Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.
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TITLE OF THE INVENTION
MARINE PERSONNEL RESCUE SYSTEM AND APPARATUS
.
FIELD OF THE INVENTION
This invention relates to personnel rescue systems used in time sensitive emergency
marine, lake, and river rescue applications and more particularly to such rescue applications
which comprise a personnel detection, Lalgt;li"g, and vehicle control system, a rapid air, sea, or
land deployment system, an autonomous vehicle, the system designed to detect, retrieve,
provide life support, and transport marine disaster victims to safe haven and ultimate recovery.
BACKGROUND OF THE lNVENTION
Every year several thousand people drown worldwide. These deaths are in many
in~t~n~es the result of exhaustion, dehydration, and hypothermia induced loss of coordination
and consciousness which results in drowning. ln other in~t~nces where survival is not affected
by lower temperatures, the task of locating, ~c~istin~ and otherwise recovering persons in peril
from an aqueous environment can be compounded by inclement weather, and environment~l
obstacles like fire, ice, or smoke which make approach to a potential drowning victim perilous
to the life of the rescuer.
These issues are further compounded by existing rescue methodolog,y which employs
the use of humans to effect recovery of an individual either by swimming to a person in peril, or
depending on the person in peril to swim to the rescue platform. All too often the person in
peril has neither the strength or the coordination to swim to an air deployed life raft, or a rescue
basket lowered from a helicopter, or ship. Therefore, current methodology is not always
effective as the rescue swimmer cannot be jeopardized in potentially lethal ocean conditions
which could result in the loss of his own life.
Fxi~ting helicopter extraction and recovery systems are human dependent and pose a
serious risk to the life of the crew and/or rescue swimmer in rough seas, high winds, fire, toxic
fumes, poor visibility, or hostile weapons fire in military situations which could affect the safety
of the entire helicopter crew. An example of such a system is taught in U.S. Patent No
5,086,998 to Pelas that teaches a scoop-like net positioned below a helicopter. The Pelas
invention may be effective in relatively calm seas and otherwise safe flying conditions, but it
could not be used in rough seas or in the vicinity of toxic fumes, fire, high winds, or weapons
fire without extreme danger to the victim and rescue crew.
A second area central to existing water based rescue methodology depends on fixed
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wing air transport to drop life rafts and supplies to persons to be rescued. Although the initial
response time and delivery capability of search and rescue (SAR) based patrol aircraft have
reached efficient levels of service, the aircraft are still hindered by a lack of targeting, precision
deployment, and mobility control over the survival packages they deploy. Often the dropped
5 life rafts, once infl~terl, simply get blown away in high winds, thereby becoming out of reach of
the drowning persons.
Various other shortcomings of marine rescue systems exist in the areas of deployment
of the rescue craft, and detection and targeting of the victims. For example, existing air
deployment systems are not compatible with externally mounted aircraft and helicopter bomb
10 racks that would make air deployment efficient. As well, existing air, land, and sea deployed
rescue systems do not posses an accurate La,~e~ g system to direct a self-propelled liferaft or
self propelled lifeboat package to a shipwreck survivor or othcr person to be rescued. Where
ship and oil rig deployed self propelled lifeboats are used, they are neither semi or fully
autonomous, possescing the capability to use sensors and artificial intelligence to assist in
locating persons in peril. Existing life rafts and self propelled lifeboats do not possess a self
homing GPS capability to guide them to safe haven to f~cilit~te occ~lp~nt removal. Existing life
rafts do not have the capability to use real-time two way video, audio, informational data,
sear~h communications, and telemetry systems to ~-1mini.eter direct remote control capability
over the li~.~n's or lifeboat's activities. F.xi~ting life rafts and lifeboats do not possess an
20 autonomous selfpreservation collision and obstacle avoidance system ~ltili7ing radar, audio, and
sonar based proximity warning sensor devices.
Even if a life raft or life boat sllcces.cfilily reaches the person or persons to be rescued,
an additional problem is encountered in getting the victims into the raft or boat. Existing life
rafts, lifeboats, and rescue systems do not possess a robotic recovery assistance capability to
2s extract individuals suffering extreme loss of physical strength or motor coordination caused by
fatigue or hypothermia.
Various other hazards exist for the life raft or boat itself. Existing life rafts and
lifeboats, for example, are not fireproof, making them extremely dangerous for use in the
vicinity of burning vessels or equipment. For example, the recent British Trent disaster off
3~ _:Belgium was a ship collision in which the crew members burned to death because rescue could
not be effected because life rafts could not traverse through burning oil surrounding the ship.
Existing life rafts, due to a lack of propulsive directional control, can be unstable in rough seas
due to an inability to steer themselves into or away from the wind in order to accommodate
high sea states which threaten to swamp or capsize the liferaft. Once capsized, existing liferai~
35 systems also lack an automated self-righting system.
In the event of a successful rescue, there is the additional problem of s~ f~ining thc
victims until further zl~ci~t~n~e can be provided. Under the limitations of current air sea or land
deployed liferaft survival packages, shipwreck victims frequently die because basic requirements
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for survival and recovery are not met. For example, existing air deployed life rafts do not
possess life raft generated heat, and des~lin~teci water for life support. Existing life rafts do not
have the capability to use real-time two way video, audio, or inro~ aLional data comm~lnication
systems to ~r~mini~ter two way medical advice, and remote control capability. Neither do
s existing life rafts incorporate a means to monitor the vital physical signs of the occupants.
There is a continlling unaddressed need for a life raf~c survival package to be used in
search and rescue applications that can be deployed by air, land or sea to marine victims with
means to specifically detect, target, manipulate, monitor, and communicate with the victims and
the life raft survival package. The life raft survival package must have a degree of autonomy in
10 all weather and be able to operate in zero visibility conditions. Once the victims are rescued,
such a life raft survival package must provide for the continued survival of the victims by
providing heat if necessary, drinkable water, food and other provisions, real-time two-way
communication and remote control capability.
B~F DESCRIPTION OF THE DRAWINGS
FIG. 1 is a rear perspective view of an inflated autonomous marine vehicle (AMV)appaldl~ls in accordance with the present invention.
FIG. 2 is a side profile view exhibiting overall AMV apparatus configuration with
inflatable hull and weather hood assembly in place and hydraulic and pneumatic lift assembly
extended in the horizontal plane.
25FIG. 3 is a rear perspective view exhibiting overall AMV apparatus configuration with
rigid shell weather hood assembly in place and hydraulic and pneumatic lift extended in the
horizontal plane.
FIG. 4 is a profile view exhibiting overall AMV apparatus configuration with inflatable
30hull and weather hood assembly in place and hydraulic and pneumatic lift in a deflated condition
in a vertical plane.
FIG. S is a plan view exhibiting overall AMV apparatus configuration with inflated
weather hood housing in place and hydraulic and pneumatic lift inflated and extended in the
~ 35horizontal plane.
FIG. 6 is an external rear view of the AMV apparatus in an inflated condition with
hvdraulic and pneumatic li~ inflated and extended in the horizontal plane.
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FIG. 7 is an external frontal view of the AMV apparatus in an inflated condition.
FIG. 8 is a perspective view, of a tactical control console ap~)a. ~L~Us casing, user
5 --interface me~h~ni~m.~, control devices, and data relay antenna cable configuration in accordance
with the present invention.
FIG. 9 is a pe-~e-;live view, of a tactical control console appa-~LL-Is casing, mounted
within a rescue coordination center (RCC) with hardwired armored relay cable to both radio
10 (RF) and satellite antenna configurations connected to a remotely controlled lighthouse
detection and targeting sensor array in accordance with the present invention.
FIG. 10 is a perspective view, of a tactical control console appa-~Lus casing, mounted
on board a C~n~ n ~00 Series Coast Guard Cutter with hardwired armored relay cable to both
~radio (RF) and satellite ~ntf~nn~ configurations connçcted to the tube launch system and
detection and targeting sensor array in accordance with the present invention.
FIG. 11 is perspective view, of a detection and targeting sensor array apparatusdepicting enclosure, pylon tracking device, and internal sensor components configuration in
2 o accordance with the present invention.
FIG. 12 is pe~ ec~ e view of a CP-140 Lockheed Aurora detection and targeting
sensor array appa.~-Lus depicting enclosure, wing hardpoint pylon mounting, and infra red data
link to aircraft components configured in accordance with the present invention.
FIG. 13 is perspective view, of a C-130 Lockheed Hercules detection and targeting
sensor array appa.~L~Is depicting Special Avionics Mission Strap-On Now (SAMSON~) (TM
of Lockheed-Martin Aeronautical Systems) pod enclosure, wing hardpoint pylon mounting, and
infra-red data link to aircraft components configured in present invention.
~ .
FIG. 14 is a perspective view of a typical shore based lighthouse detection and targeting
sensor array apparatus.
FIG. 15 is a perspective view from the stern of the rigid hull assembly with hull wings
3 5 e~çn-ie~l, and without inflatable components depicting rigid hull enclosure, configured in
accordance with the present invention.
