Note: Descriptions are shown in the official language in which they were submitted.
CA 02513507 2005-07-14
WO 2005/014390 PCT/US2004/001033
METHODS AND APPARATUSES FOR
STORING, LAUNCHING, AND CAPTURING UNMANNED AIRCRAFT
CROSS-REFERENCE TO RELATED APPLICATION
The present application claims priority to the following pending U.S.
Provisional Applications: 60/440,846; 60/440,843; 60/440,845; 60/440,729;
60/440,851; 60/440,890; 60/440,849; 60/440,726; and 60/440,727; all filed
January
17, 2003, and incorporated herein in their entireties by reference. The
present
application also claims priority to the following pending U.S. Nonprovisional
Applications: U.S. Application No. , entitled "Methods and Apparatuses
for Capturing and Storing Unmanned Aircraft, Including Methods and Apparatuses
for Securing the Aircraft After Capture" (Perkins Coie Docket No. 36761-
8002US01);
U.S. Application No. , entitled "Methods and Apparatuses for Launching
Unmanned Aircraft, Including Methods and Apparatuses for Transmitting Forces
to
the Aircraft During Launch" (Perkins Coie Docket No. 36761-8003US01); U.S.
Application No. , entitled "Methods and Apparatuses for Capturing and
Recovering Unmanned Aircraft, Including Extendable Capture Devices" (Perkins
Coie Docket No. 36761-8004US01); U.S. Application No. , entitled
"Methods and Apparatuses for Launching and Capturing Unmanned Aircraft,
Including a Combined Launch and Recovery System" (Perkins Coie Docket No.
36761-8005US01); U.S. Application No. , entitled "Methods and
Apparatuses for Capturing Unmanned Aircraft and Constraining Motion of the
Captured Aircraft" (Perkins Coie Docket No. 36761-8006US01); U.S. Application
No. , entitled "Methods and Apparatus for Capturing and Recovering
Unmanned Aircraft, Including a Cleat for Capturing Aircraft on a Line"
(Perkins Coie
Docket No. 36761-8007US01); U.S. Application No. , entitled "Methods
and Apparatuses for Launching, Capturing, and Storing Unmanned Aircraft,
Including a Container Having a Guide Structure for Aircraft Components"
(Perkins
Coie Docket No. 36761-8008US01); U.S. Application No. , entitled
"Methods and Apparatuses for Launching Unmanned Aircraft, Including Methods
and Apparatuses for Launching Aircraft with a Wedge Action" (Perkins Coie
Docket
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CA 02513507 2009-10-27
No. 36761-8012US01); and U.S. Application No. , entitled "Methods and
Apparatuses for Launching Unmanned Aircraft, Including Methods and Apparatuses
for Releasably Gripping Aircraft During Launch" (Perkins Coie Docket No. 36761-
8013US01).
TECHNICAL FIELD
The present disclosure describes methods and apparatuses for storing,
launching, and capturing unmanned aircraft.
BACKGROUND
Unmanned aircraft or air vehicles (UAVs) provide enhanced and economical
access to areas where manned flight operations are unacceptably costly and/or
dangerous. For example, unmanned aircraft outfitted with remotely controlled
cameras can perform a wide variety of surveillance missions, including
spotting
schools of fish for the fisheries industry, monitoring weather conditions,
providing
border patrols for national governments, and providing military surveillance
before,
during and/or after military operations.
Existing unmanned aircraft systems suffer from a variety of drawbacks. For
example, existing unmanned aircraft systems (which can include the aircraft
itself
along with launch devices, recovery devices, and storage devices) typically
require
substantial space. Accordingly, these systems can be difficult to install and
operate
in cramped quarters, such as the deck of a small fishing boat, land vehicle,
or other
craft. Another drawback with some existing unmanned aircraft is that, due to
small
size and low weight, they can be subjected to higher acceleration and
deceleration
forces than larger, manned air vehicles and can accordingly be prone to
damage,
particularly when manually handled during recovery and launch operations in
hostile
environments, such as a heaving ship deck. Yet another drawback with some
existing unmanned aircraft systems is that they may not be suitable for
recovering
aircraft in tight quarters, without causing damage to either the aircraft or
the platform
from which the aircraft is launched and/or recovered.
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BRIEF DESCRIPTION OF THE DRAWINGS
Figures 1 A-1 H illustrate an apparatus and process for storing and assembling
an unmanned aircraft prior to launch in accordance with an embodiment of the
invention.
Figure 2 is a partially schematic illustration of an apparatus configured to
both
launch and recover an unmanned aircraft in accordance with an embodiment of
the
invention.
Figures 3A-3B schematically illustrate an apparatus for providing acceleration
to launch an unmanned aircraft, and a corresponding deceleration of parts of
the
apparatus, which deceleration acts as a brake.
Figures 4A-4C schematically illustrate one type of energy source to provide
motive power to an apparatus for accelerating an unmanned aircraft and braking
moving components of the apparatus in accordance with an embodiment of the
invention.
Figures 5A-5E are partially schematic illustrations of an apparatus having at
least one movable link for launching an unmanned aircraft in accordance with
another embodiment of the invention.
Figures 6A-6B are partially schematic illustrations of an apparatus having a
movable link for launching an unmanned aircraft in accordance with another
embodiment of the invention.
Figures 6C-6F are partially schematic illustrations of a carriage having a
gripper arrangement for releasably carrying an unmanned aircraft in accordance
with
an embodiment of the invention.
Figures 6G illustrates an apparatus for launching an unmanned aircraft in
accordance with another embodiment of the invention.
Figures 7A-7C illustrate apparatuses for storing and/or launching multiple
unmanned aircraft in accordance with yet further embodiments of the invention.
Figures 8A-8B illustrate an apparatus configured to recover an unmanned
aircraft in accordance with an embodiment of the invention.
Figures 9A-9D illustrate a line capture device configured in accordance with
an embodiment of the invention.
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Figures 10A-10D are partially schematic illustrations of a portion of a
recovery
system, configured to recover an unmanned aircraft and control post-recovery
motion of the aircraft in accordance with an embodiment of the invention.
Figures 10E-10F are schematic illustrations of portions of recovery systems
configured to provide tension in a recovery line in accordance with further
embodiments of the invention.
Figures 11 A-11 G are partially schematic illustrations of a system and method
for securing and stowing an unmanned aircraft after capture in accordance with
an
embodiment of the invention.
Figures 12A-12E are partially schematic illustrations of a container and
method for disassembling and stowing an unmanned aircraft in accordance with
another embodiment of the invention.
Figures 13A-13F are partially schematic illustrations of aircraft
configurations
in accordance with further embodiments of the invention.
DETAILED DESCRIPTION
The present disclosure describes unmanned aircraft and corresponding
methods and apparatuses for launching and retrieving or recovering such
aircraft.
Included in the disclosure are methods and apparatuses for handling small
unmanned aircraft in a secure and efficient cycle from flight through
retrieval,
dismantling, storage, servicing, assembly, checkout, launch, and back to
flight.
Many specific details of certain embodiments of the invention are set forth in
the
following description and in Figures 1A-13F to provide a thorough
understanding of
these embodiments. One skilled in the art, however, will understand that the
present
invention may have additional embodiments, and that the invention may be
practiced
without several of the details described below. For example, many of the
aspects
described below in the context of launching, recovering, and storing unmanned
aircraft may be applicable as well to other self-propelled and/or projectile
airborne
devices.
In particular embodiments, aspects of the invention can enable and improve
handling of unmanned aircraft from retrieval to launch. They address the
problem of
vulnerability to damage during manual handling and storage, retrieval, and
launch
aboard ship or in a similarly confined space, and efficient operation of
multiple
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aircraft. Components of the invention can be used individually or together in
a
secure and efficient handling cycle. Aspects of the apparatuses and methods
can
include (1) compact storage; and (2) constrained motion. Accordingly,
embodiments
of the system can discourage freehanding of the unprotected aircraft, whole or
in
pieces, and instead can include provisions for dismantling, packing, and
assembling
the aircraft along prescribed paths, with the storage apparatus and its
interfaces with
the launch and retrieval apparatus shielding the aircraft from abuse.
