The present disclosure is in the technical field of unmanned aerial vehicles.
Conventional unmanned aerial vehicles are typically either configured as fixed wing airplanes or rotary wing helicopters. Fixed wing airplanes excel at flight endurance, range, and speed but are limited by the large amount of space that is required for takeoff and landing and must always continue forward, often at significant speeds, thus limiting their ability to maneuver through tight spaces. Conversely, rotary wing helicopters excel at minimizing required takeoff and landing space and can stop in a midair hover and are thus more maneuverable than fixed wing airplanes but have limited flight endurance and range.
In recent years, a new class of unmanned aerial vehicles broadly known as multicopters or vertical take-off and landing (VTOL) aircraft have emerged which mimic a helicopter's hover and vertical takeoff and landing capabilities with less mechanical complexity and are often quite agile in flight.
Many inexpensive UAVs are fragile and/or difficult to control. UAVs which are more rugged and/or easier to control are typically expensive. Flight controllers are available from different sources including hovering flight controllers and forward flight controllers. These flight controllers generally make it easier to control an UAV. But, the transition between the hover and the forward flight modes can be difficult. See U.S. Pat. Nos. 3,193,218, 6,882,889, 7,946,582, Published U.S. Patent Application 2014/0339354, Canadian Patent No. 2571372 and Hardware-in-the-Loop Testing of the V-22 Flight Control System Using Piloted Simulation by C. Robinson et al. Presented at the AIAA Flight Simulation Technologies Conference, Boston, Mass. Aug. 14-16, 1989 all incorporated herein by this reference.
A flight control system can operate in either hover or forward flight mode. There is also a third flight regime that exists between the two. This third regime is called transition. When transitioning, the flight control system is between hover and forward flight modes. From a controls perspective, the transition process is extremely challenging. Standard hover and forward flight control systems are inadequate to control the aircraft during the transition. A whole new method of control had to be designed.
Historically, aircraft that have transitioned have been manually controlled during the entire transition. The AV8 Harrier, one of the better known VTOL fixed-wing military aircraft, relies on the pilot to manually adjust nozzle angles to control the aircraft. This task is difficult even for experienced pilots as evidenced by the fact that almost half of all Harriers manufactured have since been crashed.
As a more modern example, the V-22 Osprey has a flight control system which provides much assistance during the transition process. However, the Osprey still has a mechanically sophisticated swash plate actuation system in each rotor which is expensive and difficult to maintain.
The F-35B aircraft uses a sophisticated Nonlinear Dynamic Inversion (NDI) method. See U.S. Pat. No. 6,882,889 incorporated herein by this reference. While this system works well, as with all forms of model predictive control, it requires a high fidelity mathematical model of the aircraft. Modeling an aircraft at the needed level of fidelity is cost prohibitive outside of budgets scaled for national defense.
Featured is a remotely controlled VTOL aircraft including an autopilot subsystem outputting helicopter control signals and an autopilot subsystem outputting fixed wing control signals. A transition control subsystem is configured to receive the helicopter control signals, the fixed wing control signals, and a transition control signal and includes computer instructions which automatically: calculate control signals to be applied to the VTOL aircraft controls as a function of the transition percentage and weighting factors applied to the helicopter control signals and the fixed wing control signals, and apply the calculated control signals to the VTOL aircraft controls during a transition period.
In a transition from the hover flight mode to the forward flight mode, the controller may be programmed to increase the airspeed of the aircraft and then apply the calculated control signals. In a transition from the hover flight mode to the forward flight mode, the computer instructions may decrease the weighting factors applied to the helicopter control signals and may increase the weighting factors applied to the fixed wing control signals. In a transition from the forward flight mode to the hover flight mode, the computer instructions may increase the weighting factors applied to the helicopter control signals and may decrease the weighting factors applied to the fixed wing control signals. In a transition from the forward flight mode to the hover flight mode, the computer instructions may suppress any navigation controls for a predetermined period of time.