FIG. 16 is a perspective view from the bow of the rigid hull assembly with hull wings
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folded, and without inflatable components depicting rigid hull enclosure, configured in
accordance with the present invention:
FIG. 17 is a profile view of the rigid hull assembly with folding rigid hull wings
5 e~tçn~ecl, and without infiatable components depicting rigid hull enclosure, configured in
accordance with the present invention.
FIG. 18 is an elevation view of the stern, depicting the rigid hull assembly with folding
rigid hull wings extended, and without inflatable components, configured in accordance with the
10 present invention.
FIG. 18A is a detail view of the folding rigid hull wings showing hinge appa}atus and
locking apparatus.
FIG. 19 is a detail plan view of the deck portion of the AMV apparatus rigid hull
assembly depicting the recessed storage and access hatches.
FIG. 20 is an elevation view in section of the rigid hull assembly depicting overall
recessed deck, hinges, and hatch f~et~ning configruration ofthe AMV appal~us.
FIG. 21 is a profile view in section of the rigid hull assembly depicting overall recessed
deck, storage compartments, water tanks, fuel tanks, and hatch f~tening configuration with
b~llkhe~(l f~et~ning detail drawing ofthe AMV appa~ s.
FIG. 22 is a translucent perspective view of the AMV apparatus rigid hull, and internal
component configuration in accordance with the present invention.
FIG. 23 is a detail elevation and plan view of the hardshell ~nt~nn~ housing assembly
exhibiting the radar, li~hting video, antennae, cleaning spray nozzles, and air intake aperture.
FIG. 24 is a perspective view of the hardshell ~,ntcnn~ housing assembly exhibiting the
radar, lighting, video, ~nt~nn~.?, and cleaning spray nozzles.
FIG. 25 is a detail frontal elevation view of the hardshell antenna housing assembly
35 exl~il,il;ng the radar, li~htin~~ video, ~ntçnn~e7 cleaning spray nozzles, and AMV apparatus
sensor appendages.
FIG. 26 is a detail rear elevation view of the hardshell antenna housing assembly
-
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exhibiting the radar, lighting, video, antennae, and cleaning spray nozzles.
FIG. 27 is a side profile view of the AMV apparatus depicting the hardshell antenna
housing and inflatable hull and weather hood erection and weight transfer device.
FIG. 2~ is a perspective translucent view of the AMV apparatus depicting the
removable interior weather hood polar insulation liner.
FIG. 29 is a perspective view of the AMV appalallls depicting the hardshell antenna
housing with photovoltaic cell array, ~ntPnn~, control, telemetry, audio, lighting, sensor, auto
self righting infiation meçh~ni~m, and lifting device.
FIG. 30 is a rear perspective view of the AMV appal~us depicting a dual thrusterconfiguration.
FIG. 34 is a translucent profile view of the AMV appal~lus depicting the engine and
compressor fresh air intake and water separation device.
FIG. 32 is a profile view of the AMV apparatus depicting the upper and lower
20 peripheral fire su,op.t;ssanl and cooling spray system.
FIG. 33 is a plan view of the AMV appal~L-ls depicting the effective horizontal range
and coverage of the peripheral fire s~-ppressalll and cooling spray system.
FIG. 34 is a perspective view of the AMV apparatus depicting the effective vertical
range and coverage of the peripheral fire suppl essant and cooling spray system.
-- FIG. 35 is a tr~n~lucent, perspective view of the AMV appal~Lus with an occupant
connected to physiological vital signs wrist or ankle straps with survival suit heater ducts
connectecl to the occupant.
FIG. 36 is a three-sequence perspective view of the AMV apparatus depicting a denated
hydraulic and pnpllm~tic lift assembly with victim in water, victim grasping onto recovery chute
hand rope rungs with chute in partially inflated condition, and victim sliding forward on
recovery chute with recovery chute fully inflated.
FIG. 37 is a side view of the AMV apparatus air deployment container system packaged
prior to deployrnent.
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FIG. 38 is a perspective view of the AMV appal~L-Is air deployment container system
after deployment depicting the components of the active steering control recovery chute system
assembly.
FIG. 39 is a perspective view of the AMV apparatus air deployment wing mounted
e~.~ ..al cont~;~er sys~ eG~p~rat-rlg an ~iicra~ d~ploya~l~ versiorl of the ~ p&l~tUS O~ the
present invention.
0 FIG. 40 is a perspective view of a single full size AM:V apparatus air deployment
container system mounted on a wing hardpoint of a Lockheed S-3 Viking.
FIG. 41 is a perspective view of three reduced size AMV apparatus air deploymentcontainer systems mounted on two externally mounted air deployment system TER-7 triple
ejector rack assemblies mounted on two Lockheed CP-140 Aurora aircraft wing hardpoint
systems with one detection and ~alge~ g SAMSON~ pod mounted on a single outboard CP-
140 wing hardpoint.
FIG. 42 is a side view of the AMV appa ~L-Is air deployment container system mounted
2 o on an internally mounted cradle deployment system p~ç~ged prior to deployment.
FIG. 43 is a perspective view of the AMV appa-a~us and air deployment container
system incorporating an aircraft deployable version of the appa-~ s of the present invention
being deployed from the rear of a Lockheed C-130/L-100 air deployment platform
incorporating an internally mounted air deployment system with extraction chute ext~on-le~
FIG. 44 is a perspective view of the AMV appa. ~lL~Is pressure rated subsurface
deployment casing container system mounted externally on the deck of a U.S. Navy Seawolf
class nuclear submarine.
FIG. 45 is a perspective view of the AMV apparatus depicting a deployment casing with
a rail launch system mounted on a land based concrete foundation for remotely actuated
automated lighthouse deployment.
FIG. 46 is a perspective view of the AMV apparatus depicting an oil rig and shipmounted launch system tubular launch s~stem fastened to a ship deck and bein~ tarF~eted by a
ship mounted detection and tar~ctin~ sensor array.
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FIG. 47 is a perspective view of the AMV apparatus depicting land, ship and shore
based telemetry typical of an GPS, INMARSAT, or STARSYS type satellite system with GPS
positioning, radar and sonar collision avoidance system during a rescue operation.
FIG. 48 is a perspective view of the AMV apparatus depicting several air, land or sea
deployable versions of the apparatus of the present invention in parallel, semi autonomous and
autonomous, operation in rescue roles and illustrating data and control telemetry typical of an
I~MARSAT, or STARSYS type satellite system with GPS positioning, radar and sonarcollision avoidance system during a rescue operation.
FIG. 49 is a perspective view of the AMV apparatus undergoing recovery by a Sikorsky
S~I-50 3zyhzwl~ helicop~cr.
FIG. 50 is a perspective view of the AMV apparatus depicting utilization of either an
:=internally mounted deployment system or externally mounted deployment systems with laser
guidance, parachute separation actuator activation, and AMV apparatus undergoing inflation
upon impact with the water surface.
FIG. 51 is a perspective view of a sinking fishing boat or other vessel depicting
automated release, inflation, and activation of the AMV appal~Lus of the present invention and
subsequent autonomous emergency telemetry broadcast
SUMMARY OF THE INVENTlON
The fo,egc>illg problems with ~Yi.~ting technology used in search and rescue operations
have been overcome with the present invention. The system of this invention provides for a
laser, radar, thermal or GPS guided autonomous or semi autonomous, self-propelled
autonomous marine vehicle (AMV) apparatus to detect, recover, and provide life support to a
person or persons in peril on the surface of an aqueous marine environment. The AMV
apparatus comprises a rigid hull assembly, an inflatable hull and weather hood assembly or rigid
shell weather hood assembly, power and propulsion means, telemetry control means, an
electrical system, various auxiliary systems, and m~inten~nce supplies.
The AMV apparatus comprises a generally boat-shaped rigid hull with interior chambers
providing for a protective housing for the propulsion, control, and life support means. Folding
hull wings provide for compact storage while allowing for increased deck space and floatation
stability when deployed. The rigid hull and folding hull wings are comprised of fire retardant or
fireproof composite or metal materials with watertight access panels to interior chambers of the
rigid hull.
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The AMV apparatus includes an inflatable hull and weather hood assembly that infiates
to form an interior cabin space. Access is gained by way of an access opening in the rear of the
weather hood. Visibility is provided for by acrylic windows in the sides of the weather hood.
The inflatable hull and weather hood assembly is comprised of non-fl~mm~kle materials.
As an alternative to the infiatable hull and weather hood assembly the AMV apparatus
may use a rigid weather hood made of rigid materials such as composite, ~lllminllm or ferrous
metals. The rigid weather hood offers more durable protection from harsh environmentsll
elements and is suitable for land or sea deployment.
The AMV apparatus is powered by an engine and propulsion system that provides a
power source to drive a hydraulic pump, electrical generator, or a mech~nical drive assembly
that in turn provides hydraulic, electrical or mechanically transferred power for thruster
propulsion and the generation of electrical power. The engine and propulsion system may be
diesel-powered or other type (turbine, chemical, fuel cell, batteries).