The following description includes four sections, each focused on a particular
aspect of unmanned aircraft operation. Section 1 focuses on methods and
apparatuses for assembling unmanned aircraft, Section 2 focuses on methods and
apparatuses for launching unmanned aircraft, Section 3 focuses on methods and
apparatuses for retrieving unmanned aircraft, and Section 4 focuses on methods
and apparatuses for disassembling and stowing unmanned aircraft. Each of the
following Sections describes several embodiments of the corresponding
structures
and methods that are the focus of that Section. Overall systems in accordance
with
other embodiments of the invention can include any of a wide variety of
combinations and variations of the following embodiments.
1. Aircraft Assembly
Figures 1 A-1 H illustrate a method and apparatus for storing and assembling
an unmanned aircraft prior to launch, in accordance with an embodiment of the
invention. In anticipation of launch, a closed storage container as shown in
Figure
1A can be secured to a launch apparatus as shown in Figure 1G, thereby
establishing a secure workstand for assembly, and a path for constrained
motion of
the aircraft onto the launcher.
Beginning with Figure 1A, a stowage system 110 in accordance with one
aspect of this embodiment can include a container 111 (shown in phantom lines
in
Figure 1A) having one or more movable panels defining a volume in which an
unmanned aircraft 140 is stowed. The aircraft 140 can be carried on an
aircraft
support member, which can include a cradle 116, which is in turn supported by
a
movable dolly or car 117. The car 117 can be mounted on a rail 118 or another
controlled motion system for movement relative to the container 111, as
described in
greater detail below with reference to Figure 1G. In one aspect of this
embodiment,
the cradle 116 can be mounted to the car 117 with a jack 121 to move the
aircraft
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CA 02513507 2009-10-27
140 vertically relative to the container 111, as described in greater detail
below with
reference to Figure 1 B.
The container 111 can have a generally box-like shape and can include a
bottom 112 (which supports the rail 118), opposing ends 114 extending upwardly
from the bottom 112, and sides 115 positioned between the opposing ends 114. A
removable top 113 can seal the aircraft 140 within the container 111. In one
embodiment, the aircraft 140 can include a fuselage 141, an aft-mounted
propeller
148, and a wing stub 142. Wings 143 can be stowed against the sides 115 of the
container 111 and can be attached to the wing stub 142 as described in greater
detail below with reference to Figures 1 B-1 E. In other embodiments, the
aircraft 140
can have other configurations when stowed.
Referring now to Figure 1 B, the jack 121 can be activated to elevate the
aircraft 140 relative to the container 111. For example, in one embodiment,
the
aircraft 140 can be elevated at least until the wing stub 142 is positioned
above the
upper edges of the container sides 115. With the wing stub 142 in this
position, the
wings 143 can be aligned for attachment to the aircraft 140. Each wing 143 can
have a wing gripper 119 attached to it. As described in greater detail below,
the
wing grippers 119 can eliminate the need for the operator (not shown in
Figures 1A-
1 H) to have direct manual contact with the wings 143 during wing assembly.
Referring now to Figure 1C, a section 122 of one of the container sides 115
can be pivoted outwardly from the container 111 and slid aft, parallel to a
longitudinal axis L of the aircraft 140. This motion can position a
corresponding one
of the wings 143 proximate to the wing stub 142. In one aspect of this
embodiment,
the degrees to which the section 122 pivots outwardly and slides
longitudinally are
controlled by stops (not visible in Figure 1 C) positioned in the bottom 112
of the
container 111. Accordingly, the stops can orient the wing 143 for attachment
to the
wing stub 142 with precision. The overall motion of the section 122 relative
to the
container 111 is constrained by a guide structure (e.g., a pin of the section
122
received in a slot of the container). Accordingly, the section 122 moves along
a
constrained, section guide path.
Referring now to Figure ID, the wing 143 can be rotated upwardly (as
indicated by arrow R) until forward and aft spars 144 of the wing 143 are
aligned
with corresponding spar receptacles 145 in the wing stub 142. In one aspect of
this
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CA 02513507 2009-10-27
embodiment, the operator can rotate the wing 143 by engaging only the wing
gripper
119, reducing the likelihood for contaminating the wing surfaces with debris
and/or
damaging the wing surfaces. Once the spars 144 are aligned with the
corresponding spar receptacles 145, the operator can slide the wing gripper
119
along a track located on the inner surface of the section 122 of the container
111 to
insert the spars 144 into the corresponding spar receptacles 145, as indicated
by
arrow S. Accordingly, the motion of the wing gripper 119 is constrained to be
along
a gripper guide path. For purposes of illustration, communication lines (such
as
electrical cables) which run between the fuselage 141 and the wing 143 are not
shown in Figure 1 D. These lines can include sufficient extra length to allow
the wing
143 to be moved toward and away from the fuselage 141 during assembly and
disassembly, and take-up devices such as reels or spring-loaded loops to
adjust the
lines appropriately.
Referring now to Figure 1 E, the operator can lock the wing 143 relative to
the
wing stub 142 by removing a hatch 147 from the wing stub 142 and inserting
wing
retainers (not visible in Figure 1 E) which lock the spars 144 in firm
engagement with
the wing stub 142. The process described above with reference to Figures 113-
1E
can then be repeated for the other wing 143 to fully assemble the aircraft 140
in
preparation for launch. While the aircraft 140 is carried on the cradle 116,
it can be
serviced. For example, the aircraft 140 can be fueled and/or electrically
powered
prior to flight, de-fueled and/or powered down after flight, and can
receive/transmit
data before and/or after flight.
Figure 1 F shows the container 111 with the fully assembled aircraft 140
positioned in preparation for a controlled transfer of the aircraft 140 onto a
launch
system 125. In one embodiment, the forward end 114 of the container 111 can
then
be removed or pivoted out of the way to allow the aircraft 140 to slide onto
the
launch system 125, as described below with reference to Figure 1 G.
In one embodiment (shown in Figure 1G), an operator or motorized device
can slide the car 117, the cradle 116, and the aircraft 140 (as a unit)
relative to the
rail 118 to position the aircraft 140 on the launch system 125. In other
embodiments, the container 111 can include other arrangements for moving the
aircraft 140 into position for launch via the launch system 125. In any of
these
embodiments, the aircraft 140 can be moved from the container 111 to the
launch
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CA 02513507 2009-10-27
system 125 without unconstrained motion or manual handling of the aircraft
140.
For example, an operator can move the car 117 by grasping or engaging the
cradle
116 or the car 117 rather than the aircraft 140. In another embodiment, all of
the
motions made after securing the storage container to the launch apparatus can
be
fully automated.
As shown in Figure 1 H, the launch system 125 can include a launch carriage
126 which is moved into position to receive the aircraft 140 from the cradle
116. The
launch carriage 126 can releasably support the wings 143 (as shown in Figure 1
H)
or the fuselage 141, or other portions of the aircraft 140 during launch. In
any of
these embodiments, once the aircraft 140 is supported by the launch carriage
126,
the operator can retract the cradle 116 downwardly by activating the jack 121.
The
operator can then slide the car 117, with the retracted cradle 116, back along
the rail
118 into the container 111. The container 111 can then be moved away from the
launch system 125 so as not to interfere with the propeller 148 or any other
portion
of the aircraft 140.
2. Aircraft Launch
Figure 2 is a partially schematic, rear isometric illustration of an apparatus
100 that includes the aircraft 140 positioned on an aircraft handling system
103.
The aircraft handling system 103 can include an embodiment of the launch
system
125 (described briefly above) configured to launch the aircraft 140, and a
recovery
system 150 configured to recover the same aircraft 140 at the end of its
flight.