In one example, the VTOL aircraft may include right and left forward propeller motors and props on a transition axle rotatable via a motor. The control subsystem may be programmed to control the motor to rotate the transition axle during the transition. The transition axle may be rotated at a constant speed during the transition period.
In one example, the remotely controlled VTOL aircraft may further include an aft propeller motor and right and left elevon motors. The control signals may be calculated for and applied to the right and left forward propeller motors, the aft propeller motor, and the right and left elevon motors. The autopilot subsystem outputting helicopter control signals may control the pitch of the VTOL aircraft via a difference between the rpm of the forward and aft propellers and may control the roll via a difference between the rpm of the left and right propeller. There may be forward right, left, and aft counter rotating upper and lower propeller motors and props and the autopilot subsystem outputting helicopter control signals may control the yaw of the VTOL aircraft via a difference between the rpm of the counter rotating propellers. The autopilot subsystem outputting fixed wing control signals may control the pitch and roll of the VTOL aircraft by adjusting the right, left, elevon motors and may control the yaw of the VTOL aircraft by differentially adjusting the rpm of the right and left forward propeller motors.
The aircraft in one example may further include a fuselage, removable wings coupled to the fuselage, retractable landing gear, and a wireless receiver for receiving command signals. The wings and fuselage may be predominately made of foam. The VTOL may further include a removable tail section upstanding from and magnetically coupled to each wing. The fuselage may include a frame portion. The VTOL aircraft may further include one or more spars extending from the frame portion to within each wing. The one or more spars may be in sections for decoupling each wing from the fuselage.
The VTOL aircraft may further include a thrust vectoring subsystem responsive to a nose down pitch command and may include computer instructions which automatically calculate a forward prop deflection angle as a function of the nose down pitch angle and deflect the forward props to the calculated deflection angle by rotating the transition axle. The VTOL aircraft may further include one or more aerodynamic control surfaces. The aerodynamic control surfaces may include elevons. The VTOL aircraft may further include a forward flight trimming subsystem configured to rotate the transition axle in a forward flight mode to maintain an efficient trim configuration for the aerodynamic control surfaces. The forward flight trimming subsystem may rotate the transition axle to provide a nose up torque and automatically streamlines the aerodynamic control surfaces.
Also featured is a method of controlling a remotely controlled VTOL aircraft, the method including controlling the VTOL aircraft in a hover mode using helicopter control signals, controlling the VTOL aircraft in a forward flight mode using fixed wing control signals, and controlling the VTOL aircraft in a transition mode by calculating control signals to be applied to the controls of the VTOL aircraft as a function of a transition percentage and weighting factors applied to the helicopter control signals and fixed wing control signals, and applying the calculated control signals to the VTOL aircraft controls during the transition period.
In a transition from hover flight mode to forward flight mode, the airspeed of the aircraft may be increased and then the calculated control signals may be applied. In a transition from the hover flight mode to the forward flight mode the weighting factors applied to the helicopter control signals may be decreased and the weighting factors applied to the fixed wing control signals may be increased. In a transition from the forward flight mode to the hover flight mode, the weighting factors applied to the helicopter control signals may be increased and the weighting factors applied to the fixed wing control signals may be decreased.
Also featured is a remotely controlled VTOL aircraft including a forward rotatable prop axle with at least one right and one left prop, a flight controller subsystem outputting helicopter control signals, a flight controller subsystem outputting fixed wing control signals and a transition control subsystem configured to receive the helicopter control signals, the fixed wing control signals, and a transition control signal. The transition control subsystem computer instructions automatically calculate control signals to be applied to the VTOL aircraft controls as a function of the transition percentage, the helicopter control signals, and the fixed wing control signals, apply the calculated control signals to the VTOL aircraft controls during a transition period, and rotate the forward prop axle during the transition period.