A telemetry control station and interface allows the AMV appal~LLIs to Ll~llslllll and
receive radio and satellite relayed voice, video, navigational, physiological life signs, mission
comm~nclc, sensor, and other data between the SAR response center or platform, aircraft, ship,
or oil rig, and the AMV appal~lus. The AMV appalalLIs incorporates a hardshell ~ntenn~
housing with communications means disposed within it, such as ~ntenn~ for various
communications methods.
2 o The AMV appal ~Lus further incorporates a peripheral coolant spray system means
recessed into the infiatable hull and weather hood assembly and further incorporating a rapid
infiation means; a self placing vertical ~ minllm support strut means to provide rigid support to
the hardshell ~nt.onn~ housing and auto-infiation self righting means mounted on top of the
infiatable hull and weather hood assembly, and a helicopter lifting ~tt~cllment hook fastened to
the hard-shell ~ntenn~ housing means mounted on top of the infiatable hull and weather hood
assembly and connected to the self placing structural support strut means attached to the rigid
hull means.
The AMV appalalus has an electrical system to generate, store, and distribute electricity
to life support means, telemetry means, communications means, engine and propulsion system
means, vehicle auxiliary systems means, sensor systems means, and on board mission control
computer means.
The AMV apparatus has a control, navigation, and collision avoidance system to
provide input to, and interface with, the on board mission control computer and software using
satellite such as GPS, STARSYS, ARGOS, IRIDIUM, or INMARSAT, radio, or acoustic,proxi~ y warning, location or navigational data collection and a vehicle control means to
interface with a vehicle operator control station means and provide collision avoidance, and
directional control to hydraulic, electrical, or mechanical, thruster means, and mission response
instructions to vehicle mounted personnel detection sensors means, life support means, vehicle
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-10-
auxiliary systems means, and communications system means.
The AMV apparatus has an auxiliary system comprising an air compressor means to
provide air for the inflatable hull flotation component means, as well as a pneumatically actuated
hydraulic and pnel~m~tic lift. The auxiliary system further comprises a saltwater des~lin~tion
5 means to provide drinking water, and a heater means to provide heat for life support means, a
physiological vital signs monitoring means, and a bilge pump means to remove water from
interior hull spaces and a pumping means to provide cooling water to the periphery fireproof
spray system means.
Personnel recovery means is provided for on the AMV apparatus for lifting and
o otherwise ~c~icting a physically impaired, hypothermic, exhausted, or injured person to exit the
water and gain entrance to the AMV appa~ s interior cabin space by a hydraulic and
pneumatically ~c~tl~fe(l lift. The personnel recovery means is comprised of a robotic arrn
assembly capable of lifting weight in excess of 400 pounds comprised of a pair of mechanical
hydraulically actu~te~l cylinder arms that are hinged at the cylinder base to a shoulder assembly,
~nd fA~tened to the AMV apparatus transom. The cylinder arms actuate an inflatable recovery
chute that provides a rapidly inflated cushioned recovery chute mounted between the pair of
m~ch~nic~l hydraulically actu~ted cylinder arms to elevate persons suffering from restricted
mobility above the holizo,lLal plane of the AMV apparatus rigid hull and the surface of the
water to permit the rescued individual to crawl or fall forward into the interior cabin space of
20 -the AMV appa,al~ls through a self sealing flap opening located in the rear of the inflatable hull
and weather hood assembly.
The AMV appa,~us is aided in search and rescue by an aircraft, ship, oil rig, or shore
based sensor detection and targeting system capable of detecting people floating on the surface
of a body of water and deLe, Ininillg their position coordinates relative to the Global Positioning
25 ~System (GPS3 and pos~ec.~ing a laser, radar or thermal ~~ nce package capable of dynamically
direcLing the AMV apparatus to a system operator ~l~fine~17 or sensor specified coordinate.
The present invention further provides means for deployment of the AMV apparatus,
inclucling means for l~lln~hing from an aircraft, comprising: (1) an air deployment casing to
provide an interior space for cont~ining and providing an aerodynamic cylindrical shaped
30 --protective housing for the AMV apparatus while mounted extemally on the wings or fuselage-
of an aircraft, or within the bomb bay or cargo bay of a deployment aircraft. The air
deployment casing is constructed of composite, or metal materials that fomm a forward
cylindrical casing with a rear cone assembly joined together around their circumference with a
casing sealing and separation actuator means; (2) an active steering control and recovery
35 parachute subassembly with prepro~ g or real-time GPS guidance means and parachute
steering control actuation means.
The present invention also provides for air deployment either by use of: (I) an aircraft
externally mounted air deployment system utili7ing a wing or fuselage mounted air deployment
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casing and being ejected from the aircraft while in flight by a BRU-I I or TER-7, for example
from a Lockheed P-3 Orion; or by use of (2) an aircraft internally mounted air deployment
system comprised of a disposable cradle to deploy the AMV apparatus and air deployment
casing from the rear door of an aircraft such as a Lockheed C-130, Casa 212, Dehaviland
5 Buffalo, or sirnilar aircraft with rear egress capability. When deployed in this manner, the AMV
appa,~lus is ejected from the aircraft while in flight using an extraction parachute assembly
means with a recovery p~ mte assembly means and a water-actuated AMV apparatus upper hull
inflation actuator means.
The present invention further provides for sub-surface submarine based deployment
0 means comprising a pressure rated subsurface deployment casing to provide a protective
housing for the AMV apparatus while mounted externally on the hull, or within the torpedo
tubes, diver lockout, or other submarine pressure hull orifice ejection system means.
The present invention further provides for a ship, oil rig, lighthouse, dock, or other
shore based deployment means cOlll~ lg: (I) a sea or land deployment casing to provide an
interior space for col-l;.;..il,~ and providing a cylindrical shaped protective housing for the AMV
apparatus while mounted on a ship, oil rig, lighthouse, dock or other sea or shore based facility;
and (2) a shore, rig, or ship mounted launch system ~tili7.in~ an ejection rail or tube affixed to a
concrete foundation, or ship or oil rig deck, the launch system being actuated remotely from the
ship, oil rig, lighthouse, dock or other facility rail or tube through satellite, radio, or hard wired
2 o control link telemetry means.
The present invention further provides for a series of waterproof vehicle and life support
hull conlpall~llents cont~ining food, water, first aid equipment, and various survival provisions
means, and AMV appa,~l~ls m~int~?n~nce tools, instructions, and basic repair materials.
DETAILED DESCRlPTION OF T~E INVENTION
The invention is now described in terms of the FIGURES to more carefully delineate in
more detail the scope, materials, conditions, and methods of the present invention.
FIGs. 1 thr~;gh 7 ~ow the ~verall e~,al co;~figura~ of the aulonomous marine~
vehicle (AMV) apparatus 3.0, in accordance with the present invention. The preferred
embodiment of the AMV apparatus 3.0, is an autonomous or semi autonomous land, sea or air
deployed rescue vehicle hereinafter denoted as the AMV appal~-Lus 3Ø By "autonomous"
vehicle is meant one which utilizes a real time artificially intelligent expert system that enables it
to undertake mission pro~l~,.,n~ g, both predefined and dynamic in conjunction with self
preservation, self maintenance, and one which is able to respond to opportunities or threats
encountered in the course of undertaking its mission progr~mming without human ~ccictzlnce.
The autonomous vehicle relative to this application also embodies a pre-emptive scheduler witl
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error code pro~ "";.,g An example of such an expert system would be those designed and
utilized by International Submarine Fngineçring on the ARCS D OLPHIN(~) and THESIUS~)
autonomous underwater vehicles. By "semi-autonomous" vehicle is one that has full or partial
autonomous capability with an ability to be manipulated or directly controlled by a human
5 operator.
The A M V ~ppal~L.Is3.0 inçlu(les a rigid hull assembly 3A, an inflatable hull and weather
hood assembly 3B, or a rigid shell weather hood assembly 3C, a hardshell antenna housing 3D,
a power and propulsion system 3E, a control, navigation and collision avoidance system 3F, an
electrical system 3G, various auxiliary systems 3H, survival gear and provisioning supplies, and
10 AMV apparatus 3.0 apparatus m~intçn~nçe supplies.
FIGURES 15 through 21 show the details of the rigid hull assembly 3A. The rigid hull
assembly 3A is inçl~?de~c a rigid hu13 34 that forms the outer surface that can best be described as
boat-shaped. The rigid hull 34 has a bow 300 shown in FIG. 16, and a stern 301, shown in
FIGs. 15 and 17. The rigid hull 34 also has two sides, generally referred to as port 302 and
starboard 303 or left and right, respectively, as shown in FIGs. 16 and 18. The rigid hull 34
also has an upper periphery 305 around the top of the sides 302,303, from the bow 300 to the
stern 301. While it is contemplated for the plere-led embodiment of the rigid hull 34 to utilize a
Spectra~3 (TM of Allied Signal) fiber, fiberglass, Kevlar~ (TM of DuPont) aramid, and graphite
composite material, it is apparent that other materials like ~ mimlm or ferrous metals could be
2 o substituted with varying degrees of pel rul lllance and cost effectiveness. The materials
contemplated are generally fire resistant or fireproof such that the A M V appa-~us is capable of
"s-~st~ining operations in extreme heat or flame for suspended periods of time. The rigid hull 34
is m~mlf~ctnred by means known and common in the art. The rigid hull 34 provides interior
chambers 304 as shown in FIGs. 21 and 22, for various internally mounted power and
25 propulsion systems means 3E, control, navigation and collision avoidance system means 3F,
electrical system means 3G, and various auxiliary systems means 3H.
