more engines and or torque and or rotation of the one or more jet turbines and or engines or motors.
In an embodiment, the cockpit and or cabin module is pivotally attached to the aerial vehicle frame and or fuselage. A cabin and or cockpit module may be pivotally mounted to a gimbal ring for rotation about at least a first axis. The gimbal ring may be pivotally mounted to the aerial vehicle frame and or fuselage for rotation about a second axis.
In an embodiment, the cockpit and or cabin module is releasably coupled to the aerial vehicle frame and or fuselage such that the cockpit and or cabin module is detachable. The releasably coupling may allow the aerial vehicle to optionally have the cockpit and or cabin module attached for pilot assisted flying and or optionally have the cockpit and or cabin module detached for remote and/or autonomous flying. An autonomous aerial vehicle may comprise an aerial vehicle frame and or fuselage, control surfaces and a cabin for crew and or passengers. The releasable coupling may comprise an ejector assembly. The cockpit and or cabin module may be in the form of a self-contained pod.
In an embodiment, the body of the aerial vehicle comprises an aerial vehicle frame and or fuselage, cabin and or cockpit. And may comprise a plurality of control surfaces. The control surfaces are preferably movably attached to the fuselage and or aerial vehicle frame and or cabin and or cockpit for controlling flight of the aerial vehicle. The plurality of control surfaces may be manipulated to control the flight of the aircraft about a pitch axis transverse to the longitudinal axis of the aircraft and a yaw axis that is transverse to both the longitudinal axis of the aircraft and the pitch axis and about the roll axis during flight.
In an embodiment, the one or more jet turbines and or engines and or motors, the central hub drive assembly and/or a radial distal fan blade assembly, (Detail A shown in
In an embodiment, the one or more jet turbines and or engines and or motors, and gyroscopic stabilisation assembly are arranged transverse to each other. The one or more jet turbines and or engines and or motors and gyroscopic stabilisation assembly may be arranged such that their respective axes of rotation are perpendicular (or at least substantially perpendicular). Such that the one or more gyroscopic fans may be arranged in a plane that is perpendicular to the longitudinal axis of the one or more jet turbines and or engines and or motors as shown in aerial vehicle 300.
In an embodiment, parallel gyroscopic fans may be provided. A first fan may be located in an upper side of the fuselage and a second fan may be located in a lower side of the fuselage. The axial axis of the first fan and the axial axis of the second fan are preferably aligned. The central hub drive assembly may comprise a longitudinal shaft assembly, preferably coupled to the jet turbine, and or engines and or motors. The transverse central hub drive assembly is preferably coupled to the one or more gyroscopic fans. The upper fan may provide down thrust in the direction to the centre of the aerial vehicle. The lower fan may provide upward thrust in a direction to the centre of the aerial vehicle and provide additional air pressure at the turbine intake as shown in aerial vehicle 300.
In an embodiment, an air flow directing assembly may comprise an adaptor to direct the thrust towards a specific direction. In such embodiments, the thrust may be directed in a desirable direction to enable controlled flight of the aerial vehicle and for suppressing fires.
In an embodiment, the aerial vehicle further comprises a supporting structure positioned for supporting the one or more jet turbines and or engines and or motors, allowing directional movement of the one or more jet turbines and or engines and or motors. In such embodiments, the directional movement may allow the air flow directing assembly to direct some of the drawn air in a desirable direction, for stabilising flight such as hovering and take-off and landing and for suppressing fires.
In an embodiment, the aerial vehicle body may be annular. In such an embodiment, the aerial vehicle frame and or fuselage and or cabin and or cockpit may be in the form of a torus or ‘doughnut’ shape. Having one or more jet turbines and or engines and or motors, may be mounted to the sides of the aerial vehicle frame and or fuselage, preferably for propulsion and or lift thrust and or power to the aerial vehicle, and or suppressing fire. The plurality of jet turbines and or engines and or motors, mounted to the sides of the fuselage may be rotatable, preferably to enable VTOL capability. One or more jet turbines and or engines and or motors, may be mounted to an inner and or outer sides of the aerial vehicle frame and or fuselage. In an embodiment at least one gyroscopic fan is preferably located in the centre of the body. In an embodiment the gyroscopic fan may instead comprise a gyroscopic disk. A cockpit module may be located inside the cabin and or aerial vehicle frame and or fuselage of the aerial vehicle body.