In one aspect of an embodiment shown in Figure 2, the launch system 125
can include a launch support member 128 that carries a launch track 130 having
two
launch rails 129. The launch system 125 can further include a launch carriage
126,
such as that described above with reference to Figure 1 H. In one embodiment,
the
launch carriage 126 can include two independent components, each of which
supports one of the wings 143 and each of which travels along one of the
launch
rails 129. In other embodiments, the launch carriage 126 can include a
generally
unitary structure that supports both wings 143 and travels along both launch
rails
129. In still further embodiments, the launch carriage 126 can support other
portions
of the aircraft 140, such as the fuselage 141. In yet another embodiment, only
one
launch rail can support the launch carriage 126. In any of these embodiments,
the
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carriage 126 can be propelled along the launch track 130 to launch the
aircraft 140,
as described below with reference to Figures 4A-6F.
In another aspect of an embodiment of the apparatus shown in Figure 2, the
recovery system 150 can be integrated with the launch system 125 to reduce the
overall volume occupied by these two systems. For example, in one particular
embodiment, the recovery system 150 can include an extendable (and
retractable)
boom 151 having a plurality of nested segments 152. An operator can extend the
nested segments 152 along a launch axis K defined by the launch track 130 to
retrieve the aircraft 140 after its flight. Further details of embodiments of
the
extendable boom 151 and its operation are described below with reference to
Figures 11A-11G.
Figure 3A is a partially schematic, side elevational view of a portion of the
apparatus 100 described above with reference to Figure 2, illustrating an
energy
reservoir 135 that provides power to and receives power from the launch
carriage
126. Accordingly, the energy reservoir 135 can accelerate the launch carriage
126
to launch the aircraft 140 and then absorb the kinetic energy of the launch
carriage
126 to slow it down. In one aspect of this embodiment, the energy reservoir
135 can
include a hydraulic cylinder, a spring, a pneumatic cylinder, an electric
motor, a
flywheel, a steam-powered apparatus, an explosive charge, and/or a weight (as
described below with respect to Figures 4A-4C). In another aspect of this
embodiment, the energy reservoir 135 is coupled to the launch carriage 126
with a
transmission 131. In a further aspect of this embodiment, the transmission 131
can
include a cable 133, a plurality of fixed pulleys 132 (shown as first, second,
and third
fixed pulleys 132a-c, respectively) and a plurality of traveling pulleys 134
(shown as
first and second traveling pulleys 134a-b, respectively) arranged in a block
and
tackle configuration. When the energy reservoir 135 moves the traveling
pulleys 134
aft (as indicated by arrow P), the carriage 126 and the aircraft 140
accelerate and
move forward (as indicated by arrow Q). In one aspect of this embodiment, the
energy reservoir 135 can be configured to provide a relatively high force with
a
relatively low acceleration over a relatively short distance, and the
transmission 131
can provide to the carriage 126 a relatively smaller force with a relatively
higher
acceleration over a relatively longer distance. For example, in one aspect of
an
embodiment shown in Figure 3A, the acceleration at the carriage 126 can be
about
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CA 02513507 2009-10-27
four times the acceleration of the traveling pulleys 134. In other
embodiments, the
apparatus 100 can include other block and tackle configurations or other
transmissions 131 that provide the same or different acceleration levels to
the
carriage 126. In any of these embodiments, the energy reservoir 135 and the
transmission 131 can be tailored to the aerodynamic characteristics of the
aircraft
140 to provide the aircraft 140 with an adequate takeoff velocity.
Figure 3B schematically illustrates the apparatus 100 with the energy
reservoir 135 activated to move the carriage 126 from a position aft of the
fixed
pulleys 132 to a position forward of the fixed pulleys 132. As the carriage
126
passes the first fixed pulley 132a and the cable 133 begins to engage the
second
fixed pulley 132b, the carriage 126 rapidly decelerates. At the same time, the
aircraft 140 continues forward to lift off the carriage 126 and become
airborne.
As the carriage 126 passes the first fixed pulley 132a, it also begins to
exert a
force on the energy reservoir 135 via the cable 133. One effect of this
coupling
between the carriage 126 and the energy reservoir 135 is that the carriage 126
rapidly decelerates. Accordingly, the apparatus 100 need not accommodate a
long
post-launch travel distance for the carriage 126. As a result, the apparatus
100 can
be more compact than some existing launch/recovery devices. Another effect is
that
the energy associated with decelerating the carriage 126 can be reversibly
absorbed
by the energy reservoir 135. Accordingly, the energy reservoir 135 can be
returned
partially to its pre-launch state and can accordingly be closer to a state of
readiness
for the next launch.
Figures 4A-4C schematically illustrate a particular embodiment of the
apparatus 100 for which the energy reservoir 135 includes a weight 436. Prior
to
launch, the weight 436 is positioned as shown in Figure 4A so that it has an
available potential energy determined by a height H. The weight is then
released,
accelerating the aircraft 140, as indicated by arrow Q. The acceleration
provided by
the falling weight 436 is completed when the weight 436 reaches its lower
limit. Just
before the weight 436 reaches its lower limit, the cable 133 passes from the
first
fixed pulley 132a to the second fixed pulley 132b, as shown in Figure 4B,
which
reverses the accelerating force on the carriage 126. The carriage 126
immediately
begins to decelerate, as shown in Figure 4C, releasing the aircraft 140 into
flight. As
the carriage 126 continues for some distance beyond the second fixed pulley
132b,
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CA 02513507 2009-10-27
it raises the weight 436 by some fraction of the height H. Prior to a
subsequent
launch operation, the weight 436 can be raised completely to the height H, and
the
carriage 126 can be moved to the position shown in Figure 4A for another
launch.
One feature of embodiments of the apparatus 100 described above with
reference to Figures 3A-4C is that the energy provided by the energy reservoir
135
can accelerate the aircraft 140 at a rapid rate. Accordingly, the aircraft 140
can be
accelerated to its lift-off speed without requiring a lengthy takeoff run. An
advantage
of this feature is that the apparatus 100 can be compact and suitable for
operation in
cramped quarters.
Another feature of an embodiment of the apparatus described above with
reference to Figures 3A-4C is that the energy reservoir 135 can be configured
to
absorb energy from the carriage 126 after the carriage 126 has released the
aircraft
140. In some cases, as described above, the energy reservoir 135 can
reversibly
regain a portion of the energy required to conduct a subsequent launch. An
advantage of this feature is that the time and energy required to ready the
apparatus
100 for a subsequent launch can be reduced. A further advantage of this
arrangement is that the apparatus 100 does not require a braking device
separate
from the energy reservoir 135.
Figures 5A-6F illustrate launch systems configured in accordance with further
embodiments of the invention. Beginning with Figure 5A, a launch system 525 in
accordance with one embodiment of the invention can include a base 530
carrying
two or more supports 529 (shown in Figure 5A as a first support 529a and a
second
support 529b). The base 530 can be configured to incline relative to the
ground (for
example, with a jack 539) to orient the aircraft 140 for launch. The base 530
can be
mounted to a vehicle, including a trailer or a boat, or to a fixed platform,
including a
building.
The launch system 525 can further include a first member 527 (e.g., a first
launch member 527) and a second member 528 (e.g., a second launch member
528), both of which support a carriage 526, which in turn carries the aircraft
140 via
a releasable gripper 520. At least one of the first member 527 and the second
member 528 is movable relative to the other. For example, in one embodiment,
the
first member 527 can be fixed relative to the base 530, and the second member
528
can be movable relative to the base 530. In other embodiments, the first and
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CA 02513507 2009-10-27
second members 527, 528 can have different arrangements. In any of these
embodiments, the movement of at least one of the first and second members 527,
528 can accelerate the carriage 526 to launch the aircraft 140, as described
in
greater detail below.
In one embodiment, the second member 528 can translate and/or rotate
relative to the first member 527. In a particular aspect of this embodiment,
the
motion of the second member 528 relative to the first member 527 can be
controlled
by a pin 532, which depends from the second member 528 and which is received
in
an elongated guide slot 531 of the support 529b. The motion of the second
member
528 can be further controlled by a block and tackle 533. In one embodiment,
the
block and tackle 533 can include a coupling line 535 attached to the second
member
528 at a first line attachment point 536a. The coupling line 535 passes
through a
series of pulleys 534a-534e to a second attachment point 536b, also on the
second
member 528. In other embodiments, the second member 528 can be supported
relative to the first member 527 in other arrangements.
