Note: Descriptions are shown in the official language in which they were submitted.
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METHOD AND APPARATUS FOR LIGHTER-THAN-AIR AIRSHIP WITH
IMPROVED STRUCTURE AND DELIVERY SYSTEM
BACKGROUND
Technical field of the Subject Technology
[0001] The subject technology relates generally to the fields of
lighter-than-air airship
design, transportation of payloads, and beam form transmission and signal
relay. The subject
technology includes an airship incorporating an improved structural design and
systems,
methods and apparatus for operating said airship from a single location that
can be physically
separated in response to a catastrophic event, or when autonomous or remotely
piloted
operation is desired. An improved means is also provided for landing and
unloading cargo,
and through use of unmanned aerial vehicles (UAVs) in another one preferred
embodiment,
such airship is specially designed to efficiently pick up, transport, deliver
and effect the return
of payloads from a remote point of origin to where such payloads are desired,
alternatively
serving as a communications platform for beam form transmission and signal
relay, or a
combination of these uses. The disclosure has particular utility for picking
up, transporting
and delivering package goods manufactured in remote locations to individual
consumer
locations such as personal residences and offices, and will be described in
connection with
such utility; although other utilities, including mining, other commercial and
military utilities
are contemplated.
Description of the Prior Art
[0002] Lighter-than-air airships are well known in the art. A
rigid or semi-rigid airship or
dirigible is a steerable airship with a structural framework that maintains
the shape of the
airship and carries its structural loads, and with the lift provided by
inflating one or multiple
interior bags or compartments with a lighter-than-air gas such as hydrogen or
helium.
Historically, such airships have employed a keel similar to that of a boat,
which acted as a
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sort of spine that, in conjunction with interior cables and/or trusses, helped
to maintain the
airship's shape and supported a gondola and engines. As an improvement over
this historical
approach, Applicant's earlier patent application Serial No. 13/855,923, filed
on April 3, 2013,
now U.S. Patent Number 9,102,391 (the '391 patent) disclosed, among other
things, an
exoskeleton comprised of equilateral triangles formed by equal length spokes
and equal sized
hubs with six spokes terminating at each hub forming a set of hexagons. This
set of
connected hexagons ¨ each comprised of six equilateral triangles ¨ formed the
3-dimensional
shape of the airship by allowing various spokes to flex to different radii.
Applicant's
subsequent patent application Serial No. 15/351,759, filed November 15, 2016,
now U.S.
Patent 10,308,340 (the '340 patent), disclosed among other things, attaching a
plurality of
solar cells to the surface of the airship to produce electrical energy for
various purposes; and
Applicant's further patent application Serial No. 15/962,475, filed on April
25, 2018, now
U.S. Patent 10,589,969 (the '969 patent), disclosed among other things, a
system and method
for transporting, loading and unloading freight from the hull of an airship
using a transport
vehicle, crane or rail. Applicant's earlier patent application Serial No.
12/290,453, filed on
October 29, 2008, now U.S. Patent Number 8,336,810 (the '810 patent) disclosed
a system
and method for using the airship to transport green hydrogen from locations
where it was
most economic to produce to locations where it was most needed and, among
other things, a
proprietary docking system for an airship comprising a single launched
projectile and landing
site line-receiving device adapted to receive and tether the airship to a pole
higher than at
least half the diameter of the airship that can be equipped with a gimble on
its top, thereby
enabling it to swivel to any angle.
[0003] These previously issued patents, along with other prior
art, describe the need for
developing an improved method for transporting hydrogen gas and alternative
payloads from
locations where these are produced to locations where there is a market
demand. As noted
above, Applicant's '391 patent describes an airship exoskeleton constructed of
equal length
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spokes and identical hubs, with such equal length spokes terminating at each
hub to form a
set of hexagrams. However, such earlier design of connected hexagrams
comprised of
equilateral triangles based on equal length spokes to form the three-
dimensional shape is
limiting and, without modification, cannot sufficiently accommodate the slope
and
circumference changes of the three-dimensional shape of airship 101 merely by
allowing
various spokes to flex to different radii. Similarly, Applicant's earlier
disclosures are
extended and improved through the instant disclosure.
[0004] Two of the best-known dirigibles are the Graf Zeppelin and
the Hindenburg. The
Graf Zeppelin operated commercially from 1928 to 1937, making 590 flights
including 144
ocean crossings and traveling over one million miles without incident.
Nevertheless, based on
the 1937 Hindenburg disaster, the most commonly cited concern regarding an
airship
initiative, and particularly one that may seek to use hydrogen as a lifting
gas, is safety.
Various aspects of the subject technology directly enhance the safety of an
airship and,
among other things, are necessary to overcome longstanding problems in the
prior art
including but not limited to cargo-offloading without the airship becoming too
light for save
operation.
[0005] However, from a commercial perspective, various other
issues have precluded
airships from competing successfully with conventional aircraft, trains and
ships, including the
disproportionately larger number of crew members required to operate such
airships for a
given payload of freight or passengers they are able to accommodate; failures
in the structural
integrity of the airships, particularly in certain adverse weather conditions;
and the high cost
and reduced lifting capacity when seeking to use helium as a lifting gas.
Applicant's earlier
patent applications provide improved systems and methods that seek to overcome
such
limitations of the prior art, including through employing geodesic design
principles in the
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exoskeleton to produce greater structural integrity with reduced weight,
providing superior
aerodynamic characteristics, and enabling faster cruising speeds.
100061 Several prior art disclosures have proposed appending
oversized gondola-like
structures as a cargo compartment below a conventional airship and utilizing
such appended
structures to store goods and launch autonomous aerial vehicles (UAVs) for
item delivery.
These proposals of the prior art include, among others, Amazon Technologies,
Inc.'s
disclosure of an airborne fulfillment center utilizing UAVs for item delivery,
disclosed in
application Serial No. 14/580,046, filed on December 22, 2014, now U.S. Patent
No.
9,305,280 (the '280 patent); and Walmart Apollo LLC's application Serial No.
15/427,277,
filed on February 8, 2017, claiming benefit from Provisional Application No.
62/294,748,
filed on February 12, 2016, on a fulfillment center utilizing unmanned
aircraft systems
(UASs) for item delivery, now U.S. Patent No. 10,647,402 (the '402 patent).
[0007] Fundamentally, such disclosures of the prior art seek to
benefit from a number of
well-known characteristics of lighter-than-air airships, and in particular the
"free lift"
provided by the lower density than ambient air of a lighter-than-air gas such
as hydrogen or
helium; the prospect for remaining in a relatively geo-synchronous location
for extended
periods, if so desired; and the capability to perform vertical take-off and
landing (VTOL),
thereby enabling such airships to fly their payload from a point of origin
such as a factory in a
remote location directly to a distribution center (and through UAVs or UASs,
directly to a
final destination such as a plurality of personal residences and businesses).
Persons of
ordinary skill will recognize that such attributes result in the potential for
airships to avoid
exceedingly crowded and inefficient port facilities, airports and the need for
multiple
intermodal transfers, handling steps and ground-based facilities; and thereby
the prospect of
minimizing delays and reducing costs to the extent that an airship can
overcome the problems
of the prior art.
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SUMMARY OF THE SUBJECT TECHNOLOGY
[0008] In at least one aspect, the subject technology relates to
an airship containing a
lighter-than-air gas. The airship includes an exoskeleton defined by a
plurality of spokes of
varying length and a plurality of hubs, each spoke coupled, at opposing ends,
to one of the
hubs. Each hub is coupled to six spokes. The spokes are connected to the hubs
to form
isosceles triangles between adjacent spokes. A skin is coupled to the
exoskeleton and defines
an exterior of the airship.
[0009] In some embodiments, the airship can have an elliptical
shape. The exoskeleton
can have a plurality of regions including a front region, a rear region, and
one or more central
regions between the front region and the rear region. A diameter of the front
and rear regions
can be, in each case, less than a diameter of the one or more central regions.
In some
embodiments, each isosceles triangle includes two spokes of the same length
extending
lengthwise substantially along a length of the airship and one spoke of a
different length
running lengthwise along a circumference of the airship. In some cases, the
isosceles
triangles form rings along the circumference of the airship, the length of the
spokes in each
ring decreasing in successive rings as the rings become further from a center
of the airship
and closer to ends of the airship. The length of the spokes in each ring can
decrease in
successive rings by approximately 2 inches as the rings become further from
the center and
closer to ends of the airship. In some cases, the rings in the one or more
central regions
comprise a greater number of isosceles triangles formed by spokes than rings
in either the
front or rear regions. In some embodiments, the rings in the one or more
central regions
include 48 isosceles triangles, the rings in the front region include 12
isosceles triangles, the
rings in the rear region include 12 isosceles triangles, and the exoskeleton
has a first
intermediate region between the front region and the one or more central
regions and a
second intermediate region between the rear region and the central region,
each such
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intermediate region including 24 isosceles triangles. In some cases, each
spoke that is running
lengthwise along a circumference of the airship is connected, via a connection
to a hub on
opposing ends, to a spoke of the same length running along the circumference
of the airship.
100101 In some embodiments, the spokes are defined by tubular
walls, each spoke having
an identical diameter and wall thickness. The hubs can each include six
cylindrically shaped
inserts extending outwardly from a center portion, each insert seated within
the tubular wall
of a corresponding spoke to couple said hub to said spoke. In some cases, each
hub has six
separate multi-pronged sockets extending from the center portion of the hub.
Each insert can
have a protrusion at a first end adjacent to the center portion of the hub.
Each protrusion can
be seated within, and hingedly connected to, one of the multi-pronged sockets
to hingedlv
connect the insert to the hub. In some embodiments, each multi-pronged socket
includes three
prongs and each protrusion includes two prongs.
[0011] In some embodiments, the spokes are carbon fiber and
defined by tubular walls
having a wall thickness of substantially 0.125 inches. In some cases, the skin
is defined by
curvilinear panels coupled to the hubs using a plurality of connector
protrusions. Each
curvilinear panel can include a plurality of connector protrusions and each
hub can include a
center opening. One or more connector protrusion can be seated within one or
more of the
center openings to couple one of the curvilinear panels to the exoskeleton. In
some cases,
each curvilinear panel includes a plurality of molded protrusions having a
semi-cylindrical
shape. The one or more molded protrusions can engage one or more of the spokes
to couple
one of the curvilinear panels to the exoskeleton. In some cases, at least one
of the curvilinear
panels can include a thin film solar collection cell embedded therein.