In an embodiment of the invention provides a method of suppressing a fire, the method comprising the steps of:
Preferred features, embodiments and variations of the invention may be discerned from the following Detailed Description which provides sufficient information for those skilled in the art to perform the invention. The Detailed Description is not to be regarded as limiting the scope of the preceding Summary of the Invention in any way. The Detailed Description will make reference to a number of drawings as follows:
When a cabin and or cockpit module 105 is attachable to an aerial vehicle 100 such that aerial vehicle 100 forms aerial vehicle 200 as shown in
In an embodiment one or more jet turbines and or motors and or motors and or engines 150, 250, 350 and 450 may be used, and are preferably pivotally attached to the aerial vehicle frame and or fuselage 145, 245, 345 and 445. The use of jet turbines preferably works like any other jet turbine whereby air is drawn in by the turbine and a compressor raises the pressure of the air. The compressor is made with many blades attached to a central shaft, this compressor shaft may be attached to a central hub drive assembly 260 by a shaft and or gear box arrangement. The turbine blades spin at high speed and compress or squeeze the air. This compressed air is then sprayed with fuel and an electric spark ignites the air fuel mixture. The burning gases expand and blast out of the turbine nozzle and may be directed through an air flow directing assembly 155, 255, 355 and 455 at the back of the engine. As the jets of gas shoot backward, the engine and the aerial vehicle 100, 200, 300 and 400 is thrust in an opposite direction, best described as (Newtons 3rd law of motion. As the hot air is going towards the air flow directing assembly 155, 255, 355 and 455 it passes through another group of blades called the turbine. The turbine shaft may be directly or indirectly attached or powered, to provide spin or torque to the drive assembly 160, 260, 360 and 460 via a gear box arrangement or eg (hydraulic pneumatic electronic, other drive mechanisms not described here can also be utilised for this purpose) and as the turbine spins, it in turn spins the compressor and causes the compressor to spin, aiding in each other's motion.
In this embodiment, the aerial vehicle frame and or fuselage 145, 245, 345 and 445 is shown to be of a specific shape that is generally symmetrical about an axis. However, the shape of the aerial vehicle frame 145, 245, 345 and 445 and or fuselage is not to be regarded as limiting and the shape of the fuselage 145, 245, 345 and 445 aerial vehicles and may be varied in other embodiments. The one or more jet turbines and or motors and or engines 150, 250, 350 and 450 may drive a central hub drive assembly 160, 260, 360 and 460 which may also be coupled to or powered by one or more jet turbines and or engines and or motors, a gyroscopic stabilisation assembly comprising a gyroscopic stabilisation fan assembly 140, 240, 340 and 440. The gyroscopic stabilisation fan assembly 140, 240, 340 and 440 assists with stabilisation of the aerial vehicle 100, 200, 300 and 400 during flight and firefighting.
In an embodiment of the invention, the blades of the gyroscopic stabilisation fan assembly 140, 240, 340 and 440 may be arranged around a central hub drive assembly 160, 260, 360 and 460 and may be coupled to and or powered by the one or more jet turbines and or engines and or motors 150, 250, 350 and 450. The gyroscopic fan blade assembly may alternatively be attached via the radial distal ends of the blades, shown in Detail A shown in
It is important to appreciate that the provision of the gyroscopic stabilisation arrangement in combination with the jet turbines and or engines and or motors 150, 250, 350 and 450 provides a vertical take-off and landing (VTOL) capabilities for each aerial vehicle variation 100, 200, 300 and 400. Providing an aerial vehicle with VTOL capability allows the aerial vehicle 100, 200, 300, and 400 to be used in a large variety of situations including, for example, passenger and freight transport and described here within for firefighting efforts, especially where access to, an area proves otherwise difficult, impossible or dangerous as conventional water bombing firefighting methods require a water source and or a designated airfield to return to in order to replenish the fire suppression medium (in this case water and or retardant) and fuel. Due to the VTOL characteristics of aerial vehicle 100, 200, 300 and 400 do not require to land and refuel at a designated airfield, as the payload is fuel only. Instead can have the fuel e.g. (for a engine) and battery or power e.g. (for an electric ducted fan) brought to the fire front and exchanged, such as an empty fuel container for a full one or can be refilled. In the case of an electric ducted fan, the battery or power supply can be exchanged or can be recharged quickly infield.