In any of the embodiments described above, the carriage 526 can engage
both the first member 527 and the second member 528. For example, in one
embodiment, the first member 527 can include a first roller surface 537 (which
engages first wheels 524a of the carriage 526), and the second member 528 can
include a second roller surface 538 (which engages second wheels 524b of the
carriage 526). Carriage arms or links 523 can support the second wheels 524b
relative to the first wheels 524a.
In one embodiment, the second roller surface 538 can have a curved profile
to control the acceleration of the carriage 526. In other embodiments, the
second
roller surface 538 can have other shapes. In any of these embodiments, the
carriage 526 can travel (from left to right as shown in Figure 5A) along the
first roller
surface 537 while engaging the second surface roller surface 538. In a
particular
aspect of this embodiment, the second roller surface 538 an be inclined
relative to
the first roller surface 537 and can move in a wedge fashion, so as to force
the
carriage 526 from left to right to launch the aircraft 140.
In one embodiment, the force required to move the second member 528
relative to the first member 527 can be provided by an actuator 510. The
actuator
can be coupled with an actuator line 511 to the second member 528, after
passing
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around an actuator pulley 512. In one aspect of this embodiment, the actuator
510
can include a compressed gas cylinder, having a piston that retracts the
actuator line
511 to draw the second member 528 downwardly away from the first member 527,
as described in greater detail below with reference to Figure 5B. In other
embodiments, the actuator 510 can have other arrangements, such as a hydraulic
cylinder, a bungee, or a spring. In any of these embodiments, the actuator 510
can
move the second member 528 relative to the first member 527, forcing movement
of
the carriage 526 from left to right.
The launch system 525 can include a carriage return crank or winch 522
having a carriage return line 521 with a releasable trigger 522a connected to
the
carriage 526. The launch carriage 526 is held back in a pre-launch position by
the
carriage return line 521 while a launch force is applied to the launch
carriage 526.
The releasable trigger 522a is then disengaged, allowing the launch carriage
526 to
accelerate. The carriage return line 521 can be used to reset the carriage 526
after
launch, as described in greater detail below with reference to Figure 5B.
Figure 5B illustrates the launch system 525 after the carriage 526 has been
accelerated to launch the aircraft 140. In one aspect of this embodiment, the
actuator 510 has rapidly drawn the second member 528 downwardly in a manner
controlled by the block and tackle 533 and the pin 532 positioned in the slot
531. As
the second member 528 moves downwardly relative to the first member 527, the
carriage 526 is forced from left to right at a high rate of speed, until the
second
wheels 524b engage a braking portion 519 of the second roller surface 538.
Accordingly, the angle between the second roller surface 538 and the first
roller
surface 537 changes at the braking portion 519. At this point, the carriage
526
rapidly decelerates, while the gripper 520 releases, allowing the aircraft 140
to
continue forward as it is launched into flight.
Once the actuator 510 has moved the second member 528, it can be
effectively decoupled while an operator couples the carriage return line 521
to the
launch carriage and activates the carriage return crank 522 to return the
carriage
526 to the position shown in Figure 5A. For example, when the actuator 510
includes a gas powered piston, the volume of the cylinder in which the piston
moves
can be opened to atmospheric pressure so that the operator does not need to
compress the air within the cylinder when returning the carriage 526 to the
launch
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CA 02513507 2009-10-27
position. Once the carriage 526 has been returned to the position shown in
Figure
5A, the actuator 510 can be readied for the next launch, for example, by
charging
the cylinder in which the piston operates with a compressed gas. In other
embodiments, the energy of deceleration can be used to reversibly regain
energy to
be used during the next launch. In still further embodiments, the actuator 510
can
be recharged by the carriage return crank 522. As the carriage return crank
522 is
actuated, it can force the second member 528 to its original position as the
carriage
526 returns. This movement can also force the piston on the actuator 510 to
its
starting position and restore gas pressure in the actuator 510.
Figure 5C is a partially schematic illustration of a portion of the launch
system
525 illustrating the first member 527, along with the second member 528 (shown
in
its pre-launch configuration in solid lines and in its post-launch
configuration in
dashed lines). As shown in Figure 5C, the portion of the second member 528 to
which the coupling line 535 is attached can move by distance 3X, which is
three
times the distance X moved by the right most portion of the second member 528.
The wedge angle between the first member 527 and the second member 528
increases by translating and pivoting the second member 528 relative to the
first
member 527. By increasing the wedge angle during the launch process, the
carriage 526 is accelerated at a constant or nearly constant rate, even as the
force
from the actuator decreases near the end of the actuator's power stroke.
Figure 5D is a graph illustrating predicted acceleration and velocity values
for
a carriage 526 propelled by a launch system 525 in accordance with an
embodiment
of the invention. In one aspect of this embodiment, the launch system 525 can
provide a generally constant acceleration to the carriage 526, which
instantaneously
reverses (when the carriage 526 reaches the braking portion 519 described
above).
This acceleration profile can provide a generally uniform increase in
velocity, as is
also shown in Figure 5D, up to at least the take-off velocity of the aircraft
140. In
other embodiments, the carriage 526 can be propelled in manners that result in
different acceleration and velocity profiles.
Figure 5E is a partially schematic illustration of a launch system 525a
configured in accordance with another embodiment of the invention and having
many characteristics in common with the launch system 525 described above with
reference to Figures 5A-5C. In one aspect of this embodiment, the launch
system
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CA 02513507 2009-10-27
525a includes a first link 518a and a second link 518b coupled between the
first
member 527 and the second member 528, in lieu of the block and tackle 533 and
pin 532 arrangement described above. The motion of the second member 528
relative to the first member 527 can be generally similar to that described
above with
reference to Figures 5A and 5B, to provide acceleration and velocity profiles
generally similar to those described above with reference to Figure 5D.
Figures 6A-6B illustrate a launch system 625 configured in accordance with
still another embodiment of the invention. In one aspect of this embodiment,
the
launch system 625 can include a first member 627 coupled to a second member
628
at a pivot point 633. An actuator 610 can be coupled to the first member 627
and
the second member 628 with actuator rods 611 to force the first and second
members 627, 628 apart from each other in a transverse plane. A carriage 626
can
carry the aircraft 140 and can engage a first roller surface 637 of the first
member
627 with first wheels 624a. The carriage 626 can also engage a second roller
surface 638 of the second member 628 with second wheels 624b.
Referring now to Figure 6B, the actuator 610 can be activated to spread the
first member 627 and the second member 628 apart from each other, forcing the
carriage 626 from left to right. When the carriage 626 reaches braking
portions 619
of the first and second members 627, 628, it rapidly decelerates, causing a
gripper
620 to open (as indicated by arrows Y) while the aircraft 140 continues
forward and
is launched into flight. In other embodiments, the launch system 625 can have
other
arrangements.
One feature of embodiments of the launch systems described above with
reference to Figure 5A-6B is that the "wedge action" of the first and second
members relative to each other can rapidly accelerate the carriage (and
therefore
the aircraft 140) in a relatively short distance. An advantage of this
arrangement is
that the launch systems can be used in cramped quarters, including the deck of
a
fishing vessel or a towed trailer.
Another feature of embodiments of the launch systems described above is
that the wedge angle between the first and second members can increase as they
move relative to one another. This arrangement can provide a constant or
nearly
constant acceleration to the carriage (and the aircraft 140), even if the
force
provided by the actuator decreases near the end of the actuator's power
stroke. An
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CA 02513507 2009-10-27
advantage of this arrangement is that the aircraft 140 is less likely to be
subject to
sudden changes in acceleration, which can damage the aircraft 140.