100121 In some embodiments, the skin is bonded aramid fiber coated
with
polytetrafluoroethylene (PTFE). In some embodiments, the airship includes a
nose cone
coupled to the exoskeleton to define a front end of the airship. The nose cone
can contain a
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pilot cabin from which the airship can be controlled. In some cases, the nose
cone can be
selectively decoupled from the airship. In some embodiments, the nose cone is
configured to
be selectively decoupled from the airship via explosive bolts that decouple
said nose cone
from the exoskeleton.
[0013] In some embodiments, the exoskeleton of the airship forms
an elliptical shape. The
airship can include a pointed front end coupled to the exoskeleton and a
pointed rear end
coupled to the exoskeleton. In some cases, the airship can include a plurality
of cameras
positioned to view an exterior environment of the airship from different
positions, the
cameras configured to generate image data. A display screen can be configured
to generate a
virtual model of the surrounding environment based on the image data.
[0014] In some embodiments, the airship includes a cargo storage
area located within the
exoskeleton. In some cases, at least one curvilinear panel is configured to
act as a door,
selectively opening to provide a pathway between the cargo storage area and an
exterior
environment and closing to seal the pathway. In some embodiments, a plurality
of unmanned
aerial vehicles (UAVs) are configured to transport a payload, said payload
being at least one
of the following: a package or parcel, a person, telecommunications equipment,
or remote
monitoring equipment. In some cases, the UAVs can be powered by compressed or
liquid
hydrogen. In some embodiments, the UAVs are configured to communicate with a
beacon,
the beacon designating a destination, to deliver or from which to retrieve
cargo at the
destination. In some cases, one or more of the UAVs include a camera, said one
or more
UAVs configured to capture a photographic image of a package delivery. In some
cases, one
or more of the UAVs include a barcode scanner, said one or more UAVs
configured to scan a
barcode on the payload with said barcode scanner.
[0015] In some embodiments, the airship includes communications
equipment configured
to retransmit a plurality of signals, said signals being at least one of the
following: a cellular
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signal; or a satellite signal. In some cases, the airship is further
configured to remain in a
relatively stationary position within transmission range of an area and the
communications
equipment is configured to retransmit the signals to communications devices in
the area. The
communications equipment can include an operational platform configured to
perform
intelligence, surveillance, and reconnaissance (ISR) duties.
[0016] In at least one aspect, the subject technology relates to
an airship and system for
landing the airship. The airship contains lighter-than-air gas and has an
exoskeleton defined
by a plurality of spokes of varying length and a plurality of hubs, each spoke
coupled, at
opposing ends, to one of the hubs. Each hub is coupled to six spokes. The
spokes are
connected to the hubs to form isosceles triangles between adjacent spokes. The
airship
includes a skin coupled to the exoskeleton and defining an exterior of the
airship. The airship
also includes at least two tie-down cables, each tie-down cable having a first
end physically
connected to said exoskeleton. A cradle is configured to hold the airship, the
cradle having at
least two anchor points. Each tie-down cable includes a second end, opposite
the first end, the
second ends configured to attach the tie-down cables to the anchor points to
secure the airship
to said cradle. In some cases, the airship is further configured with at least
two guide-wire
cables, each guide-wire cable being connected at one end to a tie-down cable
and at the other
end to a pilot locator. The pilot locator can be one of the following: a
projectile that is
attracted electromagnetically to an anchor point, an autonomous drone that is
drawn to a
homing beacon at an anchor point, or a remotely controlled drone. Once each
pilot locator
has located the appropriate anchor point, the guide-wire directs the second
end of each tie-
down cable to said anchor point. In some cases, the cradle has wheels and is
situated on a
track that permits the airship, once secured to said cradle, to be moved. In
some
embodiments, the cradle is positioned on a turntable structure, the turntable
structure
configured to rotate to point the airship in a direction of on-coming wind
during landing or
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takeoff of the airship. In some cases, rotation of the turntable structure is
automated to
account for the direction of on-coming wind and each tie-down cable is
configured to be
pulled through its respective anchor point by a winch. In some cases, a
gangway can be
included, the gangway configured to extend from or to the airship to load or
unload cargo
when the airship is secured to the cradle. In some cases, when the airship is
secured to the
cradle, the gangway and cradle can preclude the airship from ascending.
100171 In at least one aspect, the subject technology relates to a
method of delivering
cargo using an airship. The airship is provided, the airship containing a
lighter-than air gas.
The airship includes an exoskeleton defined by a plurality of spokes of
varying length and a
plurality of hubs, each spoke coupled, at opposing ends, to one of the
plurality of hubs. Each
hub is coupled to six spokes and the spokes are connected to the hubs to form
isosceles
triangles between adjacent spokes. The airship also includes a skin coupled to
the exoskeleton
and defining an exterior of the airship, the skin being defined by a plurality
of curvilinear
panels. A cargo storage area is located within the exoskeleton. The method
includes
identifying at least one delivery destination and delivering cargo to the at
least one
destination. In some cases, the airship includes at least two tie-down cables,
each tie-down
cable having a first end physically connected to the exoskeleton. The method
can include
providing a cradle, the cradle comprising at least two anchor points
configured to connect to
the tie-down cables to secure the airship. The method can include causing the
airship to
descend into the cradle by releasing or re-compressing lifting gas. A second
end of the at
least two tie-down cables is then secured to anchor points, the second ends
being opposite
respective first ends. Cargo is removed from the storage area and also loaded
into the storage
area.
[0018] In some embodiments, a turntable platform is provided, the
turntable platform
configured to hold both the cradle and the airship. Prior to causing the
airship to descend into
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the cradle, the turntable platform is rotated so that the cradle is oriented
to point in a direction
of on-coming wind. In some embodiments, the airship includes a display screen
and a control
unit configured to control the airship. The control unit controls the airship
based, at least in
part, on algorithms, the algorithms accounting for operating conditions,
including one or
more of the following: a compression, release, or recompression of lifting
gas; an amount of
thrust and orientation of engines of the airship; and a relative position of
the airship to a
destination. The method further includes using the display screen, by the
pilot, to deliver
commands to the control system to land the airship at the destination. The
control system can
employ the algorithms to: effect release valves and compression systems to
release or
recompress lift gas at a rate calculated for safe descent of the airship;
effect engine
positioning systems to adjust a direction of each engine to an orientation
calculated for safe
descent of the airship; effect the engines to adjust the thrust of each engine
to a speed
calculated for safe descent of the airship; and communicate with the turntable
platform to
rotate the turntable platform so the cradle points in a direction of on-coming
wind.
[0019] In at least one aspect, the subject technology relates to a
method of delivering
goods using an airship. The airship is provided, the airship containing a
lighter-than-air gas.
The airship has an exoskeleton defined by a plurality of spokes of varying
length and a
plurality of hubs, each spoke coupled, at opposing ends, to one of the
plurality of hubs. Each
hub is coupled to six spokes and the spokes are connected to the hubs to form
isosceles
triangles between adjacent spokes. The airship includes a skin coupled to the
exoskeleton and
defining an exterior of the airship, the skin being defined by a plurality of
curvilinear panels.
The airship includes a cargo storage area located within the exoskeleton and a
plurality of
unmanned aerial vehicles (UAVs) configured to transport cargo. The method
includes
identifying at least one delivery destination and delivering, by the UAVs,
cargo to the at least
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one destination. In some embodiments, the UAVs deliver cargo to the at least
one destination
using a global positioning system and destination coordinates.
[0020] In some embodiments, the airship includes a display screen
and a control unit for
controlling the UAVs. In some cases, delivering cargo by the UAVs can include
controlling
the UAVs using the display screen and control unit. In some cases, after
delivering cargo at
the at least one destination with the UAVs, the method includes flying back to
the airship, by
the UAVs, and docking within the cargo storage area. In some embodiments,
after delivering
cargo at the at least one destination with the UAVs, the method includes
flying the UAVs to a
first additional location, retrieving a package from the first additional
location, and delivering
the package to a second additional location. In some cases, the method
includes opening at
least one of the curvilinear panels and directing one of the UAVs through an
open curvilinear
panel to enter or exit the airship.
[0021] In at least one aspect, the subject technology includes a
method of delivering goods
using an airship. The airship is provided, the airship containing a lighter-
than-air gas. The
airship includes an exoskeleton defined by a plurality of spokes of varying
length and a
plurality of hubs, each spoke coupled, at opposing ends, to one of the
plurality of hubs. Each
hub is coupled to six spokes of the plurality of spokes and the spokes are
connected to the
hubs to form isosceles triangles between adjacent spokes. The airship includes
a skin coupled
to the exoskeleton and defining an exterior of the airship, the skin being
defined by a plurality
of curvilinear panels. The airship includes a cargo storage area located
within the exoskeleton
and a plurality of unmanned aerial vehicles (UAVs) configured to transport
cargo. The
method includes identifying at least one retrieval destination and retrieving,
by the UAVs,
cargo at the at least one retrieval destination. In some cases the method
includes directing the
at least one UAV, by a beacon, to the at least one retrieval destination. The
beacon can be
configured to pulse a signal identifiable by the UAV for directing the UAV.
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[0022] In at least one aspect, the subject technology relates to a
method of retransmitting
wireless signals using an airship. The method includes providing the airship,
the airship
containing a lighter-than-air gas. The airship includes an exoskeleton defined
by a plurality of
spokes of varying length and a plurality of hubs, each spoke coupled, at
opposing ends, to
one of the plurality of hubs. Each hub is coupled to six spokes and the spokes
are connected
to the hubs to form isosceles triangles between adjacent spokes. The airship
includes a skin
coupled to the exoskeleton and defining an exterior of the airship, the skin
being defined by a
plurality of curvilinear panels. The airship also includes communications
equipment
configured to retransmit the wireless signals. The method includes positioning
the airship
within wireless transmission range of an area with poor wireless signal
coverage and
retransmitting the wireless signals, with the communications equipment, to the
area.
[0023] In some embodiments, the method includes providing one or
more of the following
within the area by retransmitting the wireless signals: high-speed Internet;
telephone services;
televisual services; and global positioning systems services. In some
embodiments, the
method includes setting a travel route for the airship and identifying at
least one area with
poor wireless signal coverage within the travel route. The wireless signals
can be
retransmitted when the airship is within wireless transmission range of the at
least one area
with poor wireless signal coverage within the travel route.
[0024] In some embodiments, the method includes, as the airship
leaves wireless
transmission range of one of the areas with poor wireless signal coverage,
identifying a
second airship approaching wireless transmission range of said area with poor
wireless signal
coverage. Then, after the second airship is within wireless transmission range
of said area
with poor wireless signal coverage, the wireless signal is retransmitted with
the second
airship. The method can include providing a plurality of unmanned aerial
vehicles (UAVs)
configured to transport cargo and to retransmit the wireless signals. The
method can then
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further include retransmitting, by the UAVs, the wireless signals within the
area with poor
wireless signal coverage.