The remotely controlled VTOL aircraft may further include a thrust vectoring subsystem responsive to a nose down pitch command and including computer instructions which automatically calculate a forward prop deflection angle as a function of the nose down pitch angle and rotate the prop axle in accordance with the calculated deflection angle. The VTOL aircraft may further include one or more aerodynamic control surfaces. The aerodynamic control surfaces may include elevons. The VTOL aircraft may further include a forward flight trimming subsystem configured to rotate the transition axle in a forward flight mode to maintain an efficient trim configuration for the aerodynamic control surfaces. The forward flight trimming subsystem may rotate the transition axle to provide a nose up torque and may automatically streamline the aerodynamic control surfaces.
The subject invention, however, in other embodiments, need not achieve all these objectives and the claims hereof should not be limited to structures or methods capable of achieving these objectives.
Other objects, features and advantages will occur to those skilled in the art from the following description of a preferred embodiment and the accompanying drawings, in which:
Aside from the preferred embodiment or embodiments disclosed below, this invention is capable of other embodiments and of being practiced or being carried out in various ways. Thus, it is to be understood that the invention is not limited in its application to the details of construction and the arrangements of components set forth in the following description or illustrated in the drawings. If only one embodiment is described herein, the claims hereof are not to be limited to that embodiment. Moreover, the claims hereof are not to be read restrictively unless there is clear and convincing evidence manifesting a certain exclusion, restriction, or disclaimer.
In one preferred embodiment, UAV 10,
In some versions, fuselage 12,
Each landing gear assembly preferably includes a retraction motor 42a, 42b, and 42c, respectively,
Optional antenna 57 may be used in conjunction with an on-board digital transceiver to provide to the user various data such as altitude, air speed, battery status information, and the like via wireless communications. Also, a video transmitter may be included to wirelessly transmit video images from cameras 60 and 54 to the operator.
As shown in
The majority of the fuselage, wings, and tail structures are made of light-weight (e.g., EPO) foam resulting in a lighter weight UAV. For strength, the fuselage preferably includes frame 80,
To tilt the forward propulsion units, rod 32,
For transport, the wings may be removable with respect to the fuselage and the tail sections may be removable with respect to the wings. As shown in the
Tail 22b,
On-board controller subsystem 200,
Electronics section 200 enables the customer to choose various hover flight controllers 220 and/or forward flight controllers 222 for inclusion in the UAV in order to automate or partially automate the various flying operations.
In but one example, if on-board radio 206 receives a hover command, a microprocessor 210 within electronics section 200 functions to automatically cooperate with hover controller 220 to control tilt motor 92 to orient the forward propulsion units in the vertical orientation (see
Microprocessor 210,
The VTOL aircraft described above and/or other similar remotely controlled VTOL aircraft may further include a transition control subsystem 500,
The transition control subsystem 500 functions to smoothly transition the aircraft between the hover and forward flight modes. In one example, the helicopter (e.g., hover mode) autopilot subsystem software 502 outputs helicopter control signals to the aircraft's controls such as rear upper and lower prop electric speed control chips and motors 510a, 510b, forward right upper and lower prop electronic speed control chips and motors 512a, 512b, forward left upper and lower prop electronic speed control chips and motors 514a and 514b, and the actuators (e.g., motors) controlling right elevon 516 and left elevon 518. Different types of aircraft, however, may have different types of controls. During the hover mode, transition axle motor 92 may also be controlled via a thrust vectoring subsystem disclosed below.
In the hover flight mode under the control of helicopter autopilot, the difference between the rpm of the front and rear propellers is preferably used for pitch control, the difference between the rpm of the left and right propellers is preferably used for roll control, the difference between the rpm of the three clockwise and three counterclockwise spinning propellers is preferably used to control yaw, and the elevons are adjusted for wind gust control. For example, increasing the rpm of the forward left propellers relative to the forward right propellers causes the aircraft to roll right and increasing the rpm of the three clockwise spinning props relative to the three counterclockwise rotating props causes the aircraft to yaw counterclockwise.