Yet another feature of the launch systems described above with reference to
Figures 5A-6B is that at least one of the first and second members can include
a
braking portion which rapidly and safely decelerates the carriage carried by
the
launch system. An advantage of this feature is that the rail length required
for
deceleration can be short relative to that for acceleration, and the overall
length of
the system can be correspondingly limited. Further details of the manner in
which
the carriage releases the aircraft are described below with reference to
Figures 6C-
6F.
Another feature of the launch systems described above with reference to
Figures 5A-6B is that the number of components that move at high speed during
the
launch process is relatively small. For example, in a particular embodiment,
the only
rolling elements that are traveling at high speed are the carriage wheels, and
no high
speed pulleys are included. Accordingly, the potential losses associated with
components moving at high speed, including losses caused by ropes attached to
the
carriage suddenly accelerating and decelerating (e.g., "rope slurping") can be
reduced and/or eliminated.
Figures 6C-6F illustrate an arrangement for supporting the aircraft 140 during
launch, suitable for use with any of the launch systems described above. In
one
embodiment, shown in Figure 6C, the arrangement can include a carriage 626
having a gripper 620 which includes two gripper arms 618. Each gripper arm 618
can include a forward contact portion 617a and an aft contact portion 617b
configured to releasably engage the fuselage 141 of the aircraft 140.
Figure 6D is a front end view of the carriage 626 and the aircraft 140. As
shown in Figure 6D, each contact portion 617a can have a curved shape so as to
conform to the curved shape of the fuselage 141. Each gripper arm 618 can be
pivotably coupled to the carriage 626 to rotate about a pivot axis P. In one
aspect of
this embodiment, each pivot axis P is canted outwardly away from the vertical
by an
angle Z. As described in greater detail below, this arrangement can prevent
interference between the gripper arms 618 and the aircraft 140 as the aircraft
140 is
launched. In another aspect of this embodiment, the gripper arms 618 can pivot
to a
slightly over-center position to securely engage the fuselage 141 and to
resist
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CA 02513507 2009-10-27
ambient wind loads, gravity, propeller thrust (e.g., the maximum thrust
provided to
the aircraft 140), and other external transitory loads.
Figure 6E is a top plan view of the carriage 626 as it reaches the end of its
launch stroke. As the carriage 626 decelerates, the forward momentum of the
gripper arms 618 causes them to fling open by pivoting around the pivot axes
P, as
indicated by arrows M, which can overcome the over-center action described
above.
As the gripper arms 618 begin to open, the contact portions 617a, 617b begin
to
disengage from the aircraft 140.
Referring now to Figure 6F, the carriage 626 has come to a stop and the
gripper arms 618 have pivoted entirely away from the aircraft 140, allowing
the
aircraft 140 to become airborne. As shown in Figure 6F, the gripper arms 618
have
pivoted in a manner so as not to interfere with the fuselage 141, the wings
143 or
the propeller 148 of the aircraft 140. For example, as described above, the
gripper
arms 618 pivot about a canted pivot axis P. As a result, the gripper arms 618
can
rotate downwardly (as well as outwardly) away from the aircraft 140 as the
aircraft
140 takes flight.
One feature of an embodiment of the carriage 626 described above with
reference to Figures 6C-6F is that the gripper arms 618 can engage the
fuselage
141 of the aircraft 140. An advantage of this arrangement is that the gripping
action
provided by the gripper arms 618 can be distributed fore and aft over the
fuselage
141, thus distributing the gripping load. A further advantage of embodiments
of the
foregoing arrangement is that the gripper arms 618 can be configured to
quickly and
completely rotate out of the way of the aircraft 140 as the aircraft 140 takes
flight.
Still a further advantage of the foregoing arrangement is that no additional
hardware,
with associated weight and drag, need be provided to the aircraft 140 to allow
it to
be releasably carried by the carriage 626.
Figure 6G illustrates a launch system 625a configured in accordance with still
another embodiment of the invention. In one aspect of this embodiment, the
launch
system 625a can include a launch support member 128. A carriage 126 can carry
the aircraft 140 along the launch support member 128 for takeoff. The force
required to move the carriage 126 relative to the launch support member 128
can be
provided by one or more constant force springs 690 (six are shown in Figure 6G
as
springs 690a-690f). The springs 690 can be operatively coupled to the carriage
126
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CA 02513507 2009-10-27
to force movement of the carriage 126 from left to right. In the illustrated
embodiment, the springs 690a-690f are arranged in parallel. The number of
springs
690 required to provide the necessary launch force can be adjusted based on
specific operating conditions (e.g., the size of the aircraft 140, the length
of the
launch support member 128, and the local atmospheric conditions). Suitable
constant force springs are available from Vulcan Spring and Mfg. Company of
Telford, Pennsylvania. The launch system 625a can further include a carriage
return
crank or winch 522 (Figure 5A) which can operate as described above to return
the
carriage from a post-launch position to a pre-launch position.
In one aspect of this embodiment, the springs 690 provide a constant force to
the launch carriage 126. One advantage of using one or more constant force
springs is that the resulting launch distance is reduced. Furthermore, when
using a
constant force spring, the acceleration of the launch carriage can be constant
or
nearly constant during launch, which can reduce the stresses applied to the
aircraft
140. Another advantage of this arrangement is that the peak force on the
launch
system can be reduced by providing a constant force, which can in turn reduce
the
amount of structure (and therefore weight) required by the launch system.
In other embodiments, the apparatus can be configured to rapidly launch a
plurality of the aircraft 140. For example, as shown in Figure 7A, an
apparatus 700a
configured in accordance with an embodiment of the invention can include
multiple
containers 111 positioned proximate to a launch system 125. In one aspect of
this
embodiment, the containers 111 can be positioned in one or more container
groups
720 (shown in Figure 7A as a vertical container group 720a, a horizontal
container
group 720b, and a diagonal container group 720c). In one embodiment, a single
type of container group (e.g., a vertical container group 720a) can be
positioned
adjacent to a single launch system 125. In other embodiments, multiple
container
groups of different types can be positioned adjacent to a single launch system
125.
In any of these embodiments, the containers 111 within each container group
720
can be easily accessible to operators preparing the aircraft 140 within the
containers
111 for launch. Furthermore, the containers can be mechanically fed to the
launcher, and assembly and positioning for launch then completed automatically
as
previously discussed. Accordingly, multiple aircraft 140 can be rapidly
launched
from a single launch system 125. An advantage of this arrangement is that in
some
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CA 02513507 2009-10-27
circumstances, the targets toward which the aircraft 140 are launched extend
over a
wide territorial range, and/or change rapidly enough that a single aircraft
140 is
unable to provide suitable coverage. By rapidly launching multiple aircraft
140,
widely dispersed targets that change rapidly with time can more easily be
surveilled
or otherwise engaged.
In other embodiments, multiple launchers can be employed in combination
with multiple containers to quickly deploy a plurality of the aircraft 140.
For example,
referring now to Figure 7B, an apparatus 700b can include multiple aircraft
handling
systems 703b arranged vertically, and multiple container groups 720b, also
arranged
vertically. Each container group 720b can have horizontally grouped containers
111.
In another arrangement shown in Figure 7C, an apparatus 700c can include
horizontally spaced-apart aircraft handling systems 703c, each supplied with
aircraft
140 from containers 111 positioned in vertically stacked container groups
720a.
In any of the embodiments described above with reference to Figures 7A-7C,
the aircraft handling systems can be supplied with containers 111 via gravity
feed
systems, mechanical rollers, slides, or other mechanisms. In a further aspect
of
these embodiments, each container group can also be mobile, for example, by
placing stacks or rows of containers 111 on independently wheeled carriages,
or on
rails, skids, bearings, or floats. Accordingly, in still another aspect of
these
embodiments, the aircraft handling systems (in addition to the container
groups) can
also be mobile, for example, by positioning the aircraft handling systems on
independently wheeled carriages, rails, skids, bearings or floats. As
described
above, an advantage of any of these embodiments is that multiple aircraft 140
can
be deployed in rapid succession.
3. Vehicle Capture
Figures 8A-10F illustrate apparatuses and methods for capturing unmanned
aircraft (including the aircraft 140 described above) in accordance with
several
embodiments of the invention. Beginning with Figure 8A, the aircraft 140 can
be
captured by an aircraft handling system 803 positioned on a support platform
801.