FIGURES 21 and 22 show the rigid hull 34 in the pl~rel-ed embodiment divided into
three interior chambers 304 by internal b--lkhe.~lc 35, located near the center of the rigid hull
34. The interior chambers 304 are enclosed above by a recessed deck panel 36 with access
30 -hatches 43, shown in FIG. 19. AS shown in FIG. 19 section A-A, the internal bulkheads 35 are
fastened and sealed to the recessed deck panel 36, through four bolt, lock washer, and locking
nut assemblies means 37, drilled through the upper portion of the internal bulkheads 35 and
f~ctçned to angle brackets 38,1~min~ted on the bottom side of the recessed deck panel 36 and
made watertight between interior chambers with a waterproof peripheral deck panel waterproof
35 sealing ring means 40.
FIG. 19 shows the rigid hull 34iS sealed along its upper periphery 305 by sealing means
40 to the recessed deck panel 36 held in place by a series of deck bolts, steel washers, rubber
washers, and lock nut assemblies means 39, as shown in FIG. 19 section A-A, which are drilled
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and fastened around the periphery of the recessed deck panel 36 with a waterproof sealing ring
means attached to the rigid hull 34 with an adhesive bonding agent means, to effect a watertight
seal when sandwiched between the rigid hull 34 and the deck panel 36. The deck panel 36is
further divided into recessed sections incorporating an engine access hatch means 42, and
several life support/provision access hatches means 43, each incorporating an access hatch
hinge merh~nicm means 44, a access hatch flush locking me~hslni~m means 45, a peripheral
access hatch rubber sealing ring means 46 located around the recessed peripheny of eaGh aGGess
hatch means 42 and 43 opening, and a collapsible access hatch rubber water protection hood
means 47, which prevents water from entering the recessed access panel cavities over the deck
0 when the hatch means 42 and 43, are opened as shown in FIG. 20. Sealing means is
accomplished by methods known in the art such as by use of neoprene boot means adhesively
attached to mating elements. Adhesive bonding means is accomplished by any of common and
known adhesive bonding agents suitable for marine use.
FIGs. 17 and 18 show the rigid hull 34 also serves as a f~ctçning platform for two stern
towing eyelets means 48, mounted on a transom means 306, and a bow towing eyelet means 49,
mounted on the forward hull chine means 307.
FIGs. 15, 16, 17, and 18 show a pair of floatation foam filled folding rigid hull wings 50
which generally run the length of the AMV app~ L~Is 3.O, one on the left side 302, and one on
the right side 303, and fold from an inward position as shown in FIG. 16 to an outward position
20 as shown in FIG. 15. When folded out, the folding rigid hull wings 50 provide a wider floor
area, but are folded inward to accommodate compact enclosure within an aircraft mountable air
deployment casing (ADC) assembly 6A, shown in FlGs. 37, 40, 42, and 43. The preferred
embodiment contemplates making the folding rigid hull wings 50 from the same materials as are
used for the rigid hu1134. The folding rigid hull wings 50 are floatation foam filled to provide
25 additional floatation means. When the folding rigid hull wings 50 are folded inward it allows
the AMV appa.~lus 3.0 to be stored for deployment in existing-technology air deployment
casings. When folded outward the folding rigid hull wings 50 provide additional floatation as
well as dramatically increasing the stability of the AMV a,upd- ~LUS 3.0 in rough seas.
As contemplated by the present invention, the folding rigid hull wings 50 are fa~t~ne~ to
30 the rigid hull 34 by a pair of stainless steel piano hinge means 51 drilled with countersunk holes-
on three inch centers throughout the length of the piano hinges means 51 and fastened with
PEM bolts means 52 inserted into embedded PEM Nuts means 53 which are crush mounted
through stainless steel backing plates means 54,1aminated into the underside of the rigid hull
wing seats means 55, as shown in FIG. 18. The stainless piano hinge means 51 incorporate
35 piano hinge seal means 215 preferably made of Hypalon rubberized fabric covers laminated to
the rigid hull wing 34 and the recessed deck panel 36 and to the fireproof lower inflatable hull
tube 60 to provide a watertight seal. Further, the folding rigid hull wings 50 are locked down
into the open position as shown in FIG. 15 when the AMV apparatus 3.0 inflatable hull and
-
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weatherhood assembly 3B is inflated forcing the folding rigid hull wings 50 out and down onto
the rigid hull wing seat plastic crush'pads 56, with sufficient force as to drive four hull wing
stainless steel locking bolts means 57, located at evenly spaced intervals along the length of
each folding rigid hull wings S0 into folding rigid hull wing seat female locking mech~ni.em.c
=--means 58 which can be released through activation of a series of hull wing lock release
merh~ni~m~ means 59, located on the sides of the rigid hull means 34 under the rigid hull wing
seats means 55 which enable the folding rigid hull wings 50 to be folded inward for part~ging
and inspection of the rigid hull wing seat means 50 and hull wing seat female locking
mech~ni~m~ means 58.
The p~Çelled embodiment of the present invention incorporates an inflatable hull and
weather hood assembly 3B ~tt~qçh~-d to the rigid hull 34 of the rigid hull assembly 3A. FIGs. 1,
2~ and 4 through 7 show the overall configuration of the .~V appc"~lus 3.0 with the inflatable
hull and weather hood assembly 3B attached to the rigid hull 34 in accordance with the present
invention. The inflatable hull and weather hood assembly 3B inflates to form an interior cabin
space 311, shown with occupant in the interior cabin space in FIG. 35. The inflatable hull and
weather hood assembly 3B includes a generally fire resistant or fireproof lower inflatable hull
tube 60, mounted around the upper periphery 305 of the rigid hull 34, and folding rigid hull
wings 50, being ~tt~r.hed to same through a lower and upper inflatable hull tube adhesion strip
means, ~tt~çhed to the folding rigid hull wings 50, and rigid hull tube l~min~tion lip means 63,
2 o ~shown in FIG. 18, which forms part of the rigid hull 34, and is further fastened to the fireproof
upper infiatable hull tube 61, mounted around the topside circumference of the fireproof lower
inflatable hull means 60, being ~tt~.r.hed to same through the adhesion strip means l~min~ted
between and on both sides of the fireproof lower inflatable hull tube 60 and fireproof upper
infiatable hull tube 61. By fireproof is meant non-combustible, generally flame lç~
=~providing an in~ ting function against extreme heat. Examples of such materials are Nomex(~)
(TM of DuPont) and asbestos-based materials. The IJlèrelled embodiment contemplates a
l~min~te of Hypalon or butyl or 1 100 DTX fabric Neoprene/Hypalon as structural elements and
fireproof materials for inclll~ting ~l~mP.nt~. The invention further provides for the fireproof
upper inflatable hull tube 61 to be incorporate an inflatable hull and weather hood support tube
30 ::--strut 64 capable of supporting the inflatable hull and weather hood assembly 3B and hardshell
antenna housing assembly 3D, and further incorporates interconnected inflation valves means,
and grab ropes 66.
In the pl ere" ed embodiment the inflatable hull and weather hood assembly 3B
incorporates a fire resistant or fireproof weather hood 68 that forms the interior cabin space 31 l
35 . con,plised of fireproof fabric such as Nomex~ and asbestos-based materials. The weather
hood 68 forms generally vertical sidewalls, with a weather hood access opening 69 in the stern
side of the weather hood 68 which is sealed with weather hood access zipper and Velcro sealing
flap means 70 fabricated of similar materials to the inflatable hull and weather hood assembly
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3B. The weather hood 68 also incorporates a fireproof flap covered weather hood acrylic
window means 71, and weather hood acrylic window zipper and Velcro sealing flap means.
The weather hood 68 is constructed by conventional methods known in the art.
For use in extremely cold clim~te~, the present invention contemplates that the inflatable
hull and weather hood assembly 3B is further equipped with an inflatable polar insulation liner
73, shown in FIG 28, fastened to the inside of the inflatable hull and weather hood assembly 3B
with a series of polar insulation liner zipper and Velcro f~tening strips means. In FIG. 28 the
weather hood 68 is not shown so as to better show the polar insulation liner 73. The inflatable
polar insulation liner 73 is formed of a series of tubes through which warm air is circ~ tec~, and
10 it is contemplated that the tubes are formed in such a manner so as to faci1it~te visibility from
the AMV appa ~ s 3.0 though access openings and window means.
It is filrther contempl~ted that the fireproof !ower inflatable hull tube 60, the fireproof
upper inflatable hull tube 61, and the inflatable hull and weather hood assembly 3B, are further
equipped with fitted fireproof hull and weather hood cover flaps means which may be simply
rolled onto the infiatable hull and weather hood assembly 3B, and once deployed, are held in
place by fireproof hull cover zipper and Velcro sealing flaps means.