The transition axle 32,
In the forward flight mode, fixed wing autopilot subsystem software 520 outputs fixed wing control signals to the aircrafts' controls 510, 512, 514, 516, 518, and 92. For example the motor tilt servo 92 may be energized to rotate the transition axle 80° to orient the forward props in the forward flight direction. Aft or rear props 510a, 510b may be held at zero rpm. The elevons 516 and 518 are used for roll and pitch control. Forward prop differential control is used for yaw control. In other VTOL aircraft, the helicopter and fixed wing control signals may be different.
Transition control subsystem 500 receives these control signals from the helicopter control mode and the fixed wing control mode and preferably adjusts them based on the state of the transition of the forward props (e.g., the angle of transition axle 32,
Typically, a user radio control transmitter 207,
In one preferred design, the computer instructions of transition control subsystem 500 calculate control signals to be applied to the VTOL aircraft controls as a function of a transition percentage and weighting factors applied to the helicopter control signals and the fixed wing control signals. Transition control subsystem 500 then applies the calculated control signals to the VTOL aircraft controls (for example, rear upper and lower props 510a, 510b, forward right upper and right lower props 512a, 512b, forward left upper and left lower props 514a, 514b, and right and left elevons 516 and 518).
In one example, lookup table 530 is used (and stored in a database in a memory associated with transition control subsystem 500). Table 1 below is an example of the data of such a lookup table where the transition state is a percentage (0% is the helicopter flight mode, 100% is fixed wing flight mode) and a weighting factor for the helicopter mode and the fixed wing mode are shown for each transition state percentage.
In general, the transition control subsystem may calculate, for each control signal output by the helicopter autopilot and the fixed wing autopilot, a new control signal thus:
Motor Control Signal=Control Signalheli·Factorheli+Control Signalfixed wing·(1−Factorheli) (1a)
Elevon Control Signal=Control Signalheli·(1−Factorfixed wing)+Control Signalfixed wing·Factorfixed wing (1b)
Suppose, for example, that a control signal is the rpm of the right upper and lower props 512a, 512b. Helicopter autopilot 502 outputs an rpm value of 1800 rpm but fixed wing autopilot 520 outputs an rpm value of 2800 rpm. Based on the state of the transition (the rotation of the transition axle), transition control subsystem 500 may use equation 1a to calculate:
rpm=1800·0.4+2800·0.6=2400 rpm. (2)
Transition control subsystem 500 will then output a signal to right upper and lower props 512a, 512b to cause them to rotate at 2400 rpm (by sending the appropriate signals, for example, to the electronic speed control chips of the right upper and lower propellers).
In another example, suppose that the control signal is the degree of downward deflection of right elevon 516. Helicopter autopilot 502 outputs a downward deflection of 5° and fixed wing autopilot 520 outputs a downward deflection of 30°. At a given transition state, the respective weighting factors are 0.8 and 0.2. Thus, according to equation (1b), the transition control subsystem calculates a downward deflection angle detection angle of:
5·0.8+30·0.2=10° (3)
Transition control subsystem 500 then outputs a signal to the motor controlling right elevon 516 to deflect the elevon 10° downward.
Table 1 is exemplary only and at different transition states for different control signals the weighting factors may vary. The weighting factors may also vary depending on the VTOL aircraft design. Other fuzzy control systems may be used to determine the appropriate control signals based on the outputs of the autopilots.
First, but optionally, a nose down attitude is achieved by increasing the rpm of the aft or rear props, step 602 to build aircraft airspeed for a short period of time, for example, two seconds.