BRIEF DESCRIPTION OF THE DRAWINGS
[0025] FIG. 1 depicts a lighter-than-air airship in accordance
with the principles of this
disclosure.
[0026] FIG. 2 is a perspective view of the nose cone of the
lighter-than-air airship
structure for use in one preferred embodiment of the subject technology.
100271 FIG. 3 depicts an interior view of the upper portion of
said nose cone, showing the
optional location for the pilots to operate the airship and the location of a
display screen that
enables the pilots to view from one location all key elements of said airship.
[0028] FIG. 4(a) through FIG. 4(c) depict the exoskeleton of the
airship and means for
attaching its skin and solar panels. FIG. 4(a) depicts the improved identical
hubs and variable
length spokes design used to construct the exoskeleton of the airship. FIG.
4(b) and FIG. 4(c)
depict optional means for attaching the airship skin to said hubs and spokes,
respectively.
[0029] FIG. 5(a) and FIG. 5(b) depict the exoskeleton constructed
using the principles of
the subject technology.
[0030] FIG. 6 is a view similar to FIG. 2, illustrating the nose
cone during vertical descent
after said nose cone has been decoupled from the exoskeleton and following
deployment of
one or more safety parachutes.
[0031] FIG. 7(a) depicts the prior art for locating and tethering
an airship at a landing site.
FIG. 7(b) depicts an alternative method of directing an airship to a landing
location and
tethering said airship to two or more anchor points in accordance with the
principles of the
subject disclosure.
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[0032] FIG. 8(a) depicts an optional preferred method for mooring
an airship using a
cradle; and FIG. 8(b) illustrates use of an optional turntable to point the
cradle into the wind,
enabling the airship to land and take-off in varying wind conditions and yet
be moved into a
fixed hanger using tracks and a tug.
100331 FIG. 9(a) through FIG. 9(c) summarize the prior art in
utilizing the gondola of a
lighter-than-air airship as an aerial warehouse for storage and as a launchpad
for package
delivery by UAVs, UASs, or the like.
[0034] FIG. 10(a) and FIG. 10(b) depict an improved design for
incorporating unmanned
aerial vehicles for picking up, delivering and effecting the return of payload
from a remote
point of origin to where such payload is needed, and as a communications
platform for beam
form transmission and satellite signal relay.
[0035] While implementations are described herein by way of
example, those skilled in
the art will recognize that the implementations are not limited to the
examples or drawings
described. It should be understood that the drawings and detailed description
thereto are not
intended to limit implementations to the particular form disclosed but, on the
contrary, the
intention is to cover all modifications, equivalents and alternatives falling
within the spirit
and scope as defined by the appended claims. As used throughout this
application, the word
"may" is used in a permissive sense (i.e., meaning having the potential to)
rather than the
mandatory sense (i.e., meaning must). Similarly, the words "include,"
"including," and
"includes" mean including, but not limited to. Additionally, as used herein,
the terms
"coupled" or "attached" may refer to two or more components connected
together, whether
that connection is permanent (e.g., welded or glued) or temporary (e.g.,
bolted, held by a pin,
held in place by friction or tension, or through pairing), direct or indirect
(i.e., through an
intermediary), mechanical, chemical, optical or electrical.
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DETAILED DESCRIPTION OF THE DRAWINGS
[0036] The subject disclosure describes improvements over the
prior art, including the
exoskeleton structure of an airship; the method for transporting, loading and
unloading
freight from the hull of an airship; the means of locating and tethering the
airship to ground-
based operations and to provide added safely and enable superior operability.
In this regard,
the instant disclosure provides an airship with an improved hub and spoke
structure to enable
variable length spokes to flex to different radii in addition to different
slopes and material
changes in the airship's circumference along its surface to enable use of
tubes that preferably
have the same diameter and hub structures that in a preferred embodiment are
identical, and
thereby to provide substantial production and cost efficiencies and
simultaneously produce
superior strength over the prior art for dirigible design.
[0037] The present disclosure also includes, in one preferred
embodiment, a prefabricated
nose cone, optionally including a pilot's cabin that may be closed and
pressurized and/or that
may be physically separated from the rest of the exoskeleton in response to a
catastrophic
event or for autonomous and/or remotely piloted operation. The present
disclosure also
integrates in one alternative preferred embodiment the use of unmanned aerial
vehicles to
assist in the pick-up, transport and delivery of goods and other payload; and
in yet a further
alternative embodiment integrates communications equipment into a system that
is used both
to assist in accurate and timely pick-up and delivery of such payload as well
as, in an optional
embodiment, for beam forming and satellite retransmission service.
[0038] These and other aspects of the subject technology are
disclosed through use of the
following illustrative figures:
[0039] FIG. 1 depicts a lighter-than-air airship 101 in accordance
with the principles of the
subject technology. In one preferred embodiment, such airship 101 includes
optional solar panels
1102 and is 1000' in length between nose 103 and tail 104; and has a 150'
diameter at midpoint
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105. In alternative embodiments, longer or shorter length airships 101 may be
used while
adhering to the principles of this disclosure, as may different relative
proportions of the length
to diameter at the midline, provided that it is deemed preferable that the
shape will result in
laminar flow of air over the outer surface of said airship 101 and thereby
minimize its
coefficient of drag. Such attributes enable airship 101 to travel at a higher
speed while
minimizing the amount of energy required for forward thrust; and along with
the greater
interior volume achieved through use of an exoskeleton to maximize the
available area for
holding a lighter-than-air gas such as hydrogen or helium to provide lift, the
combination of
these attributes represent highly desirable criteria in producing an improved
airship structure. In
addition, use of an interior cargo area rather than an appended gondola
structure enables airship
101 to transport oversized cargo including parts for windmills, airline and
spacecraft
assemblies, bulk automobile deliveries, and electrolyzer and fuel cell units.
[0040] FIG. 2 includes an illustration of nose cone 201 containing
in one preferred
embodiment cockpit cabin 202 located therein and showing, for illustrative
purposes only, an
average height person standing several feet behind two seated pilots in said
cockpit cabin
202. In such one preferred embodiment of airship 101, nose cone 201 is
approximately 40
feet long, and at its widest end is approximately 25 feet in diameter,
although different
dimensions may be used without departing from the principles of the subject
disclosure. In a
preferred embodiment of airship 101, the diameter of nose cone 201 at its
largest end
corresponds to the diameter at the narrowest point of exoskeleton 203, which
is constructed
of the improved hub and spoke structure employing variable length tubular
spokes that, in a
preferred embodiment, have the same inside and outside diameter, and hub
structures that are
preferably identical, each as more particularly described with respect to FIG.
4A, below.
[0041] In one preferred embodiment, the crash safety of such
prefabricated nose cone 201
will be provided by the geometry of said component and incorporation of joints
and
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structures known to result in lateral and torsional rigidity based on their
ability to absorb
impact energy as used when constructing the driver compartment in high
performance race
cars. In another preferred embodiment of the subject technology, at the
connection points
such as junction points 204, where exoskeleton 203 attaches to said nose cone
201, said
junction points 204 may utilize explosive bolts to enable nose cone 201 to
break away from
the rest of airship 101, which may be useful to protect the lives of the crew
members in the
instance of a catastrophic failure of the airship, as more fully described
with respect to FIG. 6,
below.
[0042] Nose cone 201 is in one preferred embodiment fabricated
from a lightweight
composite material or metal such as aluminum or titanium whose mechanical
properties
contribute to the safety of its occupants while simultaneously minimizing the
overall weight
of airship 101. In yet another preferred embodiment, nose cone 201 includes
one or multiple
reinforced glass or acrylic windows 205, providing visibility for the pilot
and members of the
airship crew to use in navigating airship 101, preferably in combination with
various real-
time images from remote cameras and other controls as more particularly
described with
respect to FIG. 3, below.
[0043] Said exoskeleton 203 is constructed using variable length
tubular ribs or spokes
206, that preferably are fabricated or extruded with an identical wall
thickness and outside
diameter; and terminate in numerous preferably identical hubs 207, except in
those instances
when the number of such triangles comprising the circumference of airship 101
changes (as
more particularly described with respect to FIGS. 5(a)-(b) below) and at
junction points 204
where exoskeleton 203 attaches to nose cone 201 (and an optional tail cone).
Each such
preferably identical hub 207 is used to join six spokes 206 in a hexagon
structure, whose
basic structural unit is a triangle that, as more particularly described with
respect to FIG. 4(a)
through FIG. 4(c), is as close as possible to being an equilateral triangle
(meaning that all
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three spokes 206 are exactly equal in length and all three angles are each 60
). The hexagons
made from such triangles are joined together to form the structural shape of
airship 101, to
which outer skin 208 is attached, resulting in airship 101 having greater
structural integrity
than airships of the prior art.
100441 In another one preferred embodiment, junction points 204
where exoskeleton
structure 203 is attached to nose cone 201 may employ exploding bolts that are
triggered in the
event of a catastrophic event to physically separate said nose cone 201 from
the balance of
airship 101. In another optional embodiment, cable 209 provides additional
lateral rigidity of
airship 101, connecting nose cone 201 to the optional tail cone (not
illustrated). In this
optional embodiment, such preferably multistrand cable 209 runs the full
length of airship
101 and may be adjusted (e.g., tightened or loosened) to affect its lateral
rigidity, and may be
rapidly decoupled along with exploding bolts are points 204 to allow for
separation of nose
cone 201 in response to a catastrophic event.
[0045] Turning next to FIG. 3, an illustration is provided of the
interior of cockpit cabin
202 comprising in one preferred embodiment the upper approximately half of
said nose cone
201 that in one optional embodiment may be closed and pressurized. Floor 301
is provided
to enable one or more average height adults to comfortably stand at the rear
of such cabin
202, and to have visibility through rear windows 205. Optionally, this space,
as well as the
lower approximately half of nose cone 201 (not illustrated) may be used for
restrooms,
sleeping accommodations, electronics equipment and supplies. Sufficient room
is preferably
provided for two pilots to sit, each having at least partial visibility
forward and to each side
through front windows 205.
[0046] Persons of ordinary skill in the art of airships will
readily understand that it is
impossible from any vantage point for a pilot to have direct line-of-sight
visibility in all six
directions given the sheer size of the airship. For this reason, and to
provide visibility to all
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critical operating components and relevant instrument readings, a display
screen 302 (which
can be a large electronic display screen or panel, or multiple smaller
screens, panels or
screen-within-a-screen displays) is, in one preferred embodiment of airship
101, located
directly in front of the pilots. The surface of such display screen 302 may be
flat or
curvilinear in shape, and the images may in such preferred embodiment
incorporate 3D
visualizations, augmented reality enhancements, heads-up displayed data and
pre-
programmed reference information and images, to increase the utility of real-
time images
displayed thereon.