As an alternative to the inflatable hull and weather assembly 3B, one embodiment of the
pres~nt invention contemplates a rigid shell weather hood assembly 3C as shown in FIG. 3.
The rigid weather hood assembly 3C offers more durable protection from harsh environmental
20 ~l~mçnts The rigid weather hood assembly 3C is comprised of a composite, ~ minllm or
ferrous metal rigid weather hood structure 77 incorporating rigid weather hood access hatches
78 made of composite, ~ lminllm or ferrous metals and mounted onto the rigid weather hood
assembly structure 77 with stainless steel hatch hinges means, and fastened closed or opened by
~ch-~ting or releasing a series of rigid weather hood access hatch lock latches means. The rigid
weather hood is constructed by conventional means known in the art and affixed to the
infiatable hull by adhesive means known in the art and suitable for marine applications. This
embodiment cannot be stored in air deployment cases and is suitable for land or sea deployment
where storage space is available.
The plere-l~d embodiment of the AMV apparatus incorporates a power and propulsion
30 system 3E, att2~.hed to, ar,d ~lo~ed withir. ~he rigid h~ assembly 3~ as shown in ~lGs. 1
through 22. FIGs. 21 and 22 depict the overall configuration of the rigid hull assembly 3A, as it
pertains to the mounting and enclosure of the power and propulsion system comprised of a
power pack 105, which in the plere;lled embodiment is diesel powered, such as Yanmar L-A
series diesel engine, in which case the fuel tanks 106, hold diesel fuel. It is apparent that other
sources of power such as gasoline or electricity may be used. In addition, solid polymer fuel
cells utili7ing cryogenic oxygen and hydrogen as fuel may also be used instead of a diesel
powered internal combustion engine. The power pack I05, provides hydraulic power to the
various devices of the AMV apparatus 3Ø The power pack 105 also provides power for
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propulsion by powering the thruster assembly 107 which is disposed horizontally into its
operative position as shown in FIG.-21. It can be rotated about the vertical axis to effect
steering capability. Although the plt;rel.ed embodiment of the present invention uses one
thruster to effect propulsion, it is appal~ that a second thruster 108 could also be utilized in a
5 tandem configuration as shown in FIG. 30. The thrusters contemplated are comparable to those
m~mlf~tllred by International Submarine Engineering.
The pler~;..ed embodiment ofthe AMV appal~LL~Is 3.0 contemplates an engine air intake
port means 109, shown in FIG. 31 and 23, for the power pack means 10~;, located within the
rigid ~ntçnnR housing 81 and connected by tubing 312 to a centrifugal air and water separator
0 -means 110, incorporated within the rigid hull assembly 34. The centrifugal air and water
separator means is typical of that m~mlf~c.tllred by International Submarine F.ngineçring and
used by the Dolphin autonomous underwater vehicle (AW). In the p. c;r~,ed embodiment of
the present invention a one-way exhaust valve means 111 is vented below water level to
.-~;..;,.,;~.~ co..~ tion of the AMV appal~L~Is 3.0 interior cabin space air. The one-way
--exhaust valve means is also typical of that m~nllf~ctllted by International Submarine
En~illeeling and used by the Dolphin AUV.
Other embodiments of the power pack means 10~; are contemplated, such as vehicleoperational indicators that can be monitored and controlled by the AMV apparatus 3.0
ocç~p~nt~ through use of a power pack, fuel, and oil gauge remote control panel means. Where
20 --an internal combustion or other type of power pack means 10~ uses some form of reciprocating
starter mech~ni~m~ either an electric starter, or a hand crank pull start device can be employed
to effect ignition. Power pack means 105 cooling can be accomplished using either an air
cooled fan system, which draws air from the engine air intake port means 109, or can
incorporate a water cooled keel meçh~ni~m The plt;relled embodiment of the present
25 invention also incorporates an automated fire e~tin~li~her system of a halon gas or dry chemical
type within the engine colllpal llllenL.
The plerelled embodiment of the AMV appa-~ s 3.0 contemplates a fire protection
periphery spray system 143 shown in FlGs. 33 and 34. The fire protection periphery system
143 is comprised of pressurized water provided by the water pump means 141 directed from a
30 plurality of outlets so as to fan out around the AMV appal~lus 3.0 allowing it to traverse
burning oil patches or other extreme heat conditions.
The preferred embodiment of the present invention also incorporates a hardshell ~ntçnn~
housing assembly 3D, mounted at the top of the inflatable hull and weather hood assembly 3B,
or rigid shell weather hood assembly 3C. FIGs. 1,2 and 4 through 7 show the overall
35 configuration of the AMV appal~us 3.0 with the hardshell ~ntenn~ housing assembly 3D
mounted at the top of the inflatable hull and weather hood assembly. FIG. 3 shows the overall
configuration o~' the AMV apFaratus 3.(), with the hardshell :~ntçnn~ housing assembly 31)
mounted on top of the rigid shell weather hood assembly 3C. FlGs. 23 through 26 and 29
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show detail views of the hardshell ~ntçnn~ housing assembly 3D and will be used to further
deline~te the pl~re.led embodiment ofthe invention.
The hardshell ~ntçnn~ housing assembly 3D incorporates a rigid ~ntenn~ housing 81
which includçs a topside surface 310 which serves as a mounting surface for a photovoltaic cell
array means 82. The photovoltaic cell array means 82 is used for battery recharging as well as
to power a two-way integrated flat patch array satellite data telemetry and communications
~ntenn~ means 83, a two-way radio frequency data (RF) and communications telemetry ~nt~nn;q
means 84, and a global positioning satellite (GPS) antenna means 85 for AMV appal~Lus 3.0
navigation and positioning, such as the ~gell~n series GPS antenna system. The prerel.~d
10 embodiment of the photovoltaic cell array means 82 contemplates using a UNI-SOLAR~) (TM
of United Solar Systems Corp.) MBC-131 solar panel set up and operated as known in the art.
FIG. 23 shows the antenna housing bottom mounting board means 89, fastened to the
bottom of the rigid ~nt~nn~ housing 81 which provides a removable mounting surface for
several communication and lighting devices including two interior video cameras means 90,
15 directed at opposite ends of the interior of the AMV appal~Lus 3.0 to effect total coverage of
the interior spaces, with two interior comm--nic~tion audio speakers means 91, two interior
occ~lp~nt voice microphones means 92, to effect coverage of the interior spaces of the AMV
appal~L~ls 3.0, and two internal reading lights means 93 of sufficient power to illllmin~te the
interior spaces for video observation, and a single LCD video display screen means 94 to
20 communicate with, monitor the condition of, and otherwise provide two way audio and visual
communications between the AMV appal~lus 3.0 rescue personnel and the rescued occ~p:~nt~.
All of the video and audio components are common items known in the art and are chosen on
the basis of their durability under harsh conditions of search and rescue operations. Mounting
and hook up for operation is accomplished by methods known in the art.
The hardshell ~nt~nn~ housing assembly 3D also incorporates a ship or helicopterskyhook connector hoop means 86 mounted externally to assist in recovery of the AMV
appal~L~Is 3Ø The hardshell ~ntenn~ housing assembly also incorporates means to receive one
end of a weather hood erection and weight transfer device means 87 shown in FIG. 27,
generally comprising a rigid tube supported vertically between the recessed deck panel 36 of the
30 rigid hull assembly 3A, and the ~ntenn~ housing bottom mounting board 89, being hingedly
attached to the ~nt~nn~ housing bottom mounting board so as to be self-placing, directed into
place by gravity upon inflation of the inflatable hull and weather hood assembly 3B. The
plerell~d embodiment contemplates a tube made of sllnmimlm for the weather hood erection
and weight transfer device means 87. The hardshell slntçnn~ housing assembly 3D also
35 incorporates an external strobe light means 88, to assist in locating, and avoiding uncontrolled
physical contact, with the AMV appal~us 3.0
The navigation and control of the AMV apparatus 3.0 of the prcre~ d embodiment of
the present invention is further augmented by several devices mounted on the front (toward the
-
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bow) and rear (toward the stern) of the rigid ~ntçnn~ housing 81, as shown in ~IG. 23, to
monitor search, navigation, and boarding rescue activities. The devices include two exterior
video cameras means 95; a Raytheon~) navigation and collision avoidance radar 96 with radome
antenna housing means 97 mounted on the topside surface of the rigid antenna housing means
-81; an external high gain voice and audio detection sensor means 98 typical of those
m~mlf~ctllred by Speech Technology Research Ltd.; a thermal-infra red sensor 99 typical of
those m~nllf~ctllred for the M-16 rifle by Hughes Electro-Optical AN/TAF-13 with a thermal
electric cooler chip; a forward oriented fixed position halogen external area light 100; a camera,
light, and sensor washing spray nozzle means 101; and an exterior voice and siren megaphone
~lQ2 to provide the vehicle operator with internal or external real-time two way video and audio
relay with the AMV Apparatus 3.0 and persons in the ~dj~cent waters or within the interior
cabin space of the AMV Apparatus 3.0 pertinent to rescue operations, navigation, and obstacle
avoidance. Unless noted, all the navigation and control devices are those that are common and
known in the art. Mounting and operation is as would be to those skilled in the art.