Rotation of the transition axle then begins, step 604. Full rotation from 0° to 80° may take a short time, for example, three seconds. Rotation may occur at a constant speed (e.g., 27°/sec.) The control signals output to the aircraft controls (propeller motors, elevon motors, and the like) are calculated and applied as step 606 (see equations 1a and 1b above). Typically the weighting factors applied to the output of the fixed wing autopilot are increased while the weighting factors applied to the output of the helicopter autopilot are decreased, step 608 until the full transition is made, step 610 and the forward flight mode is achieved, step 612 and the forward flight control resumes (e.g., the fixed wing autopilot 520 is in control of the aircraft based on commands received from the pilot's operator control unit.
In the hover flight mode, the flight control system may use differential thrust for attitude (roll, pitch, and yaw) control. In the forward flight mode, differential thrust may only be used to control yaw as roll and pitch are controlled using the elevons. When transitioning, differential thrust between the left and right prop motors effects both roll and yaw. The transition control subsystem accounts for this coupling between roll and yaw during the transition process using trigonometric rotations based on the angle of the transition axle.
Also featured is a thrust vectoring subsystem 501,
In the helicopter or hovering mode, the aircraft is controlled in translation motion (i.e., forwards, sideways, backwards) by vectoring thrust. For example, to move forward, the aircraft vectors some amount of its thrust aft (to the aft propeller(s)). In order to move forward quickly, a large amount of thrust must be vectored to account for drag. In one example, thrust is vectored by rolling and pitching the entire aircraft. To move forwards, the aircraft pitches nose down by increasing the rpm of the aft propeller or propellers relative to the forward propellers. At high speeds, the aircraft requires a high nose down pitch angle. At such high nose down attitudes, the wings 14,
In another example, in the helicopter mode, a pitch down command is received either from the autopilot or an on-board receiver, step 700
The thrust vectoring subsystem then calculates a deflection angle of the forward props, step 702,
In one example, the deflection angle θ is calculated as follows:
θ=k·α. (4)
where k is a constant and α is the nose down pitch angle commanded.
The deflection angle θ may vary between about 12 to 30 degrees. For example, if the nose down pitch angle command is 15° and the constant k is 0.9, then the deflection angle calculated is 13.5° and in step 704 the transition axle 32,
The thrust vectoring subsystem, in this example, thus sends a signal which energizes transition axle motor 92,
In this way, rotation of the transition axle vectors thrust for faster forward flight in the helicopter mode to assist the aircraft when moving forwards quickly to reduce the amount of thrust required to counteract negative lift and thus using less battery energy and increasing flight time. A commanded nose down angle is used to detect when it is necessary to vector thrust and equation 4 may be used by the flight control system to determine how much to vector thrust.
In the hover mode, the lowest level control loop in the pitch axis is a pitch angle tracker. A higher level controller (e.g., a waypoint following controller or the human pilot) commands a desired pitch angle. The pitch angle tracker is responsible for determining which motor outputs are needed to track the desired pitch angle. The transition axle thrust vectoring logic uses the commanded pitch angle to determine when and how much to deflect the transition axle. If the command is to pitch the nose up, no thrust vectoring takes place. If the command is pitch the nose down, the transition axle is rotated in proportion to the nose down command. When a nose down attitude is commanded, the nose lowers and the transition axle rotates.
Mechanizing the thrust vectoring logic in this way allows the thrust vectoring to work in both the manual and autonomous flight modes. In manual flight, the human pilot uses a joystick like device to fly the aircraft. The pitch input sets the desired pitch angle of the aircraft which the thrust vectoring logic uses to determine how much to deflect the transition axle. In autonomous flight, the position control software calculates the roll and pitch angles needed to maintain position. Again, the thrust vectoring logic uses the desired pitch angle to deflect the transition axle. Typically, the aircraft uses constant pitch blades and affects the lift produced by adjusting propeller speed.
The thrust vectoring subsystem logic also assists aircraft control in a loitering mode during windy conditions where, to hold a given position, the aircraft requires a sufficiently high airspeed requiring a nose down pitch attitude. Again, when the nose down pitch attitude is received the subsystem automatically adjusts the angle of the forward prop axle.