[0047] Through the use of remote cameras, such display screen 302
will afford airship 101
pilots with unrestricted visibility forward and backward. In addition, from
various vantage
points along the length of the airship, visibility will be provided above and
below airship 101,
as well as to both its left and right side. By way of non-limiting example,
such real-time
images may be enhanced with direction of travel, airship 101 orientation,
ground speed, and
information identifying and designating the distance from physical objects
shown in the line
of sight, as well as a computer-generated plot of the path airship 101 should
take to avoid
approaching obstacles, or to circumnavigate weather conditions with certainty
that might
threaten its operation. 3D images and composite visualizations comprised of
real-time and
stored images also may be used to help facilitate maneuvering airship 101, and
as references
for real-time observed conditions.
[0048] In another preferred embodiment, display screen 302 will
also enable airship 101
pilots to see real-time remote camera views of all its critical operating
components, including
by way of non-limiting example, the individual ballonets, compressors,
engines, fuel storage
tanks, and fuel cells (if any). Such images may be augmented with operating
data such as
temperature, pressure, gas velocity, compression rate, power level, percentage
of expected
performance, acceptable ranges, out-of-bounds warnings and safety alerts.
Display screen
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302 may also show graphical representations of one or more flight instruments
such as an
artificial horizon, altimeter, directional gyroscope, horizontal situation
indicator, wind
direction, or the like.
[0049] These images and information can be used by said pilots in
controlling airship 101
through the use of touchscreen controls on such display screen 302; a wheel,
mouse, mouse
pad, control stick or the like 303 (not shown); and/or various controllers
located on control
panel console 304, which will in turn enable turning, actuating control
surfaces in the tail,
tilting and/or adjusting the thrust of the engines, inflating or deflating the
ballonets to
respectively effect an increase or decrease in lift, and the like. Moreover,
in yet another one
preferred embodiment, through the use of artificial intelligence (AI), some of
such maneuvers
including landing logistics as more particularly described with reference to
FIGS. 7 and 8,
below, may be pre-programmed. By way of a non-limiting example, the pilot's
indicated
desire to turn airship 101 left by 20 and to descend slowly towards a
selected destination
point may be translated through AT into the appropriate adjustments in the
level of power and
rotation of its engines, gradually deflating the front left ballonet at a
faster rate than the
others, and correspondingly actuating the appropriate aileron position; and in
the foregoing
illustrative example, display screen 302 may reflect the estimated altitude,
ground speed and
time that airship 101 will reach the indicated destination.
[0050] The use of airship 101 for carrying a payload such as
freight provides a useful
additional non-limiting illustration of the relevance of such control systems
incorporating AT
and augmented reality, as well as the utility of real-time video display
screen 302 in one
preferred embodiment of the subject technology. In a preferred embodiment,
airship 101 is
maintained neutrally buoyant at all times, both while it is "on the ground"
(generally meaning
that it is within a few feet of touching the ground) as well as when it is in
flight. Even to the
extent that airship 101 is purposely made heavier than air, for example so
that it will securely
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rest on a ground-based cradle or gantry as described with respect to FIGS.
8(a)-(b), it may be
desirable that a portion of its overall weight be lifted by an appropriate
amount of lighter-than
air gas.
[0051] As persons of ordinary skill in the art will readily
understand, as payload is loaded
onto airship 101 and later when it is removed in bulk containers or in direct
deliveries to end-
users as described with regard to FIGS. 10(a)-(b), different amounts of lift
gas are required to
maintain such neutral buoyancy (or maximum controlled weight) condition.
Accordingly,
such payload must be accurately weighed; and to maintain neutral buoyancy the
net increase
or decrease in cargo weight must be taken into account when adjusting the
correct amount of
lift gas. Similar incremental adjustments in the quantity of lift gas required
for airship 101 to
maintain neutral buoyancy must be made as a transportation fuel such as bio-
diesel or
aviation gas is consumed during transit or in the case of fuel cells, as water
is produced as a
by-product from gaseous or liquid hydrogen being consumed. In a preferred
embodiment of
airship 101, such calculations are made using such AT system to adjust
operating components
such as compressors, ballonets, venting lines, and the like in response to a
crew member's
decision to load or unload freight, as part of a pre-programmed landing
routine, or to change
altitude or ground speed thereby changing the speed that fuel is consumed.
100521 In an optional embodiment, cockpit cabin 202 may be
windowless and be
configured in such a manner to immerse the pilots in a three-dimensional
universe, at the
center of the action to create the sensation of total immersion by the pilot
and thereby
increase efficacy and safety.
[0053] In addition to being used for controlling airship 101, in
one preferred embodiment
such control systems and display screen 302 may be selectively used to control
one or
multiple unmanned aerial vehicles used to locate and tether the airship as
described with
respect to FIGS. 7(a)-(b), and/or to effect payload delivery or pickup as more
particularly
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described with respect to FIGS. 10(a)-(b), below. Moreover, utilizing
principles that are well
known with respect to the control of drone aircraft, in one optional
embodiment, these
controls systems and displays may be used to remotely control airship 101 from
a site that is
physically located in a ground station which transmits digitally telemetered
command signals
to airship 101 (or one or more selected UAVs). And in yet another optional
embodiment,
these control systems enable airship 101 and/or UAVs to operate autonomously
based on
their respective pre-programmed instructions, or to be changed from autonomous
to a
remotely piloted vehicle (RPV) mode, or vice-versa, in response to certain
conditions or
selection commands.
[0054] The foregoing described controls and displays will
materially improve the pilots'
perception of outside conditions and provide ready access to see key operating
components of
airship 101, thereby resulting in greater safety, less vulnerability to
problematic weather
conditions, and reductions in the number of crew members who, in the case of
airships of the
prior art, were required to directly observe such conditions and make
adjustments that can be
addressed in an improved airship design from a single location that can be
physically
separated from airship 101, if and as desired.
[0055] In one preferred embodiment, behind display screen 302 (and
thereby concealed
from view in FIG. 3) the remaining forward portion of nose cone 201 is the
location of the
antenna and avionics package for airship 101, as well as the forward-facing
camera used to
provide selected ones of the aforementioned real-time video images. As noted
above,
electronic equipment, including computers, data storage devices, instruments,
telemetry,
additional display panels and communications equipment, may be located below
floor 301
and/or in the rear portion of cockpit cabin 202, where this equipment can be
readily
accessible in the event it requires attention by a member of the flight crew
of airship 101.
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[0056] Turning now to FIGS. 4(a) - 4(c). therein FIG. 4(a)
provides a detailed view of the
hub and spoke system used in the improved design of exoskeleton 203 of airship
101 in one
preferred embodiment of the subject technology. In order to distribute the
skeletal stresses
when airship 101 hovers, ascends to altitude, descends, on- and off-loads
payload, and makes
turns, such exoskeleton 203 is constructed of spokes 206 that are preferably
equal in diameter
and wall thickness, and hubs 207, that are all preferably identical. As shown
therein, variable
length spokes 206 terminate at each hub 207 to form a set of hexagrams
comprised, as nearly
as possible, of six equilateral triangles. This set of connected hexagrams
forms the three-
dimensional shape of airship 101 by allowing spokes 206 to flex to different
radii and adjust
to different lengths to produce the slope and desired circumference at each
point along the
surface of airship 101. Based on the principles of the subject technology,
this novel
combination will maximize the strength of airship 101 using a minimum amount
of structure,
and thereby minimize the weight of airship 101 and maximize its available
payload capacity.
In addition, use in a preferred embodiment of identical hubs 207 and equal
diameter and
thickness spokes 206 will result in the ability to achieve mass production
economies in the
fabrication of such components, thereby minimizing the cost of constructing
airship 101.
[0057] Based on applying the foregoing principles, in one
preferred embodiment of
airship 101, spokes 206 are made using 2" outside diameter spun or extruded
carbon fiber
material with a wall thickness of 0.125"; and said hubs 207 are made using
titanium, carbon
fiber or another lightweight material. However, in other optional embodiments,
spokes 206
may have a larger or smaller outside diameter and/or wall thickness. In
addition, different
materials may be used in fabricating spokes 206 and hubs 207 without departing
from the
principles of the subject technology.
[0058] As shown in FIGS. 4(a) - 4(c), six of said spokes 206
attach to a hub 207 to
construct the six triangles that are as nearly equilateral as possible, and
together comprise a
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hexagon shape. For such triangle to be equilateral, the length of each of
spokes 206 would be
the same and all three angles would be 60 . However, a slight change may occur
in the length
of one leg of each successive triangle and at least one angle may be less than
60 in order to
produce the smoothly sloping elliptical shape of airship 101 and exoskeleton
203, as shown
in FIGS. 5(a)-(b). In the foregoing illustrative case, a total of 48 isosceles
triangles that are as
nearly equilateral as possible are used to construct the approximately 471-
foot circumference
of the ring of triangles at the midpoint of exoskeleton 203 of the 150-foot
diameter airship
101, with each leg of such triangles being approximately 9.8 feet (118 inches)
in length
including its proportionate share of hubs 207.
[0059] Because the circumference of the next ring of triangles
moving away from the
midline and towards either end of airship 101 is in a preferred embodiment
somewhat shorter,
with each successive ring of triangles the length of spokes 206 becomes
increasingly shorter.
For example, assuming that at the next ring of triangles, the diameter is 148
feet, the
circumference of the ring is approximately 465 feet in length, resulting in
the length of each
leg of these 48 triangles decreasing by approximately 2 inches (to 116 inches)
in length
including its proportional share of hubs 207. Because one leg of every other
triangle in this
ring is shared with the triangles in the previous ring, the difference of
approximately 2 inches
in length is addressed in one preferred embodiment through the introduction of
an
approximately 7-inch insert 401 into the end of each spoke 206. Insert 401
permits the
difference in length between the triangles in the adjoining two rows to be
addressed, while
simultaneously maintaining as nearly as possible an equilateral triangle
pattern and thereby
attaining the strength/weight advantages of the geodesic structure of
exoskeleton 203.