In an embodiment the aerial vehicle 200, 300 and 400 may have a cockpit module 210, 310 and 410. The aerial vehicle 200, 300 and 400 has an ejector assembly 220, 320 and 420 adapted to eject the cabin and or cockpit module 210, 310 and 410 from the rest of the aerial vehicle 200, 300 and 400. For aerial vehicle 200 in the process, when the cabin and or cockpit 210 is removed forms aerial vehicle 100. Multiples of aerial vehicles 100, 200 and 400 can attach via attachment ports to one or more aerial vehicles 100, 200 and 400.
The gyroscopic stabilisation arrangement is preferably configured to provide sufficient angular momentum, by sufficient mass angular velocity, such that the aerial vehicle 100, 200, 300, and 400 is gyroscopically stabilised during various phases of flight. In one embodiment the jet turbines and or engines and or motors may be fixedly attached to the airframe and or fuselage. In another embodiment, the jet turbines and or engines and or motors may be pivotably mounted to the airframe and or fuselage especially when the air flow directing assembly of the jet turbine and or engines and or motors, needs to be directed towards a fire front, or maintaining hover and hold or take-off and landing.
In a preferred embodiment, each aerial vehicle frame and or fuselage of the aerial vehicle body 145, 245, 345, and 445 is adapted to allow the respective aerial vehicle 100, 200, 300, and 400 to land and take-off in a vertical take-off or landing (VTOL) profile. In particular, an undercarriage assembly comprising landing gear in the form of landing struts may allow the aerial vehicle to take-off from a land based surface or a water based surface, with the plane of the one or more fan blades of the gyroscopic fan being substantially parallel to the plane of the horizon to allow the aerial vehicle to land in a similar manner. In the preferred embodiment, the cabin and or cockpit may be pivotally or movably attached to the aerial vehicle's frame and or fuselage which may allow relative movement between the cabin and or cockpit and the aerial vehicle frame.
The aerial vehicle 100, 200, 300 and 400 can also be equipped with annular wing flaps that may be mounted to the outer lateral surfaces of the aerial vehicle frame and or fuselage. The annular wing flaps may also provide additional flight surfaces to facilitate horizontal flight of the vehicle 100, 200 and 400 (such as illustrated in
As has been described in the earlier sections, the aerial vehicle 100, 200, 300 and 400 includes a gyroscopic stabilization arrangement which gyroscopically stabilises the aerial vehicle 100, 200, 300 and 400 during its entire flight envelope. It is important to appreciate that the use of gyroscopic stabilisation assembly results in a more stable aerial vehicle thereby providing stable flight characteristics which is very important for achieving the flexible and versatile flight characteristics for a variety of applications including, for example, in fire and rescue missions and in suppressing fires. Each of the blade members of the gyroscopic stabilisation fan assembly 140, 240, 340 and 440 can either be attached to a rotating hub drive assembly 160, 260, 360 and 460 or the radial distal ends of the fan blade assembly shown in (Detail A shown in
Aerial vehicles 200, 300 and 400 may also include a cockpit module 210, 310 and 410 which is coupled, preferably via an ejector assembly 220, 320 and 420 with the aerial vehicle frame and or fuselage 245, 345 and 445. The cockpit module 210, 310 and 410 includes a counterbalancing arrangement 230, 330 and 430 to counterbalance the cockpit module 210, 310 and 410 by countering the movement of the aerial vehicle frame and or fuselage 245, 345 and 445 and/or exhaust and or rotation toque of the jet turbines and or motors and or engines 250, 350 and 450. In an embodiment, the cabin and or cockpit module 210, 310 and 410 may comprise a gimbal like mechanism to allow a cabin and or a cockpit 210, 310 and 410 rotational movement and if crewed and or piloted and or has passengers, its occupants, would be positioned in a substantially upright position during the entire flight envelope in all periods of flight, including both during vertical take off and horizontal flight. The cockpit module 210, 310 and 410 may include navigation and flight control equipment for controlling the aerial vehicle 200, 300 and 400 and also address some of the safety requirements. A controller 190, 290, 390 and 490 may also be provided for controlling the gyroscopic stabilisation arrangement via a gear box 185, 285, 385 and 485 such that angular momentum provided by the gyroscopic stabilisation arrangement (particularly the fan blades pitch and speed of rotation of the gyroscopic stabilisation fan assembly 140, 240, 340 and 440) is significantly larger than the moment of inertia of the aerial vehicle 100, 200, 300 and 400 so that the aerial vehicle 100, 200, 300 and 400 is substantially gyroscopically stabilised during flight.