Further to the prt;rel-ed embodiment of the present invention, the sides of the rigid
~ntenn~ housing means 81 also incorporate port and starboard exterior navigation lighting
means 103, and two auto self righting inflation meçh~ni~m~ 104 being mounted respectively on
each side of the rigid ~ntto.nn~ housing means 81, typical of those m~nllf~ctured by Zodiac
Hurricane Technologies Incorporated.
2 o The ,c l er~, . c;d embodiment of the AMV appa. ~Lus 3.0 incorporates a control,
navigation, and collision avoidance system 3F, shown disposed in the rigid hull 34 in FIG. 21,
comprised of a CPU computer and electronics module 118, an ARGOS satellite one way store-
transmit data telemetry card 119, typical of those m~mlf~c.tllred by Seimac Ltd.; a combined
STARSYS, INMARSAT, or IRIDIUM two way real-time satellite data telemetry card 120
typical of those m~nllf~ctllred by Seimac Ltd.; a GPS satellite dynamic self positioning and
tracking card 121, typical of those m~nllf~ctllred by Seimac Ltd. under the trade name Smart
Cat; computer memory storage device 122; a two way RF radio data and voice transceiver
comrnunications card 123, typical of those m~nuf~tllred by Motorola; a radar card 124, typical
of those m~mlf~ctured by Titan Radar Systems; a sub-surface collision avoidance sonar
-transducer and card 125, typical of those m~nllf~ctllred by SIMRAD Inc.; AMV
autonomous/semi autonomous navigation, vehicle systems, and mission control software 126,
typical of that developed by lnternational Submarine Engineering; and AMV apparatus thruster
control actuators, typical of those developed by International Submarine Engineering; a thermal
sensor signal processing card 127, typical of those m~nllf~ctllred by Hughes Electro Optics; and
an audio sensor signal processing card 128 typical of those m~nllf~c~nred by Speech Tech.
Research Ltd. All of the above system elements are configured and operated in a manner
known to those sl;illed in the art.
The CPU computer and electronics module 118 is electrically connected to the AMV
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appal~L~Is 3.0 electrical system 3G which is comprised of a photovoltaic cell array 82, shown in
FIG. 23, an alternator means 129, which charge a set of NI-Cad, or lead acid marine batteries
130, which then distribute a 12- to 24-volt regulated direct current charge of electricity to the
- various vehicle electrieal and electronie systems.
The CPU eomputer and electronics module 118 is responsible for processing dynamie or
preprogrammed instruetions to effeet aetuation or te,-,-inaLion of various vehicle activities and
auxiliary system 3H, shown on FIGs. 21 and 22, comprised of the power paek means 105,
driYen hydraulic pump means 131 that provides high pressure hydraulic fluid to charge a master
hydraulic aetuator module 132, whieh drives the alternator 129 shown in FIG. 22, to provide
o electricity for a heater 133 shown sch~m~tically in FIG. 21, which provides heat to several
personal survival suit heater ducts 134, as shown on the occupant in FTG. 35; a vehicle polar
insulation liner 73; a salt water dçs~lin~tion system means ~35 that produces potable drinking
water stored in freshwater reservoir tanks 136, which are equipped with a water quality sensor
and filter 137. The hydraulic pump means 131 and master hydraulic actuator module 132 can
either power directly or indirectly through the electrical generator means, an air compressor
means 138, used for ".~ ;";l~g the inflated portions of the AMV appa~L~Is 3.0 and for
eharging a rapid inflation bottle 139, or for deflating the inflatable hydraulic and pneumatic lift
assembly 4A shown in FIGs. 1 through 6. The air co~p~essor means 138, is also eapable of
being direeted by the CPU eomputer and eleetronies module 118 to respond to signals reeeived
from a low pressure activation sensor, typical of those m~n-lf~ctllred by Dunlop-Beaufort Ltd.,
and in lieu of using the rapid infiation bottle 139 can also pump air directly into the hydraulic
and pneumatic lift assembly 4A. The master hydraulic actuator module 132 iS also used to
aetuate water pumps means for bilge, eleaning, and fire proteetion 141, that also power the
high-pressure spray eleaning system 142, and fire protection and periphery spray system 143,
shown in FIGs. 32 through 34.
Further pl~rt;;lled embodiments eontemplated is the auxiliary system 3H ean be directed
by the CPU eomputer and eleetronies module 118 to respond to various vehicle system sensors
means such as water temperature, which are standard c~pa~it~nce-measuring sensors of existing
design, and environm~nt~l life support sensors such as eabin temperature, and individual
physiological vital signs such as wrist strap sensors 146, shown being used in FIG. 35, of-
~xictin~ design.
The plt;re,lt;d embodiment of the present invention incorporates a personnel recovery
means 4.0, comprising a hydraulic and pnellm~tic lift assembly 4A, shown in FIGs. 1 through 6,
and in operation in FIG. 36 and 36A, for the purpose of recovering persons suffering physical
weakness, injuries, or hypothermic loss of motor coordination. The personnel recovery means
4.0 is att~ch~d to the Ll~nsolll of the AMV apparatus 3.0 and is comprised of two main
~lçment.c First is a robotic arm means 308 which provides lifting support for the person being
recovered and is capable of lifting weight in excess of 400 pounds. The robotic arm means
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works in conjunction with the inflatable recovery chute 151 and can be moved through 140~ in
the vertical axis from a generally vertical position as shown in FIG. 4, to a generally horizontal
position as sho~,vn in FIG. 2. This movement is effected by a hydraulically rotated axle assembly
147 that is connected to a a transom-mounted mechanical shoulder assembly 148, which is in
turn connected to, and actuates, a pair of hydraulically ~t~n~lible cylinder arm assemblies 149
to assist in the directional control and lifting effort of the hydraulic and pnellm~tic lift assembly
4A. The inflatable recovery chute 151 serves as a cushioned bed to lift the rescued person 203
out of the water and into the AMV ap~a~dLus 3Ø The second main element is the recovery
chute rapid inflation lift bags means 150. The rapid inflation lift bag means 150 is affixed under
0 -the inflatable recovery chute 151 and pneum~tically conneçte~l to the rapid inflation bottle 139
that provides quick inflation to lift the inflatable recovery chute 151 SO as to incline the
inflatable recovery chslte 151 in such a way so as to f~ it~te easy entry of the person being
rescued to the AMV apparatus 3.0 interior cabin space as shown in FIG. 36. Inflatable
recovery chute hand rungs 152 are provided to assist the rescued person in getting positioned
~on the inflatable recovery chute 151. The materials and construction of the pnellm~tic infiatable
portion of the personnel recovery system are same as used for the inflatable hull and weather
hood assembly.
The l"~relled embodiment of the present invention also incorporates an ensemble of
survival gear and provisioning supplies 5A, their storage position shown in FIGs. 21 and 22
20 comprised of food provisions; several units of canned or plastic bags of water; a first aid kit; a
fishing gear kit (line, lures, tackle); mllltilin~l~l survival and operating instructions; personal
survival suits, waterproof distress and illllmin~tion flares; waterproof fl~ch1ights and batteries;
and a waterproof hand-held 2-way radio transceiver; All of these items are such as are common
and known in the art.
The plert;,led embodiment of the present invention further contains an ensemble of
maintenance supplies 5B, their storage position shown in FIGs. 21 and 22, comprised of a
multi-purpose mechanical tool kit; mllltilin~l~l operating and m~intçn~nce mAnu~lc; and an
inflatable hull repair kit; All of these items are such as are common and known in the art.
The p~t;re~ d embodiment of the present invention further incorporates target data
30 gathering from the targeting and sensor array apparatus 2.0, shown in FIG. I l for land or sea
embodiments. FIG. 12 shows the airborne embodiment of the targeting and sensor array
apparatus 2.0, the element~ of which are disposed within a SAMSON~ wing-mounted pod,
c~-mm--nication being effected by the use of an infra-red telemetry link to the operator on board
the aircraft 208. The elements of the La~geli~lg and sensor array apparatus 2.0 shown in ~IG M l
35 ~ill be used to dPlinP~te the elements of the array. The targeting and sensor array apparatus is
used to detect persons needing rescue and to effect precise deployment positioning of the AMV
apparatus 3.0 through the use of a thermal-infra red im~ging sensor means 12 typical of those
m~nllf~ctured for the M-16 rifle by Hughes Electro-Optical AN/TAF-13; an audio detection
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sensor means 13 typical of those m~nllf~ctllred by Speech Technology Corp.; radar imaging
sensor means 14 typical of those m~nl-fs~ctllred by Titan; standard laser im~ging sensor means
15; standard video sensor means 16; enhanced night video sensor means 17 typical of those
- m~nllf~ctllred Bausch and Lomb; laser ranging sensor means 18 typical of those m~n-lf~ct~lred
5 by Regal Lasers; and user definable radiometric ranging sensor means 19 typical of those
- m~nllf~ct71red by KDH Industries, lnc.; with standard audio megaphone means 20, all of which,
to facilitate field .-epairs and se~sor int~rçh~n~bility, ar~ integrated mto ~ ~e~ a~ly ~table
Sensar~) tube mounting rack means 22, comprised of generally holi~ollL~I Sensar tube mounting
platform 309 similarly rotatably coupled to the vertically rotatable mounting rack means 22. A
series of standardized 5 inch cylindrical Sensar tubes means 23 are mounted on the Sensar tube
mounting platform 309. The Sensar tube mounting rack is rotatably mounted on and coupled
to a central pylûn means 27 with rapid response two directional horizontal eracking actuator and
stepper motor and actuator assembly means 29. The generally horizontal Sensar tube mounting
platforrn 309 is similarly coupled to a rapid response two directional vertical azimuth tracking
actuator and stepper motor assembly means 28. The vertical and horizontal stepper motor
means, 28 and 29, f~cilit~te the undertaking of user-defined automated sc~nning se~uences, or
response to user-de~ned GPS, ~7imnth or rotational tracking position bearings through use of
the tactical AMV and sensor array control console assembly appa.~Lus 1.0, shown in FIG. 8;
mounted joystick, pen, trackball, keyboard, or mouse interface means 4; hardware switching
devices means 5; software switching devices means 6; and a directional control pad such as the
I~RC-100 m~nllf~ctllred by ACR Electronics 7. The mounting and hook up of the elements of
the targeting and sensor array means is as would known in the art by one skilled in the art.