[0060] As diagrammatically illustrated in FIG. 4(a), each hub 207
and one end of each
insert 401 are formed in a way that enables the angle to change as exoskeleton
203 in one
preferred embodiment proceeds from 150 foot in diameter at the midpoint of
airship 101 to a
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diameter of approximately 24.3 feet where exoskeleton 203 couples with nose
cone 201. In one
preferred embodiment, this variable slope is accommodated with a coupling in
which two-
pronged protrusion 402 of each insert 401 is inserted into each of six, three-
pronged sockets
403 to create a hinge on all six sides of hubs 207, each preferably held in
place by insertion
pin 404. In one alternative embodiment, insert 401 has a single-pronged
protrusion that is
inserted into each of six two-pronged sockets similar to a clevis fastener or
fork joint to create
such hinge on all sides of hubs 207, and held in place by insertion pin 404.
Alternative hinge
means may also be used to achieve the principles of the subject technology.
[0061] FIG. 4(a) also illustrates opening 405, which serves both
to reduce the weight of
said hub 207 and simultaneously to assist in attaching skin 208 to exoskeleton
203. FIG. 4(b)
provides a cross-sectional view of Section A¨A shown in FIG. 4(a) to
illustrate one optional
means of coupling skin 208 to exoskeleton 203 using hubs 207.
[0062] In one preferred embodiment, skin 208 of airship 101 is
fabricated in flat or
curvilinear panels 406 that are made with a lightweight composite material
such as bonded
aramid fiber coated with PTFE (Polytetrafluoroethylene) to produce a low
density and high
tensile strength covering with a slick, non-wetting surface that is highly
resistant to extreme
temperatures (-50 C to +200 C), fire resistant and flame retardant In surface
areas where
airship 101 is likely to have the longest amount of exposure to the sun, in
another one
preferred embodiment, thin film solar collection cells 407 may be embedded
into such flat or
curvilinear fabricated panels 406 to produce solar array 102. Such solar cells
407 are
preferably very thin, light weight, and may use materials such as Gallium
Arsenide (GaAs)
and other substrates to enable collection efficiencies in excess of 15% to
20%. Persons of
ordinary skill will appreciate that all of the foregoing materials are
described for illustrative
purposes and that other materials may be used without departing from the
principles of the
subject technology.
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[0063] As shown in FIG. 4(b), in one preferred embodiment, molded
protrusion 408 made
from a lightweight extruded or bonded material may be coupled to the back of
panels 406
(optionally including embedded solar collecting material 407) comprising skin
208. In one
preferred embodiment, protrusion 408 may be inserted into hub opening 405 and
held firmly
in place using a variety of means including, in one optional embodiment, clamp
409 and
tightening bolt 410. To the extent an individual panel 406 covers one
triangular space and
directly abuts another panel 406 on each adjacent triangle, such protrusions
408 may
comprise one sixth of such opening area 405. Alternatively, depending on the
number and
shape of such panels 406 covering said hub 207, in alternative embodiments
such protrusions
408 may fill some portion greater that one-sixth, and up to all of said
opening area 405.
[0064] As also shown in FIG. 4(b), to the extent skin 208 is
smoothly curved and hubs 207
are identical, a void space of varying dimension may be created between
curvilinear panels
406 and portions of at least some hubs 207. Where necessary to preserve the
integrity of the
curved shape of skin 208, this void space may be avoided in an optional
embodiment by
fabricating hubs 207 with a top surface shape customized to reflect the
curvilinear shape of
panels 406 (optionally including embedded solar collecting material 407), or
through use of a
shim 411 contoured to fill such void space.
100651 FIG. 4(c) provides a cross-sectional view of Section B¨B
shown in FIG. 4(a) to
illustrate another optional means of coupling skin 208 to said exoskeleton 203
using spokes
206. As shown in FIG. 4(c), a molded protrusion 412 may be made from a
lightweight
extruded or bonded material coupled to the back of panels 406 (optionally
including
embedded solar collecting material 407) comprising skin 208. Protrusion 412
may then be
pressed over spokes 206 and held firmly in place using a variety of known
means including
the clamp shape of molded protrusion 412 in one optional embodiment. Other
means of
coupling skin 208 of airship 101 to hubs 207 and spokes 206 may be employed
that are
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consistent with the principles of the subject technology.
[0066] Turning next to FIGS. 5(a)-(b), which illustrates
exoskeleton 203 in one preferred
embodiment of airship 101. As shown in FIG. 5(a), line 501 roughly corresponds
to the
midline of airship 101. As noted above, assuming a diameter at said midline
501 of 150 feet,
the circumference of airship 101 is approximately 471 feet long at said
midline 501. This
circumference may be provided with a ring comprised of the base legs of 48
equal isosceles
triangles forming spokes 206 that are each 118 inches long including a
proportionate share of
hubs 207 connecting such 48 triangles' base legs. The other two spokes 206 of
these isosceles
triangles are as nearly equal in length as possible to said base legs, though
also taking into
account the length of spokes 206 in the next successive ring of triangles. In
optional
embodiments, the number of triangles at the midline may be more or less than
48, provided
that the selected number should, in a preferred embodiment, be a number such
as a multiple
of 12 (e.g., 24, 36, 48, 60, 72) that will enable that number to be
successively divided in half
each time the length of spoke 206 reaches the minimum acceptable length.
[0067] In one preferred embodiment, the length of the longest
triangle spoke 206 is 120
inches (10 feet) in length, or the shortest triangle spoke is 60 inches (5
feet) in length (each
such measurement including a proportionate share of associated hubs 207). In
such one
preferred embodiment, when the length of spoke 206 approaches 60 inches, the
number of
triangles may be reduced by half (i.e., in the case of the foregoing
illustration, from 48 to 24
triangles) with the opposing spokes 206 of every other triangle comprising the
next narrower
circumference being twice as long as the base of spokes 206 in the previous
ring made up of
double the number of triangles.
[0068] The foregoing principle is illustrated in such one
preferred embodiment at point
502, where the cumulative reduction by a few inches with each successive ring
of isosceles
triangles reaches a sufficient length that a change is dictated in the number
of triangles
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comprising the next ring. Accordingly, in such one preferred embodiment, at
point 502, the
number of triangles in exoskeleton 203 is reduced from 48 to 24 in the next
smaller ring and
the length of spokes 206 of these triangles is twice as long as in the
previous ring. This
reduction by half happens again at point 503, when the number of isosceles
triangles is
reduced from 24 to 12 in such one prefen-ed embodiment and the length of spoke
206 is again
twice as long as spokes 206 in the previous ring. This number of triangles is
used in such one
preferred embodiment until the final ring has a diameter of approximately 24.3
feet at point
204, where exoskeleton 203 will attach to nose cone 202, as previously
discussed with regard
to FIG. 2, above.
[0069] These places 502 and 503 where the number of isosceles
triangles is reduced by
half and there is a corresponding doubling in the length of spokes 206, as
described above,
are also illustrated in FIG. 5(b), which provides a cross-sectional view of
Section A¨A from
FIG. 5(a). Based on applying the foregoing principles, and in each case
reducing the base leg
of the isosceles triangle as little as necessary so that all of the angles as
close as possible to
being 60 degrees, in such one preferred embodiment, exoskeleton 203 for the
1000' long
airship 101 requires approximately 5,600 hubs 207 and, in the aggregate,
utilizes
approximately 120,000 lineal feet of 2" diameter carbon fiber tubing 206,
resulting in a
savings in weight and enhanced structural integrity compared to earlier
airships of the prior
art. Moreover, based on utilizing the materials described in the foregoing
illustrative
disclosure, a finite element analysis of the foregoing structural system
indicates that airship
101 is able to climb at a vertical acceleration rate of 0.2 g (roughly 6.43
ft/s2, or
approximately 1,000' every 2.6 minutes) and to turn at the rate of 2 per
second (completing
a 90 turn in 45 seconds) without any problematic stress on such structure.
[0070] Turning now to FIG. 6, nose cone 201 including cockpit
cabin 202 is shown
suspended beneath one or multiple deployed parachutes 601, as if following a
catastrophic
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event that triggered the separation of such nose cone 201. In such an event,
coincident with
nose cone 201 breaking away from exoskeleton 203 by separating at junction
points 204, as
more particularly described with respect to FIG. 2, above, said one or more
parachutes 601
are mechanically or explosively ejected using known techniques from one or
multiple holding
compartments 602. The corresponding holding compartment cap or caps 603 are
forced off
and discarded by the force of such release, and the one or more parachutes 601
deploy, open
and are filled with air based on well-known principles to the full extent of
shroud lines 604,
which are connected to risers 605 that are in turn securely attached to said
nose cone 201. It
will be understood by persons of ordinary skill in the art that the use of
such one or multiple
parachutes 601 will increase the odds that cockpit cabin 202 occupants will
survive a
catastrophic event by reducing the speed of descent of nose cone 201, and its
force of impact.
In an alternative embodiment, a parafoil is used in place of the one or
multiple parachutes
601, and preferably is able to be manually or autonomously used to maneuver
the descent
profile of nose cone 201 to result in a soft landing by directly or indirectly
pulling on risers
605. In addition, in a preferred embodiment, a distress call including the GPS
coordinates
and a tracking signal will automatically be sent and nose cone 201 is equipped
with an
inflatable raft and emergency provisions (not shown) that, in the event such
catastrophic
event occurs over water or in a remote area, will manually or automatically be
deployed for
the protection of said crew members until emergency assistance arrives.
[0071] Turning next to FIG. 7(a), which depicts the prior art in
locating and docking a
lighter-than-air airship. As disclosed in Applicant's earlier disclosures that
matured into the
previous '810 patent, one of the historical challenges of operating an airship
has been to
control the airship's landing, particularly in situations when the landing
site is tight and/or
where weather conditions such as high winds in or near the landing area make
it difficult to
control a craft having such a large footprint. In order to address such
challenges, Applicant
previously disclosed use of a lightweight guide-wire cable 701 physically
attached to
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connector 702 at an appropriate point at or near the front of said airship.
[0072] As previously disclosed by Applicant, a pole or mast that
is taller than at least half
the diameter of the airship can be equipped with a gimble on its top that can
swivel to any
angle. In said prior art, Applicant disclosed that attachment point 703 can be
mechanically
coupled to this gimble, thereby enabling an airship securely tethered to such
pole or mast to
move 3600 around said anchor point with the airship being allowed to reorient
itself so that
its nose 702 points into the oncoming wind.
[0073] Applicant previously disclosed that guide-wire cable 701
may locate attachment
703 by firing a projectile connected to the end of guide-wire 701 into a
receiving port that can
optionally be equipped with an electromagnetic field, or through use of a
drone 704 that may
be piloted from a remote console by the airship's pilot or a landing officer.
While the
foregoing means of locating the anchor point, tethering and docking an airship
may be
employed with respect to airship 201 of the subject disclosure, FIG. 7(b)
illustrates an
improved method of docking and securely anchoring the craft that may enable
the airship to
land on even smaller sites irrespective of high wind conditions.