Suitable turbines and or motors and or engines that can be employed to generate an exhaust thrust include pulsejet engines, turbojet engines, turbojet engines with afterburner, axial-flow turbojets, gas turbine propulsion engines, rocket engines, turbofan aircraft engines, low-bypass turbofans, high-bypass turbofans, turboprops, ramjets, turboshaft engines, underwater jet engines, shockwave triple engine jet trucks, electric ducted fans, and other hybrids and or in combinations and may include different types of power systems also can be used.
In firefighting embodiments of the invention, allows aerial vehicles 100, 200, 300 and 400 which is a preferred but by no means essential application. The high speed thrust may be obtained from one or more jet turbines and or engines and or motors. As used in this case herein, the term “jet turbine” refers to a turbine that accelerates and discharges a fast moving jet of fluid, e.g., a gas such as exhaust gas, to generate propulsion or thrust for the aerial vehicle and for suppressing fire. In a typical jet engine air from an air intake is directed into a rotating compressor where its pressure and temperature are increased. Pressurized air is introduced to a combustion chamber where it is combined with fuel and the mixture is ignited. The combustion raises the temperature of the gases, which expand through the turbine. In the turbine some of the temperature rise is converted to rotational energy, which can be used to drive the compressor. A combusted gas mixture (which is generally devoid of oxygen) exits through an exhaust air directing assembly which includes an air flow directing assembly 155, 255, 355 and 455 and directing the thrust in a desirable direction for suppressing fire and reducing the oxygen level at the fire zone, this method is essentially a Co2 fire extinguisher, whilst the high volume and velocity of the thrust provides sufficient force to change the direction of wind at the fire zone, blowing the fire back on itself, and extinguishing the fire.
Preferably the turbine is a gas turbine, which acts like a windmill, extracting energy from the hot gases leaving the combustor. Suitable types of turbines that can be utilized include transonic turbines, contra-rotating turbines, statorless turbines, ceramic turbines, shrouded as well as shroud less turbines, electric ducted fans and others known in the art. Micro turbines may also be used in at least some embodiments.
The air flow directing assembly 155, 255, 355 and 455 can be a convergent-divergent, divergent, fluidic, variable, e.g., ejector nozzles, iris nozzles, or can have another suitable design. Generally, when using a jet turbine, the exhaust thrust that exits the exhaust nozzle, through an air flow directing assembly 155, 255, 355 and 455 the exhaust is characterised by its temperature, chemical composition, velocity, delivery volume, rate of delivery, pressure and by other parameters, e.g., noise, air quality, and so forth. Exhaust from a jet engine can have a temperature of several hundreds degrees and piping and exhaust nozzles may need to be protected by air cooling this may be achieved via the use of an aspirator adapted as a shroud to provide an increased the air flow for fire suppression and providing cool air at the nozzle exit of the turbine.
The exhaust from such an aerial vehicle is considered to be particularly well suited for suppressing fires by using the exhaust generated by one or more engines, preferably jet turbine engines. More specifically, the invention relates to using the exhaust to suppress a forest fire such as bushfires and wildfires and include dwellings, commercial or industrial fire.
With respect to its chemical composition, the exhaust gas from a jet turbine generally includes products of combustion, e.g., carbon dioxide (CO2), carbon monoxide (CO), and water (H2 O), un-combusted gas, e.g., nitrogen gas (N2), oxygen (O2), uncombusted hydrocarbons (UHC) and other components such as soot (C), oxides of nitrogen (NOx) and/or oxides of sulphur (SOX). Compared to atmospheric air, which at sea level contains close to 21% by volume O2 and about 0.03% by volume CO2, jet engine exhaust has lower O2 and higher CO2 levels. For instance, the pressurized emission products of the complete combustion of hydrocarbon fuels in an efficiently operated turbine engine are comprised of about 72% volume/volume CO2 gas and about 27.6% volume/volume of steam. As a result, the chemical composition of the exhaust gas plays an important role when the aerial vehicle 100, 200, 300 and 400 is utilised for control or extinguish a forest fire by directing the air flow directing assembly 155, 255, 355 and 455 in a desirable direction towards the fire. The ratio of air to fuel may also be manipulated by using a throttle mechanism, diluting with inert gases or by other means which may further lower the oxygen concentration in the exhaust resulting in improving the fire-fighting capabilities of the aerial vehicle 100, 200, 300 and 400.