In one embodiment, the support platform 801 can include a boat 802 or other
water
vessel. In other embodiments, the support platform 801 can include other
structures, including a building, a truck or other land vehicle, or an
airborne vehicle,
such as a balloon. In many of these embodiments, the aircraft handling system
803
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CA 02513507 2009-10-27
can be configured solely to retrieve the aircraft 140 or, as described above
with
reference to Figure 2, it can be configured to both launch and retrieve the
aircraft
140.
Referring now to Figure 8B, the aircraft handling system 803 can include a
recovery system 850 integrated with a launch system 825. In one aspect of this
embodiment, the recovery system 850 can include an extendable boom 851 having
a plurality of segments 852. The boom 851 can be mounted on a rotatable base
856 or turret for ease of positioning. The segments 852 are initially stowed
in a
nested or telescoping arrangement (generally similar to that described above
with
reference to Figure 2) and are then deployed to extend outwardly as shown in
Figure
8B. In other embodiments, the extendable boom 851 can have other arrangements,
such as a scissors arrangement, a parallel linkage arrangement or a knuckle
boom
arrangement. In any of these embodiments, the extendable boom 851 can include
a
recovery line 853 extended by gravity or other forces. In one embodiment, the
recovery line 853 can include 0.25 inch diameter polyester rope, and in other
embodiments, the recovery line 853 can include other materials and/or can have
other dimensions. In any of these embodiments, a spring or weight 854 at the
end
of the recovery line 853 can provide tension in the recovery line 853. The
aircraft
handling system 803 can also include a retrieval line 855 connected to the
weight
854 to aid in retrieving and controlling the motion of the weight 854 after
the aircraft
recovery operation has been completed. In another embodiment, a recovery line
853a can be suspended from one portion of the boom 851 and attachable to
another
point on the boom 851, in lieu of the recovery line 853 and the weight 854.
In one aspect of this embodiment, the end of the extendable boom 851 can
be positioned at an elevation E above the local surface (e.g., the water shown
in
Figure 8B), and a distance D away from the nearest vertical structure
projecting from
the local surface. In one aspect of this embodiment, the elevation E can be
about
15 meters and the distance D can be about 10 meters. In other embodiments, E
and D can have other values, depending upon the particular installation. For
example, in one particular embodiment, the elevation E can be about 17 meters
when the boom 851 is extended, and about 4 meters when the boom 851 is
retracted. The distance D can be about 8 meters when the boom 851 is extended,
and about 4 meters when the boom 851 is retracted. In a further particular
aspect of
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CA 02513507 2009-10-27
this embodiment, the boom 851 can be configured to carry both a vertical load
and a
lateral load via the recovery line. For example, in one embodiment, the boom
851
can be configured to capture an aircraft 140 having a weight of about 30
pounds,
and can be configured to withstand a side load of about 400 pounds,
corresponding
to the force of the impact between the aircraft 140 and the recovery line 853
with
appropriate factors of safety.
In any of the foregoing embodiments, the aircraft 140 is captured when it
flies
into the recovery line 853. Once captured, the aircraft 140 is suspended from
the
recovery line by the wing 143. Further details of apparatuses and methods for
capturing the aircraft 140 are described below with reference to Figures 9A-
10D.
Figure 9A is a partially schematic, isometric illustration of an outboard
portion
of the wing 143 and the winglet 146 of the aircraft 140 shown in Figure 8B. In
one
aspect of this embodiment, the wing 143 includes a leading edge 949 (which can
be
swept), an outboard edge 939, and a line capture device 960 positioned at the
outboard edge 939. In other embodiments, each wing 143 can include a plurality
of
line capture devices 960 located along the span of the wing 143. In any of
these
embodiments, the line capture device 960 can include a cleat 961 fixedly
attached to
the wing 143 that engages the recovery line 853 to releasably and securely
attach
the aircraft 140 to the recovery line 853. The cleat 961 can include a cleat
body
962, a cleat slot 963 positioned in the cleat body 962, and a gate or retainer
964
attached to the cleat body 962. As the aircraft 140 flies toward the recovery
line 853
(as indicated by arrow A), the recovery line 853 strikes the wing leading edge
949
and causes the aircraft to yaw toward the recovery line 853, which then slides
outboard along the leading edge 949 toward the line capture device 960 (as
indicated by arrow B). The recovery line 853 then passes into the cleat slot
963 and
is retained in the cleat slot 963 by the retainer 964, as described in greater
detail
below with reference to Figures 9B-9C. In other embodiments, the retainer 964
can
be eliminated and the recovery line 853 can still be securely pinched in the
cleat slot
963.
If the aircraft 140 is not properly aligned with the recovery line 853 during
its
approach, the recovery line 853 may strike the line capture device 960 instead
of the
leading edge 949. In one embodiment, the cleat body 962 includes a cleat
leading
edge 969 which is swept aft so as to deflect the recovery line 853 away from
the
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CA 02513507 2009-10-27
aircraft 140. This can prevent fouling of the line 853 and can reduce the
yawing
moment imparted to the aircraft 140, allowing the aircraft 140 to recover from
the
missed capture and to return for another capture attempt.
Figure 9B is an enlarged, isometric illustration of a portion of the wing 143
and the line capture device 960 described above with reference to Figure 9A.
As
described above with reference to Figure 9A, the recovery line 853 travels
outboard
along the wing leading edge 949 to position the recovery line 853 at the cleat
slot
963 of the line capture device 960. In one aspect of this embodiment, the
retainer
964 of the cleat 961 includes two or more closure arms 965 (two are shown in
Figure
9B as a first closure arm 965a and a second closure arm 965b) that extend over
the
cleat slot 963. The retainer 964 is pivotally mounted to the cleat body 962 at
a pivot
joint 968, and is forced toward a closed position (shown in Figure 9B) by a
spring
967. As the recovery line 853 strikes the first closure arm 965a from outside
the
cleat slot 963, the force on the first closure arm 965a forces the retainer
964 to
rotate about the pivot joint 968 (as indicated by arrow C) to an open
position,
allowing the recovery line 853 to move into the cleat slot 963. The recovery
line 853
continues through the cleat slot 963, allowing the retainer 964 to begin
closing as it
passes the first closure arm 965a. The recovery line 853 then strikes the
second
closure arm 965b to force the retainer 964 back open again, and then travels
further
in the slot 963. In one aspect of this embodiment, the slot 963 (which can be
tapered) has a width that is less than a diameter of the recovery line 853.
Accordingly, the recovery line 853 can be pinched in the slot 963 as the
recovery line
853 travels outboard and aft, securing the aircraft 140 to the recovery line
853. The
momentum of the aircraft 140 relative to the recovery line 853 provides the
impetus
to securely engage the recovery line 853 with the line capture device 960.
As described above, the retainer 964 can include a first closure arm 965a and
a second closure arm 965b. One advantage of a retainer 964 having a first
closure
arm 965a and a second closure arm 965b is that, if the relative velocity
between the
recovery line 853 and the aircraft 140 is insufficient to cause the recovery
line 853 to
travel to the end of the cleat slot 963, the retainer 964 can close around the
recovery
line 853, with the recovery line 853 positioned between the first closure arm
965a,
and the second closure arm 965b. Accordingly, this arrangement can arrest and
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CA 02513507 2009-10-27
secure the aircraft 140 even though the recovery line 853 has a relatively low
outboard and aft velocity component relative to the capture device 960.
Another advantage of the foregoing features, as shown in Figure 9C is that,
as the aircraft 140 is captured on the recovery line 853, the recovery line
853 may
twist so as to form a looping portion 953. The retainer 964 can prevent the
recovery
line 853 from passing out of the cleat slot 963, even if the recovery line 853
experiences forces inboard and forward relative to the capture device 960. The
recovery line 853, secured in the cleat slot 963, also serves to resist
further opening
of the retainer 964. Furthermore, without the closure arms 965, tension on the
end
of a loop 953 could pull the recovery line 853 free of the cleat slot 963. The
closure
arms 965 can prevent this by admitting only one diameter of the recovery line
853.