[0074] FIG. 7(b) depicts the cross-sectional view of exoskeleton
203 designated as Section
A-A in FIG. 5(a) and shows multiple containers 705 in the cargo area of said
lighter-than-air
airship. Such containers 705 generally contain payload and, in one optional
embodiment may
include pre-filled high-pressure tanks for compressed gasses such the Titan
ISO container
module manufactured by Hexagon Lincoln and/or liquid storage tanks in an
interchangeable
configuration for transit of hydrogen as described in Applicant's '802 patent
and/or to enable
use of the fuel that is best suited for the planned operational mission. In
one preferred
embodiment, two or more lightweight guide-wire cables 706 are physically
attached to larger
diameter tie-down cables 707(a) and 707(b), which heavier tie-down cables in
turn physically
attach to exoskeleton 203 at attachment points 708(a) and 708(b). At the
opposite end of
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each said lightweight guide-wire cable 706, a pilot locator 709 is directed to
its corresponding
anchor point 710 on walls 711 of a cradle or gantry structure. As depicted,
said pilot locators
709 may include any number of locating means including but not limited to a
dropped line
that is manually retrieved, a fired projectile that is attracted
electromagnetically, an
autonomous drone that is drawn to a homing beacon and remotely controlled
drones.
Although depicted in FIG. 7(b) as just two anchor points 710, persons of
ordinary skill in the
art of operating airships and docking other vessels with large surface areas
will readily
understand that it may be preferable to have multiple locators 709 and
corresponding anchor
points 710 along both sides of the airship in order both to better distribute
the load exerted on
exoskeleton 203 and to selectively control the front, middle and rear of said
airship as it is
positioned in cradle 711, as hereinafter described.
[0075] FIGS. 8(a)-(b) provide additional details regarding said
cradle or gantry structure
711 used in one preferred embodiment of the subject technology. FIG. 8(a)
illustrates
exoskeleton 203 of a lighter-than-air airship 101 being tethered to said
cradle 711 by tie-
down cables 707(a) and 707(b) pulled through anchor points 710(a) and 710(b)
by winches
801(a) and 801(b), respectively. Although cradle 711 may in one embodiment be
stationary,
in a preferred embodiment cradle 711 is fitted with wheels 802 and track 803
to enable the
airship to be moved into and out of a hanger structure, as more particularly
described with
respect to FIG. 8(b). It will be readily understood by persons of ordinary
skill in the art of
airship operation that in one preferred embodiment, some lifting gas may be
retained in the
ballonets of airship 101 to reduce part of the total weight of said airship
even when the
airship is secured in cradle 711. This will result in something less than the
total weight of the
airship and its cargo needing to be borne by said cradle 711, thereby
permitting the cradle to
be moved on tracks 803 by a relatively small tug vehicle or pully system (not
shown).
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[0076] Cradle 711 may be situated on the surface of land 804 or
optionally partially
submerged partially (as shown in FIG. 8(a)) or fully therein. Additionally, in
one preferred
embodiment, cradle 711 optionally may be located on a turntable structure 805,
thereby
enabling the whole structure to rotate on wheels 806 along circular track 807,
or other well-
known means for turning such a structure. As shown in FIG. 8(a), when airship
is properly
tethered and aligned, gangway 808 may be extended by rollers 809 or their
equivalent
through cargo bay doors into the cargo area of the airship, enabling cargo 705
to be loaded or
unloaded while the airship is securely moored. Although such rollers 809 are
shown in FIG.
8(a) as being below gangway 808 as an integral part of cradle 711, in one
alternative
embodiment, such rollers 809 also may be strategically positioned both above
and below
gangway 808 as part of cradle 711, optional turntable structure 805, the
permanent land-side
804 installation, and inside the cargo hold of airship 101 itself, thereby
resulting in such
gangway 808 to provide an additional physical hold-down of said airship until
the lifting gas
in the ballonets is reduced as more particularly described in Applicant's
previous patent
disclosures.
[0077] Persons of ordinary skill in the art of airship operation
will understand that one of
the longstanding challenges associated with lighter-than-air airships being
used to transport
large quantities of freight is the so called "loft ballast" logistics problem.
This problem may
be understood by the example of 40 or 50 tons of payload being removed from an
airship,
thereby instantly making the airship 40 or 50 tons lighter and, absent
mitigation, causing the
airship to ascend very rapidly. The foregoing combination of tethering the
airship in cradle
711 and use of gangway 808 until the release or recompression of lifting gas
(as disclosed in
Applicant's earlier '810 patent) compensates for such change in cargo loading.
Resolution of
this long-standing technical problem will help to make logistics airships
commercially viable
by enabling the rapid and safe loading and removal of cargo.
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[0078] FIG. 8(b) illustrates how optional turntable 805 assists in
addressing higher wind
conditions. Wind symbol 810 indicates, by way of illustrating the principles
of the subject
technology, the wind blowing from the southwest at a speed of 75 knots. In
response, as
illustrated by arrow 811, turntable 805 is rotated so that nose 103 of lighter-
than-air airship
101 is pointed into the wind to assist in safely landing the airship and to
minimize the effect
of the wind on such a large craft. Once the airship is securely tethered to
cradle 711 as
described with respect to FIG. 8(a), turntable 805 then may be rotated in the
direction of
turning arrow 811 so that cradle track 803 on said turntable aligns with track
803 on land 804.
Then, cradle 711 (with airship 101 moored to it) may be moved into hanger
structure 812,
and one or more gangways 808 can be extended from or into the airship's cargo
area. The
foregoing steps may be undertaken in reverse to enable the airship to safely
takeoff in winds
that are too high if such nose 103 is not turned directly into the wind.
[0079] The following table summarizes the acreage required for
various optional landing
conditions to support a lighter-than-air airship assumed to be 1000' in length
and 150' in
diameter, and assuming a 20% margin for operational safety when subject to
wind movement
and a 10% margin when protected from it:
Landine Condition Outdoor Area Haneer Area Comments
Single-point anchor, no 1200' x 180' 1100' x 165' Limited
to operating in
gimble or turntable 5.0 acres 4.2 acres light or no
wind
conditions
Single-point anchor, with 1200' radius 1100' x 165' Large
land requirement,
360 swivel of the airship 103.9 acres 4.2 acres suited to
higher winds but
needs low or no wind to
move ship in/out of
hanger
Cradle and turntable as 1100' diameter 1100' x 165' Less
land required, still
illustrated in FIG. 8(b) 21.8 acres 4.2 acres suited to
higher winds and
able to move immediately
[0080] Turning next to FIGS. 9(a)-(c), three sub-parts illustrate
the current state of the art
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concerning use of a lighter-than-air airship as an aerial warehouse or
transportation means for
small packages and cargo to a particular area, and as a launchpad for unmanned
aerial
vehicles (or "UAV-) to deliver such goods to purchasers. Persons of ordinary
skill will
understand that the final, or last mile delivery of physical items to a home,
office or other
user-specified location is traditionally accomplished using a human controlled
automobile,
truck, bicycle, cart, or the like.
[0081] For example, a user may order an item and specify that it
should be delivered to
their personal residence or office. Generally speaking, a period of months
earlier, the item
was manufactured and/or assembled in a different region, country or
(frequently) even on a
different continent; and shipped by boat, train and/or truck to a regional
warehouse facility.
When the order for the item is received, it may be picked up from that
warehouse facility,
packed and shipped to the customer for final delivery by a shipping carrier.
Generally
speaking, that shipping carrier will load the item onto a truck that is driven
by a human to an
airport where it is shipped to a distribution hub, sorted, and driven on
another truck to an
airport where it is taken to the nearest local distribution center, placed on
yet another truck
that transports it to the final delivery location and the human driver, or
another human
companion with the driver, will retrieve the item from the truck and complete
the delivery to
the destination. For example, the human may hand the item to a recipient,
leave the item
outside the user's front door, or place it in a pre-designated collection spot
such as a post
office box or mail room.
[0082] With the increase in online purchasing, the speed,
convenience and cost of local
delivery is frequently an important consideration in selection of merchants
and goods by the
consumer. Generally speaking, these methods have focused on making
improvements in the
"last mile"; and in the case of such state-of-art proposals, the UAV may
receive inventory
information and a destination location, autonomously retrieve the inventory
from a location
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within the airship, compute a route to the destination, and autonomously
travel to that
destination to deliver the goods. Upon completion of the delivery, the UAV may
return to the
airship, a shuttle replacement location including another lighter-than-air
airship, a nearby
materials handling facility, or another location to be recharged and receive
goods for the next
delivery
[0083] FIG. 9(a) illustrates such a service as disclosed in Amazon
Technologies' 280
patent entitled "Airborne fulfillment center utilizing unmanned aerial
vehicles for item
delivery". As shown therein, the lighter-than-air airship 901(a), referred to
in the '280 patent
as an aerial fulfilment center or AFC, is comprised of a lifting portion
902(a) that includes
the lighter than air gas, and a separate fulfillment center 903(a) that is
used to store inventory,
deploy UAVs, etc. and which is shaded for emphasis in Fig. 9(a). According to
its written
specification, the fulfilment center 903(a) may be coupled with lifting
portion 902(a) using a
variety of techniques, including as illustrated in FIG. 9(a) (which is a
composite of figures 3
and 4 of said '280 patent), fulfillment center 903(a) may be suspended using
cables from
lifting portion 902(a) of the AFC 901(a), and in other implementations,
fulfillment center
903(a) may be directly mounted to or incorporated with the lifting portion
902(a).
[0084] UAVs 904(a) depart from one or more UAV deployment bays 905(a) and,
based
on flight instructions and/or wireless communications and using wings and/or
propellers as
more particularly described in said '280 patent, such UAVs 904(a) navigate to
the user
specified delivery location within a metropolitan area 906(a). Although not
shown in FIG.
9(a), the '280 patent specification discloses that upon completion of their
respective item
deliveries, such UAVs 904(a) may be incorporated into a UAV network to deliver
other
items or instructed to navigate to a materials handling facility, shuttle
replenishment or other
location from which UAVs 904(a) may be returned to the AFC 901(a) via a
shuttle that
utilizes one or more docking bays 907 or docking arm 908 that may be extended
from the
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AFC 901(a) and docked or mated to said shuttles to facilitate the transfer of
inbound and
outbound items.
100851 FIG. 9( b) shows another delivery service as anticipated in
U.S. patent application
Serial No. 14/817,356, entitled 'Method of drone delivery using aircraft",
filed by Gerald
Fandetti on August 4, 2015 (the '356 application) and subsequently abandoned.