As explained in the previous sections, using jet turbines results in jets of gases being directed away from the aerial vehicle 100, 200, 300 and 400 at extremely high velocities. During a fire suppressing operation, it is likely that there may be a considerable distance between the aerial vehicle 100, 200, 300 and 400 and the fire front, or leading edge of a fire, the aerial vehicle 100, 200, 300 and 400 should be capable of generating sufficient high exhaust pressure to blow significant quantities of exhaust gas mixture into the fire from such a distance. By way of example, any Pratt & Whitney JT8 through JT30 series turbine or similar turbine such as the GE90-1151B high bypass providing excellent thrust to weight characteristics. In a use case of just one GE90-115B having a weight of 9.6T was incorporated into one aerial vehicle (100 or 200 for example), having a total aircraft weight of 15T, noting fuel consumption is at maximum 100% thrust output of a GE90-115B is 50T. As the payload of the firefighting aerial vehicle is fuel only, can carry up to 30T of fuel safely. At a burn rate of 4 kg/s This would provide the aerial vehicle with an extended flight time and firefighting ability of approximately 2 hours (based on if the turbine was at maximum thrust for the entire flight envelope). It is also worth noting that as the aerial vehicle weight is 15 Ton, and for the aircraft to be able to hover, then the turbine thrust output would match this to become stable during hover, including that the gyroscopic fan can provide extra (down thrust) acting against the turbines (upward thrust), this then would provide an even longer flight duration due to the reduced fuel consumption. And as more than one jet turbine can be attached to the one aerial vehicle, is capable of providing sufficient propulsion to fly the aerial vehicle 100, 200, 300 and 400, whilst also provide sufficient and significant volumes of high velocity thrust of inert exhaust gases that are capable of extinguishing even the largest forest fires. It might be important to take into account some practical considerations such as not operating the jet turbine at 100% capacity in order to control the temperature of the exhaust gases particularly during a fire suppression operation. It is also important to note that other turbines fully capable of use in the present circumstances may provide different effective ranges of exhaust pressures may be used for providing the desired fire suppression functionality.
Advantageously, the one or more jet turbines and or motors and or engines 150, 250, 350 and 450 may be mounted on a support structure that not only supports the jet turbines and or motors and or engines 150, 250, 350 and 450 but also allows the jet turbines and or motors and or engines 150, 250, 350 and 450 to be moved in a plurality of directions. In at least some embodiment, the support may allow the turbine to be rotated 360 degrees. A steering assembly may be coupled with the support and be controlled autonomously or by a remote operator and or piloted, enabling the aerial vehicle to control the orientation of the jet turbines and or motors and or engines 150, 250, 350 and 450 in order to direct the high velocity thrust in a desirable direction in order to suppress a fire.
As shown in
The aerial vehicle 300 is also adapted to be gyroscopically stabilised in a manner as has been previously described. The aerial vehicle 300 also comprises a ducted fuselage 345 that includes an opening in which the jet turbine and or engines and or motors 350 is positioned to provide a propulsion mechanism. The aerial vehicle 300 is provided with wing flaps 315A on the sides of the aerial vehicle 300 wings that are adapted to pivot about pivot points. The aerial vehicle 300 also comprises an articulated front wing 315B at the front of the aerial vehicle 300, that is adapted to pivot about pivot point 365 and provides pitch to the aerial vehicle and may include in combination to this a pivotally attached cockpit that enables 360-degree roll rotation of the cockpit relative to the aerial vehicle frame, the cockpit is adapted to pivot about pivot point 330A.
A controller 390 may also be provided for controlling the gyroscopic stabilisation arrangement via a gear box 385 such that angular momentum provided by the gyroscopic stabilisation arrangement (particularly the fan blades pitch and speed of rotation of the gyroscopic stabilisation fan assembly 340) is significantly larger than the moment of inertia of the aerial vehicle 300 so that the aerial vehicle 300 is substantially gyroscopically stabilised during flight.
The aerial vehicle 300 also includes a pivoting cockpit module 310 (which in this instant provides an ovoid shaped ‘pod’ enclosure, the shape of the cockpit may vary according to purpose) that is adapted to pivot along two different axes. Specifically, the cockpit module 310 is adapted to pivot about pivot point 330 A to allow the pivoting of the cockpit module 310 along a first axis (roll). The cockpit module 310 is also adapted to pivot about pivot point 330B to allow the cockpit module 310 and the front wing assembly to pivot about a second axis (pitch). The provision of the cockpit module 310 allows the aerial vehicle 300 to be operated by a pilot, or autonomously, during flight. The cockpit module 310 is connected to the aerial vehicle 300 by an ejector assembly 320 which is adapted to eject the cockpit module 310 from the rest of the aerial vehicle 300 and the cockpit becomes a self-contained pod.
The aerial vehicle 300 may also relate to the use of exhaust generated from a jet turbine 350 and the gyroscopic fan 340 to suppress a fire. The jet turbine 350 provides thrust to the aerial vehicle 300. During use, the engine air intake draws surrounding air and a combusted air fuel mixture is releases out of an outlet 355 through which a combusted air fuel mixture is exhausted at a high speed. An air flow directing assembly comprising an exhaust nozzle may be used for directing the combusted air fuel mixture from the outlet 355 in a desirable direction for suppressing fires. When crewed and or uncrewed, cargo, such as people, mail, food, liquids, solids, gasses and explosives can also be carried.
The aerial vehicle 400 may have a pivotally detachable cabin and or cockpit module 410 inside the aerial vehicle frame and or fuselage and or cabin, this includes a counterbalancing arrangement 430 with a gimbal ring 425 at attachment points 435 to counterbalance the cockpit module 410 by countering the movement of the aerial vehicle frame and or fuselage 445 and/or thrust of the one or more jet turbines and or engines and or motors 450 and or the rotation and torque of the jet turbines and or motors and or engines. The aerial vehicle 400 may also be an autonomous aerial vehicle without a cockpit. The gyroscopic fan 440 may be powered by one or more jet turbines and or engines and or motors 450 by electronic or other mechanical arrangements such as pneumatic, hydraulic via a central hub assembly. The gyroscopic fan 440 may be powered via the radial distal ends of the fan blade assembly (Detail A shown in
Advantageously, the present invention provides a versatile aerial vehicle (100, 200, 300, 400) that has many useful and versatile flight characteristics including, for example, aerial vehicles with VTOL capabilities and gyroscopically stabilised flight between take off and landing, hover and hold and or firefighting purposes. As identified previously, one particular application of interest is in the fighting of forest fires such as bushfires and wildfires. However, such vehicles could also be used for transportation of cargo or rescue operations. Still further, embodiments of the aerial vehicle could be used to land on other planets provided they have a suitable atmosphere. The gyroscopic fan could also be replaced with a gyroscopic disc to provide stabilisation in space, where there is no atmosphere, in space craft and/or satellites.
In compliance with the statute, the invention has been described in language more or less specific to structural or methodical features. The term “comprises” and its variations, such as “comprising” and “comprised of” is used throughout in an inclusive sense and not to the exclusion of any additional features.
It is to be understood that the invention is not limited to specific features shown or described since the means herein described comprises preferred forms of putting the invention into effect.
The invention is, therefore, claimed in any of its forms or modifications within the proper scope of the appended claims appropriately interpreted by those skilled in the art.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2019900211 | Jan 2019 | AU | national |
The present application is a continuation application of U.S. National Stage application Ser. No. 17/424,630, filed on 21 Jul. 2021, which is a U.S. National Stage application under 35 USC 371 of PCT Application Serial No. PCT/AU2020/050038, filed on 23 Jan. 2020, which claims priority from AU Provisional Application No. 2019900211, filed 23 Jan. 2019, the entirety of which are incorporated herein by reference.
| Number | Date | Country | |
|---|---|---|---|
| Parent | 17424630 | Jul 2021 | US |
| Child | 18736515 | US |