At any time a pitch up attitude command is received, the rpm of the aft prop(s) is reduced and the deflection angle of the forward prop axle is rotated back so the forward props face upwards parallel to the ground in the helicopter mode.
In the forward flight mode, the aircraft's four front motors and props rotate so that they propel the aircraft forward. While most aircraft have motors or engines that are rigidly fixed to the aircraft in the preferred embodiment the motors can be tilted via the transition axle. The flight control software can take advantage of this and adjust the motor angles in flight. The intent of adjusting the motor angle is to reduce trim drag, thus increasing flight time.
Various factors can affect which motor angle is most efficient. They include, but are not limited to, aircraft mass, center of gravity, drag caused by payloads attached beneath the aircraft, servo drift, wing flex, and/or poorly calibrated elevons or transition mechanism.
Many of the factors which affect the most efficient motor angle are unknown to the autopilot. That is, the autopilot cannot simply use a look up table of aircraft mass and center of gravity location to see which angle is best because the autopilot is unaware of the aircraft's mass properties. The forward flight motor angle trimming algorithm determines the best motor angle by using other means.
The forward prop motor angles can be adjusted more nose up (
For stability reasons almost all fixed wing aircraft are nose heavy. That is, in flight the aircraft needs a force to hold the nose up. In most aircraft this is done using aerodynamic control surfaces (e.g., elevons or an elevator) near the rear of the aircraft. Generating an aerodynamic down force near the rear of the aircraft has the effect of pushing the nose up. This is effective at generating the needed force but has the downside of creating aerodynamic drag which reduces efficiency and flight time.
An example of the aircraft with the aerodynamic control surfaces 16a and 16b (e.g., elevons) pushing down on the rear portion of the aircraft to hold the nose up in forward flight is shown in
An alternative to pushing the rear portion of the aircraft down is to pull the nose of the aircraft up. In the preferred embodiment this can be accomplished by angling the forward motors and props to point slightly nose up. The algorithm of the thrust vectoring subsystem adjusts the front motor angle such that the aircraft maintains an efficient trim configuration.
An example of the aircraft where the forward motors and props are deflected to provide a nose up torque is shown in
In the forward flight mode, pitch tracking (that is, holding a specified pitch angle) may be accomplished using a PID control software algorithm (e.g., running on electronics section 200).
The PID controller algorithm is preferably based on three components: proportional (P), Integral (I), Derivative (D) terms. The forward flight motor trimming algorithm may use the I term which keeps track of the sum of the pitch error over time.
The forward flight motor angle trimming logic may be feed forward based on the integral component of the forward flight pitch tracking PID term. The equation for the relationship, in one example is:
(forward flight motor angle)=(trim motor angle)+(experimentally determined constant)·(forward flight pitch tracking PID integral component). (5)
Assuming a trim motor angle of 80° and an experimentally determined constant of 0.7, the equation becomes:
(forward flight motor angle)=(80 degrees)+(0.7)·(forward flight pitch tracking PID integral component). (6)
As shown in
Thus, a forward flight trimming subsystem (e.g., logic associated with electronics section 200,
In
In equation 5, the trim motor angle may be set (e.g., at 80°—a nominal value for example with the forward props oriented perpendicular to the ground) based on the thrust vector through the center of mass of the aircraft and the constant in the equation (e.g., 0.7) may be set by experiment. In general, the variable in the equation, (namely, the forward flight pitch tracking PID integral component used in this particular example) increases as weight of the nose of the aircraft increases. But, as noted above, other factors will affect the variable in the equation.
Although specific features of the invention are shown in some drawings and not in others, this is for convenience only as each feature may be combined with any or all of the other features in accordance with the invention. The words “including”, “comprising”, “having”, and “with” as used herein are to be interpreted broadly and comprehensively and are not limited to any physical interconnection. Moreover, any embodiments disclosed in the subject application are not to be taken as the only possible embodiments.