This service
employs a lighter-than-air airship 901(b) such as a blimp or Zeppelin that is
comprised of a
lifting portion 902(b) that includes the lighter-than-air gas, and a separate
control gondola
909, including cockpit 910, in which users may fly the airship, and cargo area
903(b), which
is shaded for emphasis in FIG. 9(b). Control gondola 909 may include a
pivoting door 911
that may open and close, thereby providing UAVs 904(b) with an exit from cargo
area 903(b)
during the releasing and retrieval step.
[0086] As described in the '356 application, cargo area 903(b) may
be loaded with a
plurality of packages 912(b) prior to airship 901(b) taking off from the
ground. Airship
901(b) may fly to a plurality of different locations, each being in close
proximity to one or
more delivery destinations such as homes or businesses 906(b). Once airship
901(b) has
reached a first location, cargo door 911 may pivot open and a plurality of
UAVs 904(b) may
be released from cargo area 903(b). Airship 901(b) may remain in the location
for a period of
time to deliver all packages to destinations in that area and retrieve UAVs
904(b) once such
deliveries have been completed. Each UAV 904(b) may be directed to a different
delivery
destination, where it releases package 912(b). UAV 904(b) may then be directed
back into
cargo area 903(b) through opened pivot door 911, and airship 901(b) may fly to
the next
location in which the above steps are repeated.
[0087] FIG. 9(c) shows yet a third delivery service as anticipated
in Walmart Apollo's
'402 patent, entitled "Gas-filled carrier aircrafts and methods of dispersing
unmanned
aircraft systems in delivering products". This service employs a gas filled
aerial transport and
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launch system 901(c) that is comprised of a gas chamber and/or sub-chambers
902(c) filled
with heated gas, helium, other relevant gas, or a combination of two or more
such gases that
induces a lifting force on carrier compartment 903(c), which is shaded for
emphasis in FIG.
9(c).
100881 According to the '402 patent specification, one or more
propulsion systems 913 are
secured with the gas chamber 902(c) and/or the carrier compartment 903(c).
Carrier
compartment 903(c) includes an unmanned aircraft system (UAS) storage area
configured to
receive multiple UASs 904(c) (not shown) staged to be launched in delivering
products. One
or more UAS launching bays 905(c) are included in the carrier compartment
903(c), or in the
floor 914 thereof, to enable UASs 904(c) to be launched in a variety of ways
while transport
aircraft 901(c) is in flight and while UASs are carrying a product or package
to be delivered
to an intended corresponding delivery location that is within a UAS flight
threshold from a
location of the transport aircraft at the time the UAS 904(c) is launched. The
launching bay
905(c) doors may further be utilized in the retrieval of UASs 904(c) returning
from a
delivery.
[0089] In some embodiments of the '402 patent, carrier compartment
903(c) may be
removably coupled with gas chamber 902(c) so that carrier compartment 903(c)
can be
readily detached and reattached. The ability to decouple carrier compartment
903(c) from gas
chamber 902(c) enables a carrier compartment preloaded with UASs 904(c) and/or
packages
to be readily coupled with a gas chamber, and subsequently decoupled when the
packages are
delivered and when power levels and/or fuel are below a threshold, or other
such reason.
Upon decoupling of a first carrier compartment 903(c), a different preloaded
carrier
compartment 903(c) with charged power sources can be coupled to gas chamber
902(c)
allowing transport airship 901(c) to quickly return to the sky and continue
enabling packages
to be delivered. In some embodiments, gas chamber 902(c) includes one or more
carrier
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mountings 915 that are configured to securely couple with one or more coupling
systems 916
of carrier compartment 903(c). In some instances, said carrier mountings 915
and coupling
systems 916 can include connections such that, when coupled, electrical power
and/or
communications may be transferred between the gas chamber 902(c), propulsion
system 913,
and/or the carrier compartment 903(c).
[0090] As illustrated by the shaded areas shown in FIGS. 9(a)-(c)
and as summarized in
the foregoing discussion, all systems of the prior art incorporate the carrier
for such
unmanned aerial vehicles and the packages to be delivered by them from a
gondola or other
appendage to the airship, thereby decreasing the aeronautical efficiency of
said airship,
reducing its cruising speed and increasing the energy requirements. In one
preferred
embodiment of the subject technology, these problems are overcome by locating
the cargo
area inside exoskeleton 203 of airship 101 rather than appending a separate
structure such as
fulfillment center 903(a), cargo area 903(b), or carrier compartment 903(c) of
the prior art.
[0091] Turning finally to FIGS. 10(a)-(b), which consists of two
sub-parts: FIG. 10(a)
corresponding to Section B-B from FIG. 5(a); and FIG. 10(b) corresponding to
Section A-A
from FIG. 5(a). As illustrated in FIGS. 10(a)-(b), rather than being appended
to airship 101,
the cargo area in the improved airship design is located within exoskeleton
203. As more
particularly described in Applicant's '969 patent, in one preferred
embodiment, goods may be
stored in intermodal (ISO) shipping containers 705 that are commonly used for
shipping
freight by ship, train and truck; and in one embodiment may be hung from a
rail located in
the lower approximately 15% of airship 101. Such standard ISO shipping
containers 705 are
traditionally 10', 20' or 40' long; 8'0" wide and 8'6" tall. In other
embodiments, however,
different bulk shipping containers (including containers made from lighter
weight materials
such as composite plastics and fabrics) and irregular shaped and over-sized
payload such as
parts for windmills, airline and spacecraft assemblies, bulk automobile
deliveries, and
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electrolyzer and fuel cell units, etc. may be carried and optionally may be
stored on an
installed floor of airship 101, approximately 10' to 12' below the above-
referenced overhead
rack. Accordingly, as shown in FIGS. 10(a)-(b), payload 1001 collectively
incorporates
standard shipping containers 705 and any such alternative payload. Persons of
ordinary skill
in the art of warehouse management will readily understand that, to the extent
the systems for
moving such payload 1001 are not fully automated, such floor area may also be
used for the
movement of warehouse and shipping personnel and equipment.
[0092] In one preferred embodiment, one or multiple panels 1002
built of a portion or all
of selected one or multiple triangles comprising exoskeleton 203 and skin 406
adjacent to
said cargo storage area are able to open and close in support of direct to end-
point pick-up
and delivery services, as more particularly described below. In such case,
said one or
multiple selected panels 1002 may, in response to a manual or pre-programmed
command or
proximity switch, temporarily swing open as illustrated in FIG. 10(a), slide
or otherwise
move to an open position to enable one or more unmanned aerial vehicles (UAVs)
1003 to fly
out of said opening. In an alternative embodiment, one or multiple flight
decks may be
located in a designated area such as at the rear of said interior cargo space
and serve as a
central point for launching UAVs 1003 from airship 101. As such term is used
in the
following disclosure, such UAVs 1003 may be any unmanned fixed wing, single or
multi-
rotor aircraft, UAS, drone or the like. While it may be powered by any fuel,
in one preferred
embodiment, UAVs 1003 are powered by compressed or liquid hydrogen in order to
extend
their duration of service, maximize the amount of weight they can carry,
minimize the time
required in refueling, and to assure minimal to no carbon footprint from such
operation.
[0093] As illustrated in FIGS. 10(a)-(b), such UAVs 1003 include
clasping arms 1004 to
enable said UAVs to securely grip onto and, at the appropriate time, release
packages 1005.
In an optional embodiment, UAVs 1003 may include retractable cable 1006 to
enable the
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UAVs to remain somewhat out of reach above the intended drop area to help
enhance safety
when near pets, children, adults and other objects. In yet another optional
preferred
embodiment, UAVs 1003 include wireless camera 1007, enabling visibility when
necessary
from display screen 302 in cockpit cabin 202, and with which to provide photo
confirmation
of such delivery, including an indication of the precise geolocation and
timestamp of where
and when the goods were left.
[0094] In one preferred embodiment, a plurality of packages 1005
may be loaded into
shipping containers 1001 and transported by airship 101 directly from a
factory or
distribution center to one or more areas where multiple delivery destinations
such as homes
or businesses 1008 are located. The enhanced aerodynamic characteristics of
airship 101
enables it to travel at speeds that are substantially faster than traditional
airships, making
door-to-door overnight delivery from a few regional warehouses and second day
door-to-door
delivery of goods produced in remote areas such as in Asia, South America or
Europe
feasible to all parts of the U.S. (and vice versa), without any intermediate
stops or multi-
i-nodal transfers being required. This ability to rapidly serve end users
directly from the
factory or a few large regional distribution centers resolves the last-mile
challenges and
provides a strong competitive advantage.
100951 As indicated by arrow 1009(a), once airship 101 has
reached a first drop location,
one or more panels 1002 (or a flight deck door in the alternative embodiment)
opens and one
or more UAVs 1003 fly out of the airship 101 carrying goods 1005 intended for
destination
1008 served by the position of airship 101. As indicated by arrow 1009(b),
said UAV 1003
descends rapidly to the immediate area of such destination; whereupon as
indicated by arrow
1009(c), it proceeds to destination 1008 based on pre-programmed GPS
coordinates or other
delivery information. In situations where the preferred destination is
confusing for some
reason once it reaches the immediate area, in an optional preferred embodiment
UAV 1003
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may be directed in RPV mode from screen 302 using remote controls that are
more
particularly described with respect to FIG. 3, above.
[0096] In one preferred embodiment, as illustrated in FIG. 10(b),
sentinel beacon 1010
transmitting wireless signal 1011 designates a specific end point such as the
preferred drop-
off location at destination 1008. Such beacons 1010 may be sold, leased or
otherwise
provided to customers as an added convenience to designate the desired
placement locations
for goods 1005, to reinforce customer loyalty, and to ensure timely and
accurate deliveries to
such destination 1008. Such beacons 1010 may communicate directly with UAVs
1003 or
such communication may be directed by re-transmission equipment 1012 mounted
in an
appropriate position such as the bottom surface of said airship 101, in nose
cone 201, or
another suitable location.
[0097] In an optional preferred embodiment, communications
equipment 1012, alone or in
coordination with one or more UAVs 1003, also may provide a communications
platform for
beam form transmission of cellular signals and as a satellite signal relay
station. By way of non-
limiting example, using beam form technology, such communications equipment
1012 and one
or multiple UAVs 1003 may be used to provide communication services to users
in underserved
cellular areas and in coverage areas affected by an emergency disruption of
normal
communication services.