Telemetry data can be relayed to or from the ~algeLing and sensor array means in a
variety of configurations, in~ ling for example, a CP-140 aircraft detection-targeting sensor
array appal~us 30, shown in FIG. 12; C-130 aircraft detection-targeting sensor array apparatus
31, shown in FIG. 13; a lighthouse detection-targeting sensor array appal~Lus 32, shown in
FIG. 14; a ship and oil rig detection-targeting sensor array appal~Lus 33, shown in FIG. 10; or
through radio, and satellite telemetry ~nt~nn~ means 10, or hardwired land based telephone
lines, or ship based armored connection cable means 11 as shown in FIG. 9.
The AMV apparatus 3.0 and targeting and sensor array 2.0 are controlled by a tactical
AMV and sensor array control console assembly 1.0, shown in FIG. 8. The tactical AMV and
sensor array control console assembly inc~lllcles a ruggedized aircraft, ship, submarine, oil rig or
ground-installed computer and electronics main casing means 1 with LCD or CRT graphic user
interface visual displays means 2 to permit real-time viewing of raw or processed data which is
channeled through the expert system CPU and electronics processing hardware and so~ware
means 3 to display video images and other data tr~n~mitted from the subject AMV apparatus
3.0 or from the targeting and sënsor array assembly 2.0; to enable monitoring, or manipulation
of the AMV apparatus 3.0 and the targeting and sensor array appal~Lus 2.0 through a joystick,
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pen, trackball, keyboard, Ol mouse interface means 4; hardware switching devices means ~i;
software switching devices means 6; and a hardware based directional control pad means 7.
These devices effect input of user defined instruction signals to the AMV appal~lus 3.0 and the
targeting and sensor array apparatus 2.0, by a data telemetry tr~n.cmitter means 8, and antenn~
relay cable means 9, shown in FIG. 9, connected to ship, oil rig, aircraft, or shore based radio,
and satellite telemetry antenna means 10, shown in FIG. 9, or hardwired ship based armored
relay cable means or conventional telephone land line connection relay cable means 11, shown
in FIG. 9, to the la~,eling and sensor array appa,~s 2.0, shown in FIG. 11, or the land based
ejection rail AMV casing release actuator means, or ship and oil rig based ejection tube AMV
release actuator means, shown in FIG. 10.
The preferred embodiment of the AMV apparatus 3.0 is capable of being land, air or sea
deploycd from a variety of stationa~ and mobile delivery platforms. The preferred means
among these platforms for timely delivery response time is air deployment, which is comprised
of either an internal or external delivery system encomp~c~in~ an aeronautically engineered
cylindrically shaped air deployment casing (ADC) assembly 6A, shown in FIG. 37. The ADC
provides an interior space for the stored, un-infiated AMV a~; p&~L-Is 3.0 and is comprised of a
rear ADC cone section 165, a forward ADC section 166, front and fear ADC section separation
actuator means 167, front and rear casing section position lights means, ADC inspection access
panels means 169, ADC remote starting test interface panel means 170, ADC remote starting
test interface jacks means 171, ADC lift handles means, AM:V recovery parachute assembly
means, a recovery parachute deployment actuator means, water and/or ".e.,l-~nically act)-~ted
recovery parachute separation switch means, and a recovery parachute strap cutter disconnect
mech~ni~m means. All components of the ADC are such as are known in the art and are
m~mlf~ct-lred by Irvin Industries Ltd. Canada, or P~ c nics.
25 ~ When air deployed, upon separation from the ADC 6A, the descent of the AMV
apparatus 3.0 in the ~ re-led embodiment ofthe present invention is effected by incorporating
a low velocity air drop (LVAD) active steering control recovery parafoil (ASCRP) assembly
6B, typical of the Orion precision guided delivery system m~n-lf~ctured by FFE Incorporated,
shown in FIGs. 38 and 39, to effect a precision parafoil landing at a dynamically selected laser
30 ~ de~i~n~teA, GPS correlated target, or a preprogrammed GPS deci~Pn~ted target. This is
accomplished through the use of a dynamic laser and GPS navigation module means, an aircraft
based guidance telemetry receiver and ~ntçnn~ means, parafoil steering control actuators means,
and a steering control actuated parafoil 180.
The p~ert;,l ~d embodiment of the present invention of the AMV apparatus 3.0 includes
35 extemal air deployment by one of t~,vo methods that incorporate an extemally mounted aircraft
deployment system (XMADS) 6C. shown in FlGs. 12, 40 and 41, typical of a Lockheed CP-
1~() Aurora or ~-3 ()rion, a Lockheed 8-3 Viking, a ~ikorsky S~1-6() Helicopter or other type
of aircraft with external ordinance payload capabilities possessin~ a wing, fuselage, or bomb
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bay, equipped Triple Ejector Rack (TER-7) 181, as is standard NATO or U.S. Air Force
design, shown in FIG. 12, capable of carrying three reduced size embodiments of the AMV
apl)a.~ s 3.0, and can also utilize a single point aircraft wing or fuselage hardpoint pylon with
- BRU-I I bomb rack 182, typical of U.S. Air Force or NATO design, shown in FlG. 40, capable
5 of carrying and deploying a full size embodiment of the AMV apparatus 3Ø The components
- of the externally mounted aircraft deployment system work in conjunction with the ADC in a
manner known in the art upon ejection from the aircraft to effect the separation of the rear cone
casing and parachute actuator means for sllcces~fill deployment of the AMV apparatus 3Ø
Another embodiment of the present invention contemplates one method of air
10 deployment which incorporates an internally mounted aircraft deployment system (IMADS) 6D,
shown in FIGs. 42 and 43, comprised of a disposable ADC deployment cradle means 183,
which is ~t~c.hed to an ADC 6A extraction parachu~e sub assembly means 184, such as that
m~mlf~ct~lred by Irvin Industries, with an ADC deployment activation cord means 185, ~tt~çhed
to the air deployment casing assembly means 6A. As depicted in FIG. 43, and as is common in
15 the art, the disposable ADC deployment means 183 is pulled out of the rear access of the
aircraft by an extraction parachute sub assembly means 184, typical of those m~nllf~ctured by
South-Tek International. Once out of the aircraft the disposable ADC deployment cradle means
183 falls away allowing the ADC 6A co~ ;..g the AMV appal~ s 3.0 to open and deploy
just as if externally deployed, as shown in FIG. 39.
The p~c;r~ed embodiment of the present invention of the AMV al~p~dL~s 3.0 also
includes one method of subsurface sea deployment which incorporates a pressure rated
s~l-,alille deployment casing (PRSDC) assembly 6E, shown in FIG. 44, which is engineered to
with~t~nd the hydrodynamic pressures associated with a given depth rating enabling it to ride
externally on a submarine hull, torpedo tubes, or other submarine pressure hull orifice ejection
system means, or within a diver lockout chamber to be deployed to the surface for the purpose
of personnel rescue incorporating a top PRSDC section 186, bottom PRSDC section means
187, a PRSDC externally mounted submarine release device means 188, and a PRSDC
separation actuator means 189. The bottom PRSDC section 187 and the top PRSDC section
186 are joined together along their longit~-iin~l axes with a casing sealing and incorporates a
user initi~te~, or depth-sensitive separation actuator means. All the elements of the pressure
rated sublllaline deployment casing assembly are such as those developed and m~mlf~ctured by
lnternational Subl-l;llille Fngineçring and known in the art.
The preferred embodiment of the present invention also contemplates one type of land
based rail deployment system 6H, which utilizes a shore deployment casing (SDC) assembly 6F,
shown in FIG. 45. The SDC is comprised of a top casing section 190, a bottom casing section
l91, a casing release device 192, and a casing separation actuator 193.
The embodiment of the present invention of the AMV apparatus 3.0 also includes one
method of land based deployrnent which is comprised of a shore mounted launch system
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(SMLS) assembly 6G, shown in FIG. 45. The SMLS assembly is comprised of an ejection rail
assembly 194, and an ejection rail AMV appa~ s 3.0 casing release actuator means and an
AMV appa.~ s 3.0 ejection rail co...plessed air launch device means. The shore mounted
launch system operates in a similar fashion to the other launch methods once the shore
5 deployment casing contacts the water. The shore deployment casing is similarly constructed
and operated as the PRSDC, except that it need not be able to with.~t~nd severe hydrodynamic
pressures.
The pl-erell~d embodiment of the present invention also contemplates one method of
surface sea deployment which comprises an oil rig and ship mounted launch system (ORSMLS)
:- assembly 6H, shown in FIG. 46, comprised of an ejection tube assembly means, and an ejection
tube AMV apparatus 3.0 release actuator means. The deployment and operation of the
O~SMI~S is similar with respect to its operation as to the other deployment systems d~.linç~e~
MI~T~IOD OF OPER~TION
The invention will now be more clearly shown by way of method of operation. The
FIGURES referred to are incorporated in this expl~n~ticn of operation, as well as general FIGs.
47 through 51 that show the general operation of the parts of the system of the invention.
Upon detection or notification of a person in distress being located within the response
range of a given land, air, or sea deployment platform a search is initi~ted using the La,~eling
and sensor array assembly 2.0 to locate the persons in peril. The sensor array assembly 2.0 may
be mounted on a ship, aircraft, or land based lighthouse, harbor or other facility. Upon
detecting an individual in the water through use of thermal, laser sç~nning, audio detection,
infra-red, standard video, night-ilhlmin~ted video, or other sensor, the sensor array assembly 2.0
then calculates the GPS coordinates of the person in peril through a dedicated algorithm. The
algorithm obtains the known GPS position of the ship, aircraft, or land based lighthouse, harbor
or other facility platform to which the sensor array assembly 2.0 is mounted and calculates the
targeting ~7imuth from the mounting position of the sensor array assembly 2.0, and obtains the
30 . ~ t~nce to the person in peril target using laser, radar, acoustic, or other distance measuring
means and then tri~n~-i~te;s the GPS position of the person in peril.
The position data of the person in peril is then relayed via radio, satellite or hardwire
cable telemetry to the AMV ap~a~ s 3.0 and sensor control console 1.0 which contains
software progl; .~ instructions to automatically generate a data log on the person in peril.
35 ~ The log on the person in peril may contain specific data about the sex, age, health, injuries and
overall condition of the person in peril. The AMV apparatus 3.0 and sensor array control
console 1.0 also relays operator dç.~i~n~ted timing interval instructions to the targeting and
sensor array 2.0 in order to Ill~ ill automated tracking and periodic position updates on the
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target person in peril. Hardware and software operator interface devices mounted on the AMV
appal~L~Is 3.0 and sensor array control console 1.0 then enable the operator to initiate launch of
the AMV appal ~LIls 3.0 from either ship, oil rig, aircraft, lighthouse, harbor, or other
deployment platform lltili7ing an ADC, SDC, or no casing through either a ASCRP 6B, PRSDC
5 6E, XMADS 6C, IMADS 6D, SMLS 6G, or ORSMLS 6H deployment system. When the
exact location of a target person in peril is unknown, said AMV appa~ s 3.0 may be deployed
to undertake user deci~n~ted search pattems or to initiate autonomous operation ~ltiii7:ing its on
board sensor capabilities to explore potential location leads pertinent to finding the target
person(s) in peril.
Wherein the AMV apparatus 3.0 is mounted on a ship, or oil rig, and the ship or oil rig
sinks, the vehicle would be activated automatically through a pressure sensitive release switch
which would bring the SDC to the surface where the ,9M~ appa,~us 3.Q would undergo
infiation and initiate a series of preprogrammed self preservation and mission response
comm~n~ls. The pro~ ,.. ;.. g would inc}ude power and propulsion systems start up with
station keeping ability, cold start GPS fix on AM:V appa.~ s 3.0 surface position, and an
emergency radio and/or satellite tr~ncmi~ion with live video, audio, and pertinent vehicle
information. The information would be relayed to a rescue coordination center, ship, aircraft, or
other platform equipped with the AMV and sensor array control station 1Ø Failing sllcces~fill
contact with the platforms or during the course of controlled and deliberate deployment, error
code pro~ ----;--g will initiate autonomous operations which include AMV appa,~Lus 3.0
initi~ted search operations which use on-board sensor systems and particularly an audio
detection system which has been trained to recognize human cries for help within the plo~hl,iLy
of the vehicle while filtering out ambient noise caused by sinking ships, wild life, wind and other
ambient noise which could interfere with the identification of a person's voice on the surface of
the water.
When the AMV appal ~L~IS 3.0 is deployed from an aircraft, precise stand-off delivery to
a pro~ "l",ed GPS waypoint can be effected through the use of a GPS guided parafoil system
typical of those m~nllf~ctllred by Pa,~L,ollics which can obtain stand-off deployment distances
of 20 miles with 100 meter GPS waypoint splash down accuracy.
Risk of injury to a person in peril who comes into uncontrolled contact with the AMV
appal~L~ls 3.0 due to wave action or some other circl-m.ct~nti~l infiuence is nominal because the
AMV apparatus 3.0 is soft sided at the water level due to its inflatable hull and weather hood
assembly 3B,
The AMV apparatus 3.0 upon locating or being directed to a person in peril can through
operator based video observation assist a person in peril suffering hypothermia, injuries, or
physical weakness to enter the AMV apparatus 3.0 interior cabin space through a personnel
rccovcry systc~ 1.0 collll)liSc~ r.l llydrnulic ~n~l l)nCulll.l~ie lill .Issclllbly ~ . Tllc llydr~ulic
and pneumatic lift assembly 4A is capable of lifting a person with a nominal grasp on one of he
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inflatable recovery chute hand rungs, out of the water on an inflatable recovery chute thereby
f~cilit~ting entry to the rear of the AMV appal ~LIls 3.0 .
Once the person(s) in peril (occupants) have been recovered the AMV apparatus 3.0
contains multi-lingual written instructions, prerecorded mllltilin~l~l instructions, and also has
5 the capability of relaying the operators voice to guide the occ~lp~nts in matters of self
preservation, first aid, vehicle h~n~11ing procedures, and cornmunications. The voice and video
tr~n~mi~ion between the operator and AMV appal~L-Is 3.0 occupants is accomplished through
radio and satellite based telemetry in real-time operation. The AMV apparatus 3.0 has the
capability of sl~t~ining life for several people through prep~çk~ged survival provisions, on
board des~lin~tion system, survival suits with heater ducts, fishing gear and other essçnti~l
supplies. The AMV apparatus 3.0 operator is capable of monitoring the vital signs of the
occ~1p~nfe through wrist or ankle straps contained within the survival suits. The vital signs
wrist or ankle straps can detached and simply f~tened about a body appendage in warmer
climates where survival suits are not necessary.
The AMV apparatus 3.0 is also capable of traversing a burning patch of oil through use
of a peripheral water spray system and fireproof materials which enable the vehicle to transit
otherwise lethal heat and smoke environments for short periods of time to effect rescue of a
person in peril.
The AMV a~.pa,~Lus 3.0 is capable of traversing more than four hundred miles over a
20 four day period, depending on weather condition, in order to conduct the occupants to safe
haven or towards a rescue vessel or helicopter where extraction of the occ ~p~n~ and removal
of the AMV apparatus 3.0 can be accomplished. The vehicle weather hood has clear non-
fl~mm~ble viewing ports recessed into the fabric or rigid material in order to enable the
oc~ p~nts to steer the vehicle through a direct control pad hardwired to the control navigation
25 and collision avoidance system 3F.
The AMV a~?pa"~ s 3.0 can also have the inflatable hull and weather hood assembly 3B
removed in order to accomrnodate a rigid weather hood assembly 3C for offshore oil rig
deployment where the recovery of men overboard may demand a more ruggedized product.
Should recovery of the AMV appa,dl~ls 3.0 prove difficult in certain weather situations,
30 the AMV apparatus 3.0 is capable of relaying its geographic position for more than two years
through long life lithium batteries, and through a continuous recharging solar array and marine
lead acid or other rechargeable batteries.
CONCLUSlON
The reader will see that the rescue system and apparatus of the present invention
provides a highly valuable survival package that can be used in search and rescue applications.
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The present invention can be deployed by air, land or sea to marine victims with means to
specifically detect, target, manipulate, monitor, and communicate with the victims or persons in
peril. The rescue system may be used in conditions too dangerous to endanger additional
human lives incll~din~ zero-visibility condition, or conditions of intense heat or hostile weapons
5 fire.
While the above description contains many specificities, these should not be construed
as limitations on the scope of the invention, but rather as an exemplification of one preferred
embodiment thereof. Many other variations are possible. Accordingly, the scope of the
invention should be determined not by the embodiments illustrated, but by the appended claims
0 and their legal equivalents.