In addition, any amendment presented during the prosecution of the patent application for this patent is not a disclaimer of any claim element presented in the application as filed: those skilled in the art cannot reasonably be expected to draft a claim that would literally encompass all possible equivalents, many equivalents will be unforeseeable at the time of the amendment and are beyond a fair interpretation of what is to be surrendered (if anything), the rationale underlying the amendment may bear no more than a tangential relation to many equivalents, and/or there are many other reasons the applicant can not be expected to describe certain insubstantial substitutes for any claim element amended.
Other embodiments will occur to those skilled in the art and are within the following claims.
This application is a divisional application of U.S. patent application Ser. No. 15/786,793 filed Oct. 18, 2017, and claims benefit of and priority thereto under 35 U.S.C. §§ 119, 120, 363, 365 and 37 C.F.R. §§ 1.55 and 1.78, which is incorporated herein by reference, This application claims benefit of and priority to U.S. Provisional Application Ser. No. 62/410,095 filed Oct. 21, 2016, under 35 U.S.C. §§ 119, 120, 363, 365, and 37 C.F.R. § 11.55 and § 1.78, each of which is incorporated herein by this reference.
Number | Name | Date | Kind |
---|---|---|---|
1783458 | Windsor | Dec 1930 | A |
2825514 | Focke | Mar 1958 | A |
3008665 | Piasecki | Nov 1961 | A |
3246861 | Curci | Apr 1966 | A |
3563496 | Zuck | Feb 1971 | A |
4457479 | Daude | Jul 1984 | A |
5067668 | Zuck | Nov 1991 | A |
5765783 | Albion | Jun 1998 | A |
6382556 | Pham | May 2002 | B1 |
6626397 | Yifrach | Sep 2003 | B2 |
6669137 | Chen | Dec 2003 | B1 |
7182297 | Jackson | Feb 2007 | B2 |
7262395 | Bilyk et al. | Aug 2007 | B2 |
7472863 | Pak | Jan 2009 | B2 |
7510142 | Johnson | Mar 2009 | B2 |
7980510 | Tanabe et al. | Jul 2011 | B2 |
7997526 | Greenley | Aug 2011 | B2 |
8052081 | Olm et al. | Nov 2011 | B2 |
8434710 | Hothi et al. | May 2013 | B2 |
8500067 | Woodworth et al. | Aug 2013 | B2 |
8544787 | Lee | Oct 2013 | B2 |
8602348 | Bryant | Dec 2013 | B2 |
8720814 | Smith | May 2014 | B2 |
8721383 | Woodworth et al. | May 2014 | B2 |
8905358 | Abershitz | Dec 2014 | B2 |
8950698 | Rossi | Feb 2015 | B1 |
8998127 | Sonneborn | Apr 2015 | B2 |
9022313 | Sonneborn | May 2015 | B2 |
9045226 | Piasecki | Jun 2015 | B2 |
9187174 | Shaw | Nov 2015 | B2 |
9272784 | Nelson | Mar 2016 | B2 |
9540100 | Dekel et al. | Jan 2017 | B2 |
9540101 | Paduano | Jan 2017 | B2 |
9567088 | Godlasky | Feb 2017 | B2 |
9616994 | Kereth | Apr 2017 | B2 |
9616995 | Watkins | Apr 2017 | B2 |
9676479 | Brody et al. | Jun 2017 | B2 |
9731818 | Dekel et al. | Aug 2017 | B2 |
9783291 | Kummer et al. | Oct 2017 | B2 |
9834305 | Taylor | Dec 2017 | B2 |
9878786 | Chan et al. | Jan 2018 | B2 |