[0098] In yet another one optional embodiment, communications
equipment 1012 may be
used as a satellite communications relay platform for providing high-speed
Internet, e-mail,
telephony, televisual services, games, video on demand, and global positioning
systems in
large underserved and remote areas. Persons of ordinary skill in the art will
appreciate that
when dedicated exclusively to such service, the operating systems of airship
101 can be used
to cause the ship to remain for extended periods of time in a relatively
stationary position that
is well within the transmission range for standard mobile phones and wireless
internal
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computer antenna. Such deployment can enable such ground-based units signal
access for
which satellites are otherwise out of range, provide poor reception and/or
result in high
transmission latency. Airship 101 can utilize communications equipment 1012 to
provide
this relay function as an alternative to cube relay sets that must otherwise
be launched into
low earth orbit by conventional rockets at considerable cost and with a
substantial carbon
footprint, and the quantity of which are increasingly resulting in space
clutter.
[0099] Moreover, there exists an opportunity for hybrid usage.
Where multiple airships
101 are flying over an area as part of standard air cargo routes and using
traditional switching
equipment, communications equipment 1012 from one airship 101 may be used for
that
portion of the time it is over the service area, with its traffic being handed
off to
communications equipment 1012 on another airship 101 on that route when the
first is about
to move out of range. These capabilities may be used alone or in concert with
the foregoing
freight transportation and delivery focus and as a way to assist in defraying
a portion of the
operating costs of airship 101. Persons of ordinary skill in the art will
readily appreciate how
this combination of uses will assist in making the services of airship 101
more financially
attractive both in carrying freight on the one hand and providing badly needed
access to
communications capabilities in grossly underserved areas on the other.
1001001 Returning now to FIG. 10(a), when UAV 1003 reaches the appropriate
location for
delivering package 1005, it either lands and then releases clasping arms 1004
or alternatively
lowers goods 1005 using retractable cable 1006 as indicated by arrow 1009(d)
before
releasing such package. Using optional camera 1007, UAV 1003 can capture an
image
providing photographic proof of the delivery as previously described, and/or
automatically
initiate (or trigger initiation of) a call or email message to confirm such
delivery details.
[00101] In one preferred embodiment, after completing their respective
delivery of goods
1005, UAVs 1003 may then be directed away from home or office 1008 as
indicated by
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arrow 1009(e), then flying back up to airship 101 as indicated by arrow
1009(f) and back into
the cargo area as illustrated by arrow 1009(g). In one alternative embodiment,
some portion
or all of UAVs 1003 may be directed to a nearby distribution center, or to
another home or
office 1008 where a customer has goods they have indicated they wish to
return. In this case,
UAVs 1003 may pick-up said return package as illustrated by an-ow 1013(d),
then returning
to a nearby distribution center or airship 101 as indicated by arrows 1013(e)
and 1013(1), in
the latter instance flying back into the cargo area as illustrated by arrow
1013(g) through
opened one or more panels 1002 or an alternative flight deck, whereupon
airship 101 may
move to the next drop area, where the above steps are repeated. At the pilots'
discretion or
based on standard procedures, airship 101 may either hover in essentially the
same location
while UAVs 1003 perform the foregoing activities, or said airship 101 may
slowly move
along an optimal route with such UAVs that are programmed to return to the
cargo area
catching up to it before airship 101 departs for the next drop area.
[00102] FIG. 10(a) also illustrates one alternative preferred embodiment for
use in
collecting goods from a number of originating shipper locations. In this
alternative
embodiment, the foregoing system is applied in the opposite direction. Beacons
1010 at such
shipper locations 1008 can be used to alert airship 101 that finished goods or
piece works are
available for pickup. When airship 101 is over the area, one or multiple
panels 1002 open
and, as illustrated by arrow 1013(a), UAVs 1003 fly out of the cargo area,
descending to the
area of pickup locations 1008 as indicated by arrow 1013(b) and then, as
illustrated by arrow
1013(c), move to these pickup locations 1008. When directly over the beacons
1010, these
UAVs 1003 can optionally use retractable cable 1006 to lower clasping arms
1004 as
illustrated by arrow 1013(d) to pick up package 1005. Optionally, UAVs 1003
may use
video cameras 1007 to confirm such pickup time, geolocation and the weight of
parcels 1005
before returning to airship 101 by arrows 1013(e), 1013(1) and entering cargo
area 1013(g).
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1001031 Persons of ordinary skill in the art will appreciate how the foregoing
improvements
over conventional airship designs permit a number of different modes of
operation, each
resulting in multiple advantages over the prior art, it being understood that
individual
circumstances will dictate which of these modes, or selected combinations
thereof, may be
best suited for the particular situation. While a name may be ascribed to each
such mode, this
is solely for ease of reference and such names are not intended to be limiting
in nature. Also,
it is well accepted that a patent applicant has the right to be his or her own
lexicographer; and
with this in mind the following terms are intended to have the following
special meanings in
addition to, but not in lieu of their commonly understood meaning to persons
of ordinary skill
in the art of shipping goods, freight, personnel and other types of payload.
In addition to their
traditional meaning, as used in the following descriptions, the term "factory"
incorporates any
and all points of origin of goods or other payload, including for example a
manufacturing
facility, production plant, farm, mine, personnel base or the like; the term
"consumer"
includes any and all recipient locations of one or a relatively small quantity
of such goods or
other payload; and the term "distribution center" includes any and all
locations where a
shipment of goods or other payload is received and/or from which such goods or
payload
(alone or in combination with goods or other payload from one or more other
sources) are
sent to a factory, consumer or another distribution center.
1001041 In the direct factory-to-consumer delivery mode, airship 101 picks up
goods or
other payload directly at a factory, presumably assisted in many cases by its
VTOL
capability, and delivers such payload directly to consumers by deploying UAVs
1003 as
described in FIGS. 10(a)-(b). In the container pick-up and delivery mode,
collection and
delivery of goods and other payload by airship 101 are focused around bulk
quantities that in
one preferred embodiment are packed in standard ISO shipping containers. In
this mode,
such containers are picked up by airship 101 directly at the factory and
delivered directly by
said airship 101 to a distribution center or consumer warehouse store
location.
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[00105] In a distribution center-to-end point delivery mode, one or more
containers 1001
containing payload 1005 and UAVs 1003 are loaded onto airship 101. In one
optional
embodiment, each unit of goods 1005 is already paired with a UAV 1003 that
will be used to
deliver such goods to consumer destination 1008. In another one optional
embodiment, when
airship 101 arrives to the distribution center rather than using a container
such as a standard
ISO container, such pre-paired UAVs 1003 may autonomously fly directly onto
said airship
101 and take a predesignated location or perch, where they will remain until
it reaches the
appropriate drop area, where the foregoing described delivery sequence of
events ensues. In
another one optional embodiment, shipping containers 1001 are filled with
goods 1005 to be
delivered, the outside face of each such package containing a scannable bar
code. UAVs 1003
are either loaded in a separate container 1001 or remain with said airship 101
for successive
flights. In this case, UAVs 1003 are programmed to locate packages based on
such scannable
bar code or alternatively, warehouse automation equipment in the cargo area of
airship 101 is
programmed to locate the bar code corresponding to the appropriate delivery
during flight to
the drop area or while over that area, to remove it from the container and
expose it for pickup
by one of UAVs 1003 to carry out the foregoing described delivery steps. The
foregoing
modes may be used alone, combined with others or used in different sequences
as dictated by
the situation, but share the advantage of avoiding traditional intermodal
transfers and/or
infrastructure such as airports, ports and intermodal distribution centers
that are commonly
required in the prior art for bulk movement of goods and other payload
collection and
delivery services.
1001061 Persons of ordinary skill will appreciate that various combinations
and other
alternative operating modes are possible; and may be used interchangeably as
dictated by
particular needs. It will also be understood that the power system and lift
capacity of each
UAV 1003 can be optimized for the amount of weight of goods 1005 to be
delivered, and
significant amounts of mechanical/electrical energy will be avoided since UAVs
1003 will
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not be required to use their own power to fly from a factory or distribution
center to the
immediate proximity of consumer destination 1008. It will also be appreciated
that while the
utility of the subject technology has been described with respect to freight
and a commercial
application, the technology is well suited to the requirements of other
applications, including
emergency services and military use cases in deploying or extracting goods
and/or individual
troops by replacing clasping arms 1004 with a body harness for precisely
targeted personnel
deployment and/or extraction operations.
[00107] By way of further example, another important use of airship 101 is as
an
operational platform for performing intelligence, surveillance and
reconnaissance (ISR)
duties for defense, government and private entities with respect to ground and
maritime
surveillance needs. In one such optional embodiment, communications equipment
1012 may
be expanded to include a full mission system including without limitation
cameras, radars,
automatic identification system (AIS), electronic support measures (ESM)
location trackers,
active electronically scanned array (AESA) antenna, electro-optical and
infrared systems, and
other state-of-art equipment for ISR purposes. In one such optional
embodiment, additional
lifting gas may be used in combination with a lower payload weight to enable
airship 101 to
fly at significantly higher altitudes and with make-up hydrogen supporting
extended
deployments being produced through electrolysis using power provided by solar
panels 102
as described in Applicant's previously issued '340 patent.
[00108] Persons of ordinary skill in the art of advanced military and laser
warfare will
understand that in one optional embodiment, such a high-altitude platform
affording the
foregoing ISR capabilities may also be equipped with powerful lasers, neutral
particle beam
and other directed energy systems with which to readily identify and
neutralize an emergent
threat posed by the launch of a ground, space or maritime-based missile by an
adversary, or
to defeat pirate attacks on commercial maritime vessels. Such deployments can
occur
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without concerns about such uses violating any existing or future treaties
that prohibit placing
weapons in outer space. Moreover, in yet another optional embodiment, such ISR
capabilities
may be enhanced by using any one or more UAVs 1003 coupled with communication
equipment 1012, for close-up confirmation and observation, underwater
reconnaissance,
search-and-rescue, border surveillance, pipeline oversight and immigration
control missions,
and for high-precision deployment of life rafts, smoke markers, emergency
supplies,
explosive charges and illumination flares that cannot otherwise be supported
with
conventional ISR aircraft or airships of the prior art.
[00109] From the foregoing disclosure, it will be appreciated that, although
specific
implementations have been described herein for purposes of illustration,
various
modifications may be made without deviating from the spirit and scope of the
appending
claims and the elements recited therein. In addition, while certain aspects
have been
presented as optional or preferred embodiments, all such embodiments are not
required and
thus may be incorporated as dictated by the circumstances to achieve the
desired result.
Moreover, while certain aspects are presented below in certain claim forms,
the inventors
contemplate the various aspects in any available claim form. Various
modifications and
changes may be made as would be obvious to a person skilled in the art having
the benefit of
this disclosure. It is intended to embrace all such modifications and changes,
and
accordingly, the above description should be regarded in an illustrative
rather than restrictive
sense.
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