Figure 9D is a partially schematic, isometric illustration of a portion of a
wing
143 of the aircraft 140 with a line capture device 960d positioned at the
outboard
edge 939 of the wing 143 in accordance with another embodiment of the
invention.
In one aspect of this embodiment, the line capture device 960d includes a
cleat body
962 and a retainer 964d having two cleat arms 965c, 965d that pivot
independently
relative to the cleat slot 963. Each cleat arm 965c, 965d is pivotally mounted
to the
cleat body 962 at a corresponding pivot joint 968c, 968d, and is forced toward
a
closed position by a corresponding spring 967c, 967d. The individual cleat
arms
965c, 965d can provide generally the same function as the cleat arms 965a,
965b
described above with respect to Figures 9B-9C, e.g., to consistently and
securely
capture the recovery line 853.
Figures 1OA-10D illustrate a method and apparatus for further securing the
aircraft 140 after it is attached to the recovery line 853. Referring first to
Figure 10A,
an aircraft handling system 1003 in accordance with an embodiment of the
invention
can include a hoist device 1080 coupled to the recovery line 853. The recovery
line
853 can pass over a series of pulleys 956, shown in Figure 10A as a first
pulley
956a, a second pulley 956b and a third pulley 956c. The recovery line 853 can
also
pass through a restraining device 1070 operatively coupled to the extendable
boom
1051.
The hoist device 1080 can include a spring 1085 or other forcing mechanism
(including a weight, a hydraulic or pneumatic actuator, or an electric motor)
coupled
to the recovery line 853 in a deployable or triggerable manner that allows the
spring
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CA 02513507 2009-10-27
1085 to take up the recovery line 853. The hoist device 1080 can also include
a
damper (not shown in Figure 10A) to smooth out the action of the spring 1085.
In
one aspect of this embodiment, the hoist device 1080 can include a release
mechanism 1081 configured to activate the spring 1085. In a further aspect of
this
embodiment, the release mechanism 1081 can include a release link 1082 coupled
to the recovery line 853. The release link 1082 can include a trigger 1083
received
in a corresponding trigger receptacle 1084. The trigger receptacle 1084 is
positioned at an interface between the spring 1085 and the recovery line 853.
Before the aircraft 140 strikes the recovery line 853, the trigger 1083 can be
engaged with the trigger receptacle 1084, so that the spring 1085 does not act
on
the recovery line 853.
Referring now to Figure 10B, as the aircraft 140 strikes and engages with the
recovery line 853, it imparts a vertical force on the release link 1082 (as
indicated by
arrow C), causing the trigger 1083 to pull out of the trigger receptacle 1084,
as
indicated by arrow D. Accordingly, in this embodiment, the trigger 1083 is
activated
when a threshold extension or travel of the recovery line 853 is exceeded. In
other
embodiments, the trigger 1083 can be activated by other mechanisms, for
example,
when a threshold tension in the recovery line 853 is exceeded.
Referring next to Figure 10C, once the trigger 1083 has been released from
the trigger receptacle 1084, the spring 1085 begins to exert a force
(indicated by
arrow F) on the recovery line 853. Concurrently, the aircraft 140 may be
swinging
from side to side as it is suspended from the recovery line 853, thus exerting
a
centrifugal force on the recovery line 853. The force F exerted by the spring
1085
on the recovery line 853 compensates for the weight of the aircraft 140
hanging on
the recovery line 853 and the centrifugal force caused by the aircraft
swinging on the
line after capture. As shown in Figure 10D, the spring 1085 can draw the
recovery
line 853 around the pulleys 956 to reduce the line length between the first
pulley
956a and the aircraft 140. As the spring 1085 acts, it hoists the aircraft 140
up
toward the restraining device 1070 at the end of the extendable boom 1051. The
spring 1085 can be sized so as not to exert so much force on the recovery line
853
that the aircraft 140 strikes the restraining device 1070 with excessive force
and
damages the aircraft 140.
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CA 02513507 2009-10-27
The restraining device 1070 is configured to releasably engage a portion of
the aircraft 140, thus stabilizing the aircraft 140 after it is hoisted up by
the recovery
line 853 to the extendable boom 1051. In one embodiment, the restraining
device
1070 can include a piece of pipe operatively connected to the end of the boom
1051. In other embodiments, the restraining device 1070 can include both
active
and passive devices to engage and restrain at least a portion of the aircraft
140,
including an innertube apparatus configured to surround at least a portion of
the
aircraft 140, a plurality of cushions configured to "sandwich" the aircraft
140, or an
umbrella which softly closes around the aircraft 140. In other embodiments,
the
restraining device can have other arrangements, or the restraining device may
be
omitted.
If, after the aircraft 140 is caught and substantially decelerated, it is
allowed to
swing freely on the recovery line 853 (in response to wind or motion of the
boom
1051) then it may be damaged by collision with structures in the swing space
including (when the boom 1051 is carried by a ship) the ship's mast and deck.
The
vulnerability of the aircraft 140 to damage can be much reduced by hoisting
the
recovery line 853 such that the line capture device 960 (Figures 9A-9B) or
nearby
surfaces of the aircraft 140 are pulled firmly against the restraining device
1070 or a
stiff object attached to the boom 1051. The aircraft's freedom to swing is
thereby
much reduced. Firm contact between the aircraft 140 and the boom 1051 can be
maintained as the aircraft 140 is lowered, for example, by articulation of the
boom
1051 or by translation on a trolley. When sufficiently close to the deck, the
aircraft
140 can be securely removed from the recovery line 853 and stowed.
Figures IOE-10F are schematic illustrations of apparatuses for providing
tension in the recovery line 853 before, during, and after aircraft capture.
Referring
first to Figure 10E, the recovery line 853 can pass over a series of pulleys
1056,
shown as a first pulley 1056a and a second pulley 1056b. In another aspect of
this
embodiment, the recovery line 853 can be operatively coupled to a first
axially
resilient member 1086 and a second axially resilient member 1087. The first
and
second axially resilient members 1086, 1087 can provide tension in the
recovery line
853 before the aircraft (not shown) intercepts the recovery line at a location
between
the first pulley 1056a and the second pulley 1056b. In one embodiment, the
axially
resilient members 1086, 1087 can include a spring or other forcing mechanism
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CA 02513507 2009-10-27
(including a weight, a hydraulic or pneumatic actuator, or an electric motor)
coupled
to the recovery line 853. In another aspect of this embodiment, a damper 1089
can
be operatively coupled to the recovery line 853 in parallel or in series with
at least
one of the axially resilient members 1086, 1087 to smooth out the action of
the
axially resilient members 1086, 1087. In another embodiment, the axially
resilient
members 1086, 1087 can be omitted and the recovery line 853 can be operatively
coupled to only the damper 1089. In this embodiment, the damper 1089 provides
only a drag force on the recovery line 853.
Referring next to Figure 10F, in another embodiment, the recovery line 853
can be operatively coupled to a weight 854 and an axially resilient member
1086 to
provide tension in the line. In one embodiment, the axially resilient member
1086
can include a constant force spring similar to the constant force spring 690
described above with respect to Figure 6G.
An advantage of the foregoing arrangements is that the aircraft 140 can be
less likely to swing about in an uncontrolled manner (e.g., when acted on by
the
wind) during subsequent portions of the recovery operation. Accordingly, the
aircraft
140 will be less likely to become damaged by inadvertent contact with the
ground,
water, or the support platform from which the aircraft handling system 1003
extends.
The aircraft will also be less likely to damage surrounding structures. In
other
embodiments, the boom 1051 can also be elevated as or after the recovery line
853
is taken up, to keep the aircraft 140 clear of surrounding structures.
4. Vehicle Disassembly and Stowage
Figures 11A-11G illustrate a method for removing the aircraft 140 from the
recovery line 853 and further securing and disassembling the aircraft 140.
Figure
11A is an isometric view of the aircraft 140 suspended from the extendable
boom
1051, which is in turn carried by the boat 802 or other support platform. As
shown in
Figure 11A, the motion of the aircraft 140 has been arrested and the aircraft
140 has
been hoisted to the end of the boom 1051. Referring now to Figure 11 B, the
boom
1051 can be retracted (as indicated by arrow G), by nesting the segments 1052
of
the boom 1051. The aircraft 140 is accordingly brought closer to the boat 802
or
other support platform while its motion is constrained (e.g., by the
restraining device
1070). For purposes of illustration, the portion of the recovery line 853
below the
aircraft 140 is not shown in Figures 11 B-11 E.
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Referring next to Figure 11C, the boom 1051 can then be swiveled (as
indicated by arrow J) to align one of the wings 143 of the aircraft 140 with a
securement hook 1190 positioned on a deck 1104 of the boat 802. In one aspect
of
this embodiment, the securement hook 1190 can engage the line capture device
960 at the end of the wing 143, and in other embodiments, the securement hook
1190 can engage other portions of the aircraft 140. In any of these
embodiments,
the securement hook 1190 can be positioned proximate to a bracket 1191 that
includes a cradle 116 connected to a container bottom 112. As described in
greater
detail below with reference to Figures 11 D-G, the bracket 1191 can be movable
to
position the cradle 116 proximate to the aircraft 140 in preparation for
stowage.
Figure 11 D is an aft isometric view of the aircraft 140 releasably suspended
between the retracted boom 1051 and the securement hook 1190 in accordance
with an embodiment of the invention. The bracket 1191 can be mounted to the
deck
1104 such that the cradle 116 is positioned properly for receiving the
fuselage 141 of
the aircraft 140. In one aspect of this embodiment, the aircraft 140 can be
engaged
with the cradle 116 by lowering the boom 1051 until the fuselage 141 rests in
the
cradle 116. In another embodiment, the bracket 1191 can be pivotably coupled
to
the deck 1104 at a pair of pivot joints 1192. Accordingly (referring now to
Figure
11 E), the bracket 1191 (with the container floor 112 and the cradle 116
attached)
can be rotated upwardly as indicated by arrow K to engage the cradle 116 with
the
fuselage 141. An operator can then secure clamps 1193 around the fuselage 141
to
firmly and releasably attach the aircraft 140 to the cradle 116.
Referring now to Figure 11 F, the operator can detach the two wings 143 from
the extendable boom 1051 and the securement hook 1190, respectively. The wings
143 can then be detached from the aircraft 140. In a further aspect of this
embodiment, the removed wings 143 can be stowed on the container floor 112
adjacent to the fuselage 141 of the aircraft 140.
Referring now to Figure 11 G, the bracket 1191 can be rotated downwardly as
indicated by arrow I until the container bottom 112 rests on the deck 1104.
The
aircraft 140 (not visible in Figure 11 G) can then be completely enclosed by
adding
ends 114, sides 115, and a top 113 to the container bottom 112, forming a
protective
sealed container 111 around the aircraft 140.
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In another embodiment, illustrated schematically in Figures 12A-12E, the
aircraft 140 can be disassembled and stowed in a manner that is generally the
reverse of the method described above with reference to Figures 1A-1E.
Accordingly, (referring first to Figure 12A), the aircraft 140 can be attached
to the
cradle 116, with the container 111 fully assembled except for the container
top 113
(not shown in Figure 12A). The wing retainers (which connect the wings 143 to
the
wing stub 142) can be accessed for removal by opening the hatch 147 positioned
in
the wing stub 142. As shown in Figure 12B, an operator can detach the wing 143
from the wing stub 142 by translating and rotating the container section 122
to
engage the gripper 119 with the wing 143. The operator can then slide the
gripper
119 along a track on the inner surface of the container section 122 to
withdraw the
spars 144 from the spar receptacles 145, and to fully release the wing 143
from the
rest of the aircraft 140. The wing 143 can then be folded downwardly against
the
inner surface of the container section 122, as shown in Figure 12C, and the
container section 122 can be pivoted back into position as shown in Figure
12D.
The foregoing steps can be repeated for the other wing 143 to complete the
disassembly of the aircraft 140. In one aspect of this embodiment, the wings
143
can be offset longitudinally from each other when stowed so that the stowed
winglets
146 (if long enough) do not interfere with each other within the container
111.
Referring now to Figure 12E, the cradle 116 can be lowered into the container
111
and the top 113 placed on the container 111 to complete the stowage operation.
The above-described process can be fully automated following the initial
attachment of the aircraft 140 to the cradle 116 by the addition of actuators.
Referring to Figure 12B, in an exemplary embodiment an actuator 1202 (shown
schematically) can move the container section 122 relative to the rest of the
container 111. Actuator 1204 (shown schematically) can move the gripper 119
relative to the container section 122. Further actuators (not shown) can move
other
portions of the container 111 and/or aircraft 140. This process can operate in
reverse order to fully automate the aircraft assembly process, as described
above
with respect to Figures 1A-1 E.
One feature of embodiments of the apparatuses and methods described
above for securing and stowing the aircraft 140 is that at least one portion
of the
container can move relative to the aircraft for disassembly of at least
portions of the
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aircraft. This can limit the amount of unconstrained or freehand handling that
an
operator must undertake when stowing the aircraft 140. An advantage of this
feature is that the likelihood for inadvertently damaging the aircraft 140 as
it is being
secured and stowed can be reduced when compared with existing manual
techniques for securing and stowing such aircraft. Another advantage of this
feature
is that the potential risk to people and nearby objects can be reduced. A
system in
accordance with an embodiment of the invention can provide for a secure and
efficient cycle from flight through retrieval, dismantling, storing,
servicing, assembly,
checkout, launch, and back to flight and can include (a) a storage and
assembly
apparatus (such as a container); (b) means for supporting the storage and
assembly
apparatus at a station positioned for retrieval of the aircraft; (c) means for
attaching
the assembled aircraft to the storage and assembly apparatus; (d) means for
controllably dismantling the aircraft and storing dismantled components of the
aircraft within the storage and assembly apparatus; (e) means for servicing
the
aircraft within the container, including for example, means for transferring
fuel and
electrical power to the aircraft, and data to and/or from the aircraft; (f)
means for
supporting the storage and assembly apparatus at least proximate to a launch
apparatus; (g) means for controlled assembly of the aircraft; and (h) means
for
controlled transfer of the aircraft to the launch apparatus such that the
aircraft is
available for launching.
In other embodiments, the systems and methods described above with
reference to Figures 1A-12E can be used in conjunction with aircraft having
configurations different than those described above. For example, in one
embodiment shown in Figure 13A, an aircraft 140a can include generally unswept
wings 143a. In another embodiment shown in Figure 13B, an aircraft 140b can
include forward swept wings 143b. Line capture devices on the wings 143b can
be
installed toward the wing roots. In still another embodiment shown in Figure
13C, an
aircraft 140c can include delta wings 143c.
In still further embodiments, the aircraft can have propulsion systems that
are
different than, and/or are arranged differently than, those described above
with
reference to Figures 1A-12E. For example, as shown in Figure 13D, an aircraft
140d can include a nose-mounted propeller 148d. In an embodiment shown in
Figure 13E, an aircraft 140e can include twin propellers 148e, each mounted to
one
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of the wings 143. In still another embodiment shown in Figure 13F, an aircraft
140f
can include jet engines 1348 mounted to the wings 143. In still further
embodiments, the aircraft can have other configurations, while remaining
compatible
with some or all of the systems and methods described above for storing,
launching,
and capturing the aircraft.
From the foregoing, it will be appreciated that specific embodiments of the
invention have been described herein for purposes of illustration, but that
various
modifications may be made without deviating from the spirit and scope of the
invention. For example, the systems described above can be used to store,
launch
and recover aircraft having arrangements different than those described above.
In
other embodiments, these systems can handle projectiles or other airborne
devices.
Accordingly, the invention is not limited except as by the appended claims.
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