9902491 | Chan et al. | Feb 2018 | B2 |
9950789 | Tsunekawa | Apr 2018 | B2 |
10054958 | Creasman | Aug 2018 | B2 |
10071801 | North et al. | Sep 2018 | B2 |
20070246601 | Layton | Oct 2007 | A1 |
20080011899 | Amit | Jan 2008 | A1 |
20090256026 | Karem | Oct 2009 | A1 |
20100044499 | Dragan et al. | Feb 2010 | A1 |
20100108801 | Olm et al. | May 2010 | A1 |
20100120321 | Rehkemper et al. | May 2010 | A1 |
20100123047 | Williams | May 2010 | A1 |
20120091257 | Wolff et al. | Apr 2012 | A1 |
20120168556 | Sonneborn | Jul 2012 | A1 |
20120168568 | Sonneborn | Jul 2012 | A1 |
20120298790 | Bitar | Nov 2012 | A1 |
20130092799 | Tian et al. | Apr 2013 | A1 |
20130099065 | Stuhlberger | Apr 2013 | A1 |
20130287577 | Lin et al. | Oct 2013 | A1 |
20140263822 | Malveaux | Sep 2014 | A1 |
20150028151 | Bevirt et al. | Jan 2015 | A1 |
20150028155 | Reiter | Jan 2015 | A1 |
20150210388 | Criado et al. | Jul 2015 | A1 |
20160046369 | Watkins | Feb 2016 | A1 |
20160052626 | Vander Mey | Feb 2016 | A1 |
20160311528 | Nemovi et al. | Oct 2016 | A1 |
20170240274 | Regev | Aug 2017 | A1 |
20170349272 | Laurent et al. | Dec 2017 | A1 |
20180370624 | Seale | Dec 2018 | A1 |
Entry |
---|
Carlson, Stephen, “A Hybrid Tricopter/Flying-Wing VTOL UAV.” AIAA SciTech Forum, Jan. 13-17, 2014, National Harbor, Maryland (Year: 2014) (pp. 1-11). |
Carlson, Stephen, “Hybrid Version 1, Aug. 2012.” Website: https://diydrones.com/photo/p1010118small?context=user. Aug. 2012. 4 pages (Year: 2012). |
Carlson, Stephen, “Introducing the “Orange Hawk” Tricopter/Flying-Wing VTOL UAV”, Mar. 17, 2013. Website: https//diydrones.com/profiles/blogs/the-orange-hawk-tricopter-flying-wing-vtol-uav. Six (6) pages. |
Carlson, Stephen, “Introducing the “Orange Hawk” Tricopter/Flying-Wing VTOL UAV”, Mar. 17, 2013. Website: https://diydrones.com/profiles/blogs/the-orange-hawk-tricopter-flying-wing-vtol-uav?id=705844%3ABlogPost%3A-1168869&page=2#comments. Eight (8) pages. |
Carlson, Stephen, “Introducing the “Orange Hawk” Tricopter/Flying-Wing VTOL UAV”, Mar. 17, 2013. Website: https://diydrones.com/profiles/blogs/the-orange-hawk-tricopter-flying-wing-vtol-uav?id=705844%3ABlogPost%3A1168869&page=3#comments. Seven (7) pages. |
Carlson, Stephen, “Introducing the “Orange Hawk” Tricopter/Flying-Wing VTOL UAV”, Mar. 17, 2013. Website: diydrones.com/profiles/blogs/the-orange-hawk-tricopter-flying-wing-vtol-uav?id=705844%3ABlogPost%3A1168869&page=4#comments. Nine (9) pages. |
U.S. Patent and Trademark Office, Office Action, dated Dec. 27, 2018, for U.S. Appl. No. 15/089,651. Twenty-two (22) pages. |
Number | Date | Country | |
---|---|---|---|
20200180761 A1 | Jun 2020 | US |
Number | Date | Country | |
---|---|---|---|
62410995 | Oct 2016 | US |
Number | Date | Country | |
---|---|---|---|
Parent | 15786793 | Oct 2017 | US |
Child | 16738430 | US |