Autonomous Flying Ambulance

Abstract

An automatic flight transportation vehicle that utilizes the advantages and complexities of fixed-wing and ducted-fan aircraft. The air transportation vehicle includes a main body designed aerodynamically to generate lift and a plurality of rotors that can generate lift and forward thrust. Thus, the fixed-wing portion of the air transportation vehicle will begin to generate additional lift, allowing for sustained flight.

Description

Field of the Invention

[0001] This application generally relates to autonomous flying vehicles. Specifically, this application is directed to autonomous flying vehicles capable of transporting people or other payloads in a variety of environments, including urban environments.

[0002] Background

[0003] In today's society, smaller personal air transportation vehicle systems are playing an increasingly large role. With rapid improvements in design and decreases in size and cost, small air vehicles are being used in more areas of daily life. Some uses include transporting small packages and providing logistics and tactical support in military operations. In some cases, air transportation vehicles have increased the autonomy of the system to remove the human control factor. However, improved systems and methods are needed to quickly and cost-effectively deploy air transports that can operate in a variety of environments. Summary of the Invention

[0005] Systems and methods according to many embodiments of the present invention are directed to improved transportation systems that can be used in a variety of situations, including the field of medical air transportation.

[0006] In many embodiments, automated air transportation systems and control methods are provided that improve the reliability and functionality of such systems.

[0007] Many embodiments include an elongate body having an outer surface that defines a lumen and has a top, a bottom, a first side, a second side, a front, and a rear. The body also has a slotted opening extending through the first and second sides and located near an upper portion of the body within the body. The slotted opening may be configured to receive an airfoil that is disposed within the slotted opening and configured to generate lift during flight. Additionally, many embodiments include a plurality of side rotors, each having a rotor housing. Each rotor is disposed near the bottom of the body along each of the first and second sides such that a majority of the body is disposed above the plurality of rotors. Each rotor is connected to an elongate side shaft having a proximal end and a distal end, where the proximal end is connected to the body and the distal end is connected to the rotor housing. Each rotor may also be connected to a power system disposed within the lumen. According to many embodiments, the air transportation vehicle also has a first rear rotor having a rotor housing and disposed at a predetermined distance from the rear of the body and connected to an elongate support shaft having a first end and a second end, where the first end is connected to the body and the second end is connected to the rotor housing. The rear rotor is also connected to the power system. According to many embodiments, the air transportation vehicle further includes a controller system disposed within the lumen and in electrical communication with the plurality of side rotors and the first rear rotor and configured to coordinate the rotational torque of each of the rotors to generate a corresponding thrust such that the transport vehicle further includes vertical and horizontal movement. The vertical movement may be controlled by the vertical thrust generated by at least the plurality of side rotors. The horizontal movement may be controlled by the thrust generated by a group consisting of the first rear rotor and the plurality of side rotors that rotate in coordination, where the airfoil also generates lift during horizontal movement.

[0008] In other embodiments, the airfoil may also consist of a first airfoil and a second airfoil relatively disposed within the slotted opening, and wherein each of the first airfoil and the second airfoil is rotatably connected to the body and further connected to a mechanical drive system configured to receive a control input from the controller system and convert the control input into a coordinated rotational movement of each of the first airfoil and the second airfoil such that the airfoil may be set in a deployed configuration and a stowed configuration. The airfoil in the deployed configuration is positioned such that the cross-section of the airfoil remains balanced during horizontal movement to generate lift. The airfoil in the stowed configuration is positioned such that its cross-section does not generate lift.

[0009] In still other embodiments, each of the plurality of side rotors is rotatable about a fixed axis extending perpendicular to the longitudinal axis of the body, where its rotation can generate thrust vectoring of the rotor.

[0010] In other embodiments, the first rear rotor may rotate about an axis perpendicular to the support axis such that the first rear rotor may generate a thrust vector according to a desired position of the first rear rotor, wherein rotation of the first rear rotor is controlled by a rotary motor in communication with a control system, and wherein the position of the first rear rotor is controlled by the control system.

[0011] In still other embodiments, the rotary motor is disposed within the body and is connected to the first rear rotor at a pivot point located at the second end of the elongated support axis.

[0012] In other embodiments, the rotary motor is disposed at the second end and is enclosed within a rotor housing.

[0013] In still other embodiments, the inner cavity is configured to accommodate a person.

[0014] In other embodiments, the air transportation vehicle further includes an access door, wherein the access door is disposed on the front portion of the transport aircraft and is connected to the body of the transport aircraft by a device selected from the group consisting of a hinge and a sliding mechanism.

[0015] In still other embodiments, the air transportation vehicle further includes an access panel, wherein the access panel operates to allow access to the internal components of the transport aircraft.

[0016] In other embodiments, the access panel is disposed on the body at a position selected from the group consisting of the bottom and each side.

[0017] In still other embodiments, the air transportation vehicle includes duct shrouds disposed on each of the plurality of side rotors and the first rear rotor, wherein the duct shrouds have a variable cross-section such that loss of thrust at the rotor tips is minimized and the air flow velocity of the rotors is maximized.

[0018] In other embodiments, the air transportation vehicle includes at least a second rear rotor disposed on opposite sides of the longitudinal axis of the body parallel to the first rear rotor.

[0019] In still other embodiments, the shroud is formed as a fixed single wing configured to generate lift.

[0020] In other embodiments, each of the first rear rotor and the second rear rotor may rotate about an axis perpendicular to the support axis such that the first rear rotor and at least the second rear rotor may generate a thrust vector according to a desired position of the rear rotors, wherein rotation of the first rear rotor and at least the second rear rotor is controlled by a rotary motor in communication with a control system, and wherein the position of the rear rotors is controlled by the control system.

[0021] Many embodiments include methods for controlling an aerial transport vehicle that includes a multi-rotor fixed-wing transport vehicle. Many embodiments may include obtaining a multi-rotor fixed-wing transport vehicle according to various embodiments described herein. A desired position input for the multi-rotor fixed-wing transport vehicle may be generated before and / or during flight. A desired attitude for the multi-rotor fixed-wing transport vehicle may also be generated. The desired position may be transmitted to a position controller, where the position controller converts the position input into velocity component inputs to generate corresponding force feedback inputs. The desired attitude and the generated force feedback may be combined in a force distribution module and generate an attitude input for an attitude controller, where the attitude controller generates a desired wrench input into a rate controller; the rate controller converts the desired wrench into a torque input for a torque distribution module. Additionally, the torque input and the force feedback from the force distribution module may be combined into a control distribution module. Subsequently, the control distribution module may distribute appropriate force generation voltages to a plurality of side rotors and rear rotors.

[0022] Additional embodiments and features are set forth in part in the following description, and in part will become apparent to those skilled in the art upon examination of the specification, or may be learned by practice of the present disclosure. A further understanding of the nature and advantages of the present disclosure may be realized by reference to the remaining portions of the specification and the drawings, which form a part of this disclosure. Brief Description of the Drawings

[0024] The present description will be more fully understood with reference to the following drawings, which are presented as exemplary embodiments of the invention and should not be construed as a complete recitation of the scope of the invention, wherein:

[0025] Figure 1A A top view of an aerodynamic body of an aerial transport vehicle according to an embodiment of the invention is shown.

[0026] Figure 1B A side view of an aerodynamic body according to many embodiments is shown.

[0027] Figure 1C and Figure 1D A front view and a perspective view of an aerodynamic body according to an embodiment of the invention are shown.

[0028] Figure 2A and Figure 2B A side view and a top view of an aerial transport vehicle with wings according to an embodiment of the invention are shown.

[0029] Figure 2C and Figure 2DShows a front view and a perspective view of an air transportation vehicle with wings according to an embodiment of the present invention.

[0030] Figure 3A Shows a side view of an air transportation vehicle with wings and a propulsion system according to an embodiment of the present invention.

[0031] Figure 3B Shows a top view of an air transportation vehicle with wings and a propulsion system according to an embodiment of the present invention.

[0032] Figure 3C And Figure 3D Shows a front view and a perspective view of an air transportation vehicle with wings and a propulsion system according to an embodiment of the present invention.

[0033] Figures 4A to 4C Shows the variable positions of a part of a propulsion system according to some embodiments.

[0034] Figure 5A And Figure 5B Shows the corresponding propulsion capabilities of a rear rotor based on its placement according to many embodiments.

[0035] Figures 6A to 6D Shows various views of an embodiment of the present invention with a ducted rotor.

[0036] Figure 7 Shows the corresponding lift capabilities according to many embodiments.

[0037] Figure 8 Shows the corresponding drag characteristics of many embodiments.

[0038] Figure 9 Shows a top view of an embodiment of the present invention.

[0039] Figure 10A And Figure 10B Shows a top view and a side view of an air transportation vehicle with wings deployed according to various embodiments.

[0040] Figure 11A And Figure 11B Shows a top view and a side view of an air transportation vehicle with wings retracted according to various embodiments.

[0041] Figure 12 Shows a perspective view of an embodiment of the present invention with an entrance door.

[0042] Figure 13 Shows a cross-sectional view of an embodiment with various internal components.

[0043] Figure 14A And Figure 14BShows a tuft airflow test on the main body of an air transportation vehicle.

[0044] Figure 15 Shows a controller framework according to some embodiments of the present invention.

[0045] Figure 16 Shows a controller framework according to many embodiments of the present invention.

[0046] Figure 17 Is an illustration of speed tracking according to various embodiments.

[0047] Figure 18 Is an illustration of the angle of attack and the resulting representative lift and drag according to various embodiments. Detailed Description of the Invention

[0049] Turning now to the drawings, there are shown an air transportation vehicle system and a method of controlling an automated air transportation vehicle system according to various embodiments of the present invention. In several embodiments, the air transportation system includes a plurality of side rotors configured to generate lift in a vertical takeoff situation. Additionally, in various embodiments, the side rotors can be operated to propel the air transportation vehicle forward in flight. In many embodiments, the air transportation vehicle further includes a rear rotor. In some embodiments, the rear rotor can be operated to provide forward thrust or can also be operated to provide lift for the vehicle. In some embodiments, one or more of the rotors can be configured to tilt, thereby creating thrust vectoring capabilities to assist in vertically and horizontally propelling the air transportation vehicle. In many embodiments, the air transportation vehicle has some form of fixed wing. The fixed wing helps the air transportation vehicle utilize the lift properties of the airfoil, allowing a traditional fixed-wing aircraft to have a longer and more efficient endurance flight. In many embodiments, the fixed wing portion can be designed to be retractable on either side of the main body of the air transportation vehicle, thereby allowing for a reduced footprint of the vehicle and allowing the air transportation vehicle to access various scenarios. An air transportation vehicle having both a plurality of rotors and a retractable fixed wing portion can eliminate the need for long runways and allow the vehicle to access some areas that are inaccessible to traditional aircraft.

[0050] In many embodiments, the body of the air transportation vehicle can be biomimetic to reduce drag and improve the lift capabilities of the air transportation vehicle. For example, in some embodiments, the body can take the shape of a box fish, where the front is blunter and the tail is more tapered. In many embodiments, the profile of the body can be similar to that of a box fish, which can exhibit lift characteristics similar to an airfoil in many respects. However, the dimensions of the internal shape can be adapted to accommodate various payloads, including but not limited to humans. The ability to carry a payload inside the vehicle body allows the design of the body to be optimized for aerodynamic function, independent of the payload. Thus, many embodiments are capable of longer and more efficient flights, with the payload adding a small strain to the power and control systems on the vehicle. Additionally, many embodiments can position rotors below the body of the vehicle, thereby changing the center of gravity and further improving the aerodynamic performance of the entire air transportation vehicle.

[0051] In many embodiments, the control system is used in combination with one or more power systems and / or one or more sensor systems to allow for autonomous flight capabilities.

[0052] In several embodiments, the air transportation vehicle system is configured as a medical air transportation vehicle system. By providing a higher level of care on-site and rapid access to trauma centers, medical air transports can play an important role in expanding the emergency care capabilities of emergency medical services (EMS). Many factors influence a dispatcher's decision to use a fixed-wing aircraft or a medically outfitted helicopter, with the primary goal being to provide an appropriate triage level while protecting the crew and patient. Weather, air traffic patterns, distance to the nearest trauma center, and / or access to the nearest trauma center (i.e., the path to a nearby airstrip or helicopter landing pad) all affect the likelihood and type of dispatch.

[0053] Subjective protocols and training are often used to attempt to best determine the need for air EMS, balancing the need for rapid care and the severity of the outcome, risk, and cost, for both the crew and the patient. In many cases, air EMS is utilized when ground-based services are deemed inappropriate (e.g., too slow, inaccessible, or both). Due to the cost and requirements of infrastructure, air EMS is considered a second, albeit effective, option. An air ambulance class has two main options: a specially equipped rotary-wing aircraft (MEDEVAC in military terms) and a medically equipped fixed-wing aircraft. Rotary-wing aircraft have limited range, while fixed-wing aircraft may require special infrastructure (e.g., airstrips) for takeoff and landing. Additionally, most current air ambulance vehicles are manually operated, which may make them subject to human error, human fatigue, and / or require additional time for briefing and boarding operations.

[0054] According to various embodiments of the present invention, a flying automated ambulance can help support existing EMS protocols by providing a more objective toolset, i.e., a medical transport vehicle that is aware of its capabilities long before an emergency and does not require on-scene dispatcher and pilot judgment. This can include (but is not limited to) autonomous "decisions" regarding weather adjustments, ground and air traffic, the location of the nearest appropriate trauma center, and the fastest and safest trajectories to and from the trauma scene. Additionally, various embodiments can include the use of redundant propulsion systems to increase flight stability, which can assist in the ultimate deployment and recovery missions for which the automated ambulance or air transport vehicle can be used.

[0055] Furthermore, a flying automated ambulance according to several embodiments of the present invention can help avoid the disadvantages of traditional aircraft by combining the advantages of rotary-wing and fixed-wing aircraft (access and range, respectively) in a viable vehicle. For example, fixed-wing aircraft require a geographical footprint that can take up a large area of land. Similarly, rotary-wing aircraft also have the disadvantages of not being able to fly continuously for long periods and having reduced altitude limits. However, combining the advantages of both systems can help overcome some limitations. According to many embodiments of the present invention, an air transport vehicle can take off and land at existing medical rotary-wing aircraft helipad infrastructure, while, like a fixed-wing aircraft, the air transport vehicle can offer greater potential in terms of speed and range. An air transport vehicle according to many embodiments of the present invention can effectively package the advantages of fixed-wing and rotary-wing aircraft in a single, well-equipped hybrid vehicle, the complementary design of which can expand the use of air EMS. A deformable shape combined with a large number of smaller rotors, rather than one large rotor, can help form a smaller footprint, which can allow the air transport vehicle to operate in areas that may otherwise be difficult to reach.

[0056] Turning now to the drawings, there are described a number of embodiments for various air transportation vehicles that combine the advantages and improvements of fixed-wing and rotary-wing aircraft to extend the potential uses and capabilities of air transportation vehicles. For example, Figures 1A to 1D An aerodynamically shaped body of an air transportation vehicle 100 is shown. According to many embodiments, the body of the air transportation vehicle may have a biomimetic shape. For example, Figure 1B The profile shown depicts a body having a front portion 120 that may be blunt, a top portion 125 that may be dome-shaped, and a tapered rear portion 140. This profile may resemble the profile of a boxfish or any number of biologically relevant objects. This side view provides a view of an insert or opening 110 in which the wings may be stored during flight of the air transportation vehicle and subsequently deployed from. While the illustrated wings are shown as retractable, air transportation vehicles according to many embodiments of the present invention may include permanent fixed wings or permanent deployed wings and / or no wings depending on the given application requirements. Regarding the term "wing", many embodiments refer to a body shaped to act as an airfoil. Descriptions of various wing configurations will be discussed below with reference to a number of subsequent drawings.

[0057] Figure 1B Also shown are various mounts 130 from which various propulsion systems may be mounted according to various embodiments of the present invention. According to many embodiments, the number of side rotors may be as few as 4 and as many as desired depending on the corresponding dimensions of the body 100. For example, the embodiment shown herein depicts at least six side rotors disposed along the sides of the air transportation vehicle. According to many embodiments, the spacing of the individual rotors may also be modular. For example, the mount positions 130 are not evenly spaced. The spacing of the rearmost position is not equal to the spacing of the two front positions. According to various embodiments, the modularity of the rotor mounts may allow the rotors to be mounted such that the function of the rotors does not interfere with the function or lift of the fixed wings.

[0058] The shape of the body 100 may enhance the lift generated during forward movement of the air transportation vehicle. For example, the dive profile of the air transportation vehicle body 100 may resemble the profile of a boxfish or even the profile of a wing. The more blunt front portion 120 and the tapered rear portion 140 may allow for improved aerodynamic flow over the air transportation vehicle body while providing a large amount of internal space for the payload being carried. It will be further demonstrated herein that the body may increase the total lift of the air transportation vehicle and reduce drag. Those of ordinary skill in the art will well understand that increasing lift and reducing drag on any aircraft would be desirable elements of any design.

[0059] An air transportation vehicle according to many embodiments of the present invention can provide modularity. For example, Figure 1B , Figure 1D and Figure 2A show various mounting positions 130 located along the length of the main body 100. For example, the mounting positions can be used to mount a propulsion system to provide lift and thrust for the flight of the air transportation vehicle. Various propulsion systems that can be used by the air transportation vehicle according to multiple embodiments of the present invention will be discussed further below.

[0060] Turning now to FIG. 2, an air transportation vehicle having a fixed wing portion 210 according to an embodiment of the present invention is shown. The fixed wing of a conventional aircraft refers to a wing that is in a fixed position during flight. The wing is part of such a fixed-wing aircraft and is used to generate lift for sustained flight. The fixed wing is contrasted with a coaxial rotor aircraft, in which the wing rotates about an axis to generate the lift required for flight; similar to a helicopter. Figures 2A - 2D The illustrated embodiment is a main body 100 designed aerodynamically, having a fixed wing 210 capable of generating lift. According to many embodiments, the wing portion 210 can rotate about an axis 220 such that the wing can have multiple positions, and its rotation can be operated by a motor (not shown) connected to a power system (not shown) and a control system (not shown). For example, Figure 2B shows the wing 210 in the deployed position such that the wing 210 is positioned substantially perpendicular to the longitudinal axis of the main body 100 of the air transportation vehicle. According to various embodiments, the deployed position of the wing can help increase the lifting capacity of the air transportation vehicle, which can help extend the sustained flight. These embodiments can improve the flight efficiency of various applications. Figure 2C and Figure 2D show additional views of the wing 210 in the deployed position.

[0061] Like any aircraft, an air transportation vehicle according to many embodiments of the present invention can have multiple propulsion systems. For example, Figures 3A to 3D shows an exemplary embodiment of an air transportation vehicle having both a fixed wing and a coaxial rotor component. In Figure 3A , it can be shown that the main body of the air transportation vehicle can have a rear propulsion system that includes a rear rotor 310, a motor 320, and a support shaft 340 located at the rear of the main body. In addition, the main body can be equipped with a vertical propulsion system that has horizontally oriented side rotors 330. A plurality of side rotors 330 can be located along the length of the main body. Such a propulsion system can be configured to combine with the lifting effect of the fixed wing portion 210 to improve the overall flight characteristics [AX1] of the air transportation vehicle.

[0062] Figure 3B shows the physical layout of the side rotors of an air transportation vehicle according to an embodiment of the present invention. It can be seen that each side rotor 330 can be positioned at different locations along the body length of the air transportation vehicle. The positioning of the side rotors 330 can vary according to the overall design of the wing 210 and the body 100. For example, Figure 3B the illustrated embodiment shows at least six side rotors 330, which are positioned at different locations along the length of the body. The distance between the front side rotor 330A and the rear side rotor 330B can vary to accommodate the deployed wing. For example, the positioning of the side rotors can be configured such that the rearmost side rotor 330B does not interfere with the lifting properties of the wing 210 during flight. As will be explained later, when in critical operation, the side rotors may disrupt the airflow pattern under the wing, thereby reducing the overall lifting ability of the air transportation vehicle. Therefore, the modularity of the side rotors 330 can accommodate applications that combine a fixed wing portion with a propeller wing-like portion.

[0063] According to many embodiments, the side rotors can perform two key functions of an air transportation vehicle. The first function is vertical takeoff and landing. The performance of the side rotors can be similar to that of a single rotor on a conventional helicopter, or multiple rotors visible on a quadcopter. The rotation of the side rotors can be used to generate lift and vertically propel the air transportation vehicle into the air when preparing for horizontal flight. Additionally, the rotors can be configured to independently change the pitch, yaw, and roll of the air transportation vehicle. In many embodiments, the side rotors are controlled by a control unit (not shown) to perform the functions of vertical takeoff, horizontal flight, flight maneuverability, and vertical landing. The use of a vertical propulsion system allows the air transportation vehicle to take advantage of a helicopter by reducing the footprint in the deployed position. According to many embodiments, one or more side rotors 330 can be configured to rotate about an axis parallel to the support axis of each rotor, as shown by the rotation arrows in Figure 3A . Although not shown, the air transportation vehicle can be configured with additional drive mechanisms to rotate the side rotors 330 to change the lifting and propulsion capabilities of the air transportation vehicle, thereby contributing to a more continuous and stable flight.

[0064] According to many embodiments, the air transportation vehicle can have an additional set of rotors located at the rear of the vehicle. As shown in Figure 3A and Figure 3B , the rear rotors 310 can be located at the rear of the air transportation vehicle. The position of the rear rotors may vary depending on the total thrust requirements of the air transportation vehicle. As shown in Figure 3A and Figure 3BAs shown, the rear rotor can be positioned such that the axis of rotation of the rotor is parallel to the longitudinal axis of the main body 100. This positioning will allow the rear rotor to provide forward or backward thrust. As positioned in Figure 3A and Figure 3B , the rear rotor can be configured to assist or replace the side rotors for the function of horizontal flight. The rear rotor 310 can be configured to provide sufficient thrust such that once operated during horizontal flight, the power to the side rotors can be reduced or eliminated, thus taking full advantage of the lifting properties of the fixed wings. Although only two rear rotors are shown, it can be understood that any number of rear rotors can be used to generate the forces required for the air transportation vehicle. Although a specific rotor configuration is shown in Figures 3A - 3D , it should be understood that the position of the rotors and their relative thrust vectors can be adjusted according to the desired flight characteristics. For example, in some embodiments, a change in the rotor speed can adjust the pitch, yaw, and / or roll of the vehicle, which can allow for a transition from vertical flight to horizontal flight. However, in other embodiments, the angle of one or more rotors relative to the longitudinal axis of the vehicle body can be adjusted or rotated to provide additional horizontal thrust for horizontal flight, thereby increasing the lift of the wings and the aerodynamically shaped body.

[0065] According to many embodiments, the rear rotor can also be adjustable. For example, Figures 4A to 4C shows several positions that the rear rotor 310 can take to improve the overall flight capabilities of embodiments of the air transportation vehicle. For example, Figure 4A shows the rear rotor 310 in a vertical position, which is balanced to generate horizontal thrust for the air transportation vehicle. As previously mentioned, this configuration can be used in conjunction with the side rotors during horizontal flight or used completely independently of the side rotors.

[0066] Figure 4B shows a transitional state of the rear rotor 310 that can be used for thrust vectoring. Thrust vectoring can be used to control or maneuver the air transportation vehicle in various positions. In the various environments where such an air transportation vehicle can be used, this thrust vectoring can help improve flight characteristics and flight capabilities. For example, in an urban environment, there may be changing terrain, other moving vehicles and people, and fixed obstacles, which would require improving flight capabilities by using thrust vectoring. In any case, thrust vectoring can also be used simply to decelerate the air transportation vehicle to the desired speed.

[0067] Figure 4CThe rear rotor is shown in a horizontal position similar to that of the side rotors. The horizontal position of the side rotors may be preferred in various situations, for example, in the case of a rotor failure during flight. According to many embodiments, the horizontally positioned rear rotor can be used to provide vertical thrust for vertical takeoff and landing. The control of such a system according to various embodiments of the present invention is further described below.

[0068] Returning to the drawings, Figure 5A and Figure 5B show the relative thrust that can be generated by the rear rotor of an air transportation vehicle according to various embodiments of the present invention. Improved thrust characteristics from the rear rotor 310 would be desirable in any case. Thus, determining the optimal placement of such a rotor can vary in many embodiments. For example, Figure 5A and Figure 5B The numerical values in represent the pushing ability of the rear rotor relative to the physical position near the rear of the air transportation vehicle. Figure 5A show the corresponding normalized thrust values of the rear rotor in a "free form" configuration or in forward motion. Figure 5B show the corresponding thrust values when the air transportation vehicle is in a "hover" position. According to many embodiments, the rear rotor 310 can be positioned closer to the rear of the air transportation vehicle rather than farther away to increase the overall thrust capacity of the air transportation vehicle. Many embodiments of the air transportation vehicle can have a rear rotor 310 located at the tail of the body to increase the overall pushing performance of the rotor.

[0069] The placement of the rotor at the tail of the body operates according to the pressure principle and the pressure difference generated when the rotor produces thrust. Tracking the pressure at various stations through the control volume indicates that the pressure difference on the disk in the known area is directly related to the thrust it generates, and the magnitude of the thrust depends on the inlet and tail conditions. The thrust of the rotor depends on the pressure difference of the rotor itself. According to many embodiments, the profile of the body can reduce the pressure in the tail of the body, and thus placing the rear rotor 310 in the tail can allow for a greater pressure difference on the rotor, thereby increasing its pushing ability. It is readily understood that, according to embodiments of the present invention, the specific placement of the rear rotor on the air transportation vehicle generally depends on the requirements of the specified application.

[0070] Aerodynamics acts as a key factor in any air transportation vehicle design, helping to improve flight efficiency and thus extend flight life. According to some embodiments, as Figure 6A and Figure 6BAs shown, the wings of an air transportation vehicle can be deployed in a more swept back configuration 620. Although not fully extended, the swept design can also generate lift for continuous forward flight during the deployment of the air transportation vehicle, thereby reducing strain on the side rotors and ultimately increasing the lifespan of the power system.

[0071] In other embodiments, the rotors 310 and 330 can be configured with shrouds 610. The shrouds 610 can be designed to assist with the directional flow from the rotors. In other words, the shrouds effectively create a ducted rotor configuration, which can reduce noise and increase the propulsion ability of the rotors. For example, ducted rotors help reduce thrust losses at the exposed rotor tips. Additionally, many embodiments can have ducts with varying cross-sections to help increase the speed and pressure of the airflow above the rotors, thereby increasing the propulsion ability of the rotors. According to many embodiments, the varying cross-section of the duct can also create a more aerodynamic design to help reduce the drag that is naturally visible due to adding ducts to the rotors.

[0072] Figure 7 and Figure 8 The graphs shown in and illustrate how an air transportation vehicle can affect the total lift and drag experienced during flight according to various embodiments of the air transportation vehicle. For example, Figure 7 shows that the separate body can be designed to generate a certain amount of lift, which can ultimately contribute to the overall flight ability. Additionally, adding a shroud (SC-T WD S) does not have an adverse effect on the lifting ability of the air transportation vehicle. However, in contrast, Figure 8 the graph in illustrates that including a shroud can significantly increase the amount of drag on the air transportation vehicle.

[0073] According to some embodiments, the shroud can be enclosed within a second wing structure 910, as Figure 9 shown. According to many embodiments, the auxiliary wing 910 can be configured to shelter the rotors, thereby increasing the thrust of the rotors as well as using an appropriate profile to generate lift and reducing the drag impact from the sheltered rotors. According to many embodiments, the wing 910 can be configured to allow the rotors to still rotate relative to the support axis to assist the air transportation vehicle in forward flight. According to some embodiments, the auxiliary wing 910 can be the only wing of the vehicle. In other words, some embodiments can include a fixed wing that is configured to generate vertical lift while accommodating multiple rotors capable of generating the vertical takeoff and horizontal thrust required to utilize the lift properties of the wing. In some embodiments, the wing can be considered an extension of the vehicle body.

[0074] To further improve the aerodynamic characteristics of an air transportation vehicle to enhance flight capabilities, an air transportation vehicle according to many embodiments of the present invention is configured with a tail wing 1030. According to some embodiments, the tail wing 1030, as Figures 10A - 11B shown, may be attached to the rear of the body. During the flight of an air transportation vehicle, it is important to maintain the spin and moment naturally generated by the flight of the air transportation vehicle. Spin refers to a combination of parallel force vectors and a couple or torque vector that creates a spin space. The control of the spin space is ultimately managed by maintaining the overall pitch, yaw, and roll of the air transportation vehicle during flight. According to many embodiments, the use of a tail wing can better maintain flight characteristics, particularly the pitch of the air transportation vehicle. Adding a tail wing can improve the damping of the pitch moment and yaw stability, thus allowing the air transportation vehicle to increase its speed capabilities. According to many embodiments, the air transportation vehicle is capable of cruising at a speed of 25 m / s. Although a specific tail wing configuration is shown, it should be understood that any configuration that will provide the desired control of the air transportation vehicle can be used.

[0075] According to many embodiments, the body 100 of the air transportation vehicle may be configured with a cargo bay area 1010. The cargo bay area according to some embodiments may be configured as a vehicle for transporting human subjects (not shown). In other embodiments, the cargo bay area may be configured to accommodate various payloads, including (but not limited to) small or medium-sized packages, robots or other mechanical components, medical supplies, personal items for personal delivery, such as laptops, or any other packages suitable for the desired application.

[0076] Although not explicitly shown, the cargo bay area may extend the length of the interior space of the air transportation vehicle body. In some embodiments, this space may be configured with various triage components that can be used to provide care for injured subjects. According to many embodiments and as depicted in FIGS. 10 to Figure 12 B, the cargo bay area 1010 may be configured with an access door 1020. In many embodiments, the access door 1020 may be located near the front of the air transportation vehicle and is configured with an aerodynamic profile to conform to the overall shape of the body 100. In many embodiments, the access door may be connected to the body by a hinge or sliding mechanism. Such a hinge and / or sliding mechanism can be used to allow the access door to fully expose the cargo bay area 1010 to allow easy entry of cargo, humans, or other items. According to many embodiments, the cargo bay area 1010 may be configured with a restraint system such that cargo can be safely positioned within the cargo bay area during the flight of the air transportation vehicle.

[0077] According to many embodiments, the body 100 of the air transportation vehicle may be configured asFigure 12 The illustrated access panel 1210 can allow access to the internal components of an air transportation vehicle. Such an access panel 1210 can be important for allowing maintenance of the air transportation vehicle. In some embodiments, the access panel 1210 can be located on the side of the body, while in other embodiments, the access panel can be located on the underside of the body. The access panel can be located at any position that provides sufficient access for the user.

[0078] In addition to carrying human occupants, many embodiments of an air transportation vehicle will be configured to house certain necessary internal components, such as a power system, a control system, and mechanical and / or electrical connections that connect the power system and the control system to various external components (such as deployable wings, side rotors, rear rotors, and / or a tail). Figure 13 A cross-sectional view of an air transportation vehicle according to an embodiment is shown. According to many embodiments, the internal compartment of the air transportation vehicle can house many components, including but not limited to a main computer 1355 and an electronic speed controller 1325, a flight controller 1335, a battery 1345, a power management module, and various other flight imaging systems to assist in the autonomous flight control of the air transportation vehicle.

[0079] Since it can be desirable to make the air transportation vehicle operate autonomously, many embodiments can include a GPS unit 1310. According to some embodiments, the GPS unit 1310 can be located within the body of the air transportation vehicle, or can be located at any number of positions that allow the GPS unit 1310 to serve to provide guidance for the air transportation vehicle.

[0080] In addition to the GPS unit 1310, many embodiments can include various imaging systems and components that can work with the GPS unit 1310 and other control systems on the aircraft. For example, some embodiments can include a first-person view camera 1315, which can allow a remote user to visually see a view of the path of the air transportation vehicle during flight or at any time during the use of the vehicle. Other systems can include a stereo camera 1320 and / or a LIDAR system 1340. The stereo camera 1320 can operate to simulate a human binocular view. In other words, the stereo camera can help generate a three-dimensional image of the surrounding terrain and coordinate the image with other control components such as the main computer 1355 and the flight controller 1335 to adjust the flight path of the air transportation vehicle.

[0081] The LIDAR system 1340 can also be operated to generate a three-dimensional image of a specified target. For example, when in autonomous flight, an air transportation vehicle can receive a target command for a specific person at a specific location. The LIDAR system 1340 can communicate with the main computer 1355, the stereo camera 1320, the flight controller 1335, and other controllers to generate a flight path to the target and correctly identify the target for transportation. According to many embodiments, the target can be a person or other payload, such as a package. Other embodiments can include a monocular camera 1330 to assist in the autonomous flight of the air transportation vehicle.

[0082] According to various embodiments, the air transportation vehicle can be powered by an electronic battery 1345, as shown in the embodiments of Figure 13 . The battery can be sufficient to operate all of the electronic control systems and the various rotors required for flight. Additionally, the battery can be sufficient to operate the mechanical control system connected to the wing 210 of the air transportation vehicle, which can be adjusted from a deployed position to a non-deployed position as previously described.

[0083] According to many embodiments, an autonomous vehicle may require complex control software to adequately manage the vehicle's flight in various terrains and environments. Thus, the main computer 1355 is operable to receive input from each of the various input systems including but not limited to the GPS unit 1310 and the various imaging systems (1315, 1320, 1330, and 1340), and convert that input into a set of controls for the rotors. For example, the main computer 1355 can communicate with the flight controller 1335, and each rotor requires the necessary power and speed to maintain stability by adjusting the pitch, roll, and yaw of the air transportation vehicle. Subsequently, the power control module 1350 and the electronic speed controller 1325 can transmit and / or distribute the required output to the rotors to adjust the flight as needed. The air transportation vehicle can also be equipped with various cooling systems (not shown) to reduce thermal strain on the components and allow for efficient operation.

[0084] Many embodiments can implement a variety of control methods to correctly control the flight of the vehicle. Some of the control methods and algorithms used in the main computer and other control systems can be further described herein.

[0085] Embodiments of the Controller

[0086] Now refer to the aerodynamic performance and control of the air transportation vehicle. According to many embodiments, the air transportation vehicle can be designed for both hovering and sustained forward flight operations, which increases the functionality and capabilities of the air transportation vehicle in various situations. Maintaining the controllability of the air transportation vehicle would be an important aspect of the air transportation vehicle; especially when the air transportation vehicle is used to transport valuable cargo.

[0087] In many embodiments, it is important to maximize aerodynamic performance to increase the ability to sustain flight. These aspects can contribute to increasing the range and efficiency of an air transportation vehicle. For example, in many embodiments, the air transportation vehicle can be configured with a plurality of side rotors 330, as Figures 1A to 6B shown. When in a sustained forward flight configuration, such as when the wing 210 is in a deployed configuration, this configuration of the side rotors causes a perturbation of the airflow characteristics. As Figure 14A and Figure 14B shown, the airflow dynamics below the wing 210 and thus the lift generated by the wing are negatively affected by the actuation of the side rotors during flight. This can be illustrated by the Figure 14A directional airflow lines 1410 in Figure 14B where the lift under the wing is maintained when the side rotors are stationary. However, in Figure 14B it is shown that when actuated during forward flight, the directional airflow lines 1410 move towards the rotors, potentially reducing lift and increasing drag on the air transportation vehicle. Thus, in many embodiments, sufficient control of the rotors is necessary during both sustained and hover flight.

[0088] Typical unmanned vehicles or multi-rotor vehicles used in industry have traditionally been over actuated. This generally increases the robustness of the vehicle to a certain extent in the event of rotor failure. The key issue is to what extent the vehicle remains controllable. Since the controllability of the vehicle is intrinsically linked to the design, it is important to design a system that can maintain control. For example, the control system can utilize pitch and roll at the expense of yaw to allow continued flight in the event of rotor failure. When a rotor failure occurs during traditional flight, control of the pitch and roll of the vehicle is utilized at the expense of yaw control to allow the vehicle to be brought into a static hover state for a safe landing. Static hover or zero controllability of the vehicle is desirable for increasing the likelihood of a safe emergency landing and the ability to regain full control of the vehicle in the event of rotor failure.

[0089] Figure 15 Illustrated is a control system for a multi-rotor vehicle according to an embodiment of the present invention. The system can include two main components; an outer loop position controller 1515 and an inner loop attitude controller 1516, which operates at a faster speed than the outer loop position controller. In traditional multi-rotor vehicles, the position dynamics 1560 of a collinear multi-rotor vehicle are controlled by attitude. In Figure 15Under the control system, the position controller 1510 calculates the desired thrust and attitude 1520, and the attitude controller 1530 calculates the desired torque 1540 based on the desired attitude 1520. Finally, when considering the desired force and torque separately, the motor speed 1560 can then be generated to control the vehicle dynamics 1560. The overall design of the air transportation vehicle according to various embodiments can utilize Figure 15 the control system described therein, while considering the desired characteristics of the screws, forces or torques within the operating space or the varying bounds defined by the task requirements of the system.

[0090] According to many embodiments, the overall design of the air transportation vehicle aims to optimize and stabilize the attitude dynamics of the vehicle. Figure 15 A typical application of the control method shown utilizes the raw control inputs, which are the motor voltages, and the motor voltages are converted into rotational motor speeds, so the torque generated by each motor is proportional to the square of its rotational speed. Although Figure 15 the control system regards torque as the control input, this input can be mapped to the actual motor speed to enable the control of the vehicle's maneuverability, so the final control is based on the physical bounds of the motor speed, and the ultimate goal is to determine the optimal speed to generate the screws required for the air transportation vehicle. In many embodiments, Figure 15 the application of the control system in

[0091] However, even with the control of various rotors in the case of rotor failure, it is necessary to consider the aerodynamics of the system that generates lift by the fixed wing surfaces and the multi-rotor vertical thrust system. Many of the embodiments described herein are complex systems that utilize a novel control system architecture to generate efficient flight capabilities. According to many embodiments, a control system similar to Figure 16 shown can be used to solve the complex aerodynamic problems of the air transportation vehicle described herein.

[0092] Figure 16A control system is shown that uses a separation method to control the final vehicle dynamics. For example, the control system can start by using the net force and net torque as inputs to design the position / velocity (1620 and 1630) and attitude / rate (1640 and 1650). In a second step, the system according to many embodiments can use the force 1660, torque 1670, and control allocation 1680 to generate a desired twist. According to many embodiments, the trajectory planner 1610 can generate the desired attitude 1616 and position 1615 of the air transportation vehicle and direct these inputs to the force allocation module and the position controller, respectively. Subsequently, the force allocation module 1660 can receive the desired force input from the velocity controller 1630. The force allocation controller can generate the desired force output 1665 and the desired reference attitude 1668. The torque allocation 1670 can then receive the attitude input from the rate controller 1650 for generating the input to the control allocation module 1680. Finally, the Figure 16 control system according to many embodiments can provide active control of the rotor thrust direction, which can help improve the flight performance of the vehicle by adaptively changing the space of the available forces and torques based on the requirements provided by the high-level controller. In many embodiments, the vehicle can avoid rotor oversaturation while ensuring sufficient forces and torques from the controller.

[0093] Now turning to Figure 17 and Figure 18 Figure 15 the use of the control system can be illustrated by Figure 17 and Figure 18 illustrations that show various flight characteristics. For example, Figure 17 shows the speed tracking of an air transportation vehicle according to an embodiment of the present invention, where the air transportation vehicle first receives a command for pure ascending flight and transitions to steady-level forward flight. As can be seen from the Figure 17 bottom, when given a command for forward flight, the air transportation vehicle tilts similar to that of a multi-rotor aircraft and then transitions to a flat trajectory when the fixed wing starts to generate lift. According to many embodiments, the transition can occur and allow the side rotors to reduce power consumption and transition the power to the rear rotors to provide horizontal thrust in combination with the lift characteristics of the wing to maintain continuous flight. It can be seen that the lift of the wing quickly starts to generate the lift required for flight.

[0094] Figure 18 further shows the behavioral transition during the complex transition of forward flight by the side rotors until lift is generated from the fixed wing. For example, Figure 18The top chart in [the figure] illustrates the change in angle of attack during the transition. Additionally, the middle figure shows the increase in lift when the fixed wing begins to generate lift for the vehicle. It can be seen that many embodiments can implement the referenced control system to overcome the complex problems of the resultant forces and moments around multi-rotor and fixed-wing aircraft. Additionally, the control system can account for changes during flight and adjust the force distribution accordingly to maintain the desired twist and allow for safe and efficient flight; even in the case of rotor failure.

[0095] Doctrine of equivalents

[0096] The description of the invention has been presented for purposes of illustration and description. It is not intended to be exhaustive or to limit the invention to the precise form described, and many modifications and variations are possible in light of the above teachings. The embodiments were chosen and described in order to best explain the principles of the invention and its practical application. This description will enable others skilled in the art to best utilize and practice the invention in various embodiments with various modifications suited to the particular use contemplated. The scope of the invention is defined by the appended claims.

Claims

1. An automatically flying transportation vehicle, comprising: An elongated body having an outer surface, the body having a top, a bottom, a first side, a second side, a front, and a rear, wherein the outer surface further defines an inner cavity; A slotted opening extending through the first side and the second side and located near the upper part of the body within the body; An airfoil disposed within the slotted opening and configured to generate lift during flight; A plurality of side rotors, each side rotor having a rotor housing, and wherein each side rotor is disposed near the bottom of the body along each of the first side and the second side such that most of the body is disposed above the plurality of side rotors, and wherein each of the plurality of side rotors is connected to an elongated side shaft having a proximal end and a distal end, wherein the proximal end is connected to the body and the distal end is connected to the rotor housing, and wherein each of the plurality of side rotors is connected to a power system, wherein the power system is disposed within the inner cavity; A first rear rotor positioned at the rear of the body, the first rear rotor having a rotor housing, the rotor housing of the first rear rotor being disposed at a predetermined distance from the rear of the body and connected to an elongated support shaft, the elongated support shaft having a first end and a second end, wherein the first end is connected to the rear of the body and the second end is connected to the rotor housing of the first rear rotor, wherein the first rear rotor is connected to the power system, and wherein the first rear rotor has a rotational axis parallel to the longitudinal axis of the body, and wherein the elongated support shaft has an axis parallel to the longitudinal axis of the body; A controller system disposed within the inner cavity and in electrical communication with the plurality of side rotors and the first rear rotor and configured to coordinate the rotational torques of each of the plurality of side rotors and the first rear rotor to generate corresponding thrusts such that the transportation vehicle further includes vertical and horizontal movements, Wherein the vertical movement is controlled by the vertical thrust generated by at least the plurality of side rotors; and Wherein the horizontal movement is controlled by the thrusts generated by the first rear rotor and the plurality of side rotors rotating in coordination, wherein the airfoil also generates lift during the horizontal movement, and wherein the first rear rotor is configured to, once operating, provide sufficient thrust in combination with the lift generated by the airfoil such that the power of the plurality of side rotors is reduced or eliminated during horizontal movement.

2. The transportation vehicle according to claim 1, wherein, The airfoil further includes a first airfoil and a second airfoil disposed oppositely within the slotted opening, and wherein each of the first airfoil and the second airfoil is rotatably connected to the body of the transportation vehicle and is also connected to a mechanical drive system configured to receive a control input from the controller system and convert the control input into a coordinated rotational movement of each of the first airfoil and the second airfoil such that the airfoil can be set to a deployed configuration and a stowed configuration, wherein the airfoil in the deployed configuration is positioned such that the cross-section of the airfoil remains balanced during the horizontal movement to generate lift; and wherein the airfoil in the stowed configuration is positioned such that its cross-section does not generate lift.

3. The transportation vehicle according to claim 1, wherein each of the plurality of side rotors is rotatable about a fixed axis extending perpendicular to the longitudinal axis of the body, and wherein the rotation of the rotor can generate a thrust vector of the rotor.

4. The transportation vehicle according to claim 1, wherein the first rear rotor is rotatable about an axis inclined at an angle to the axis of the elongated support shaft such that the first rear rotor can generate a thrust vector according to the desired position of the first rear rotor, wherein the rotation of the first rear rotor is controlled by a rotary motor in communication with the control system, and wherein the position of the first rear rotor is controlled by the control system.

5. The transportation vehicle according to claim 4, wherein, The rotary motor is disposed within the body and is connected to the first rear rotor at a pivot point located at the second end of the elongated support shaft.

6. The transport vehicle according to claim 4, wherein, The rotary motor is disposed at the second end of the elongated support shaft and is enclosed within the rotor housing of the first rear rotor.

7. The transportation vehicle according to claim 1, wherein, The inner cavity is configured to accommodate a person.

8. The transport vehicle according to claim 1 further includes an entrance door, wherein, The entry door is disposed on the front portion of the transportation vehicle and is connected to the body of the transportation vehicle by a device selected from the group consisting of a hinge and a sliding mechanism.

9. The transportation vehicle according to claim 1, further comprising an access panel, wherein the access panel operates to allow access to the internal components of the transportation vehicle.

10. The transport vehicle according to claim 9, wherein, The access panel is disposed on the body at a position selected from the group consisting of the bottom and each of the first side and the second side.

11. The transportation vehicle according to claim 1, further comprising a duct shroud disposed on each of the plurality of side rotors and the first rear rotor, wherein the duct shroud has a variable cross-section such that the loss of thrust at the rotor tip is minimized and the air flow velocity of the rotor is maximized.

12. The transportation vehicle according to claim 1, further comprising at least a second rear rotor disposed on opposite sides of the longitudinal axis of the body parallel to the first rear rotor.

13. The transportation vehicle according to claim 12, wherein each of the first rear rotor and the second rear rotor is capable of rotating about an axis that is inclined at an angle to the axis of the elongated support shaft, such that the first rear rotor and at least the second rear rotor are capable of generating a thrust vector according to a desired position of the rear rotor, wherein the rotation of the first rear rotor and at least the second rear rotor is controlled by a rotation motor in communication with the control system, and wherein the position of the rear rotor is controlled by the control system.

14. A method for controlling a multi-rotor fixed-wing transportation vehicle, the method comprising: Obtaining a multi-rotor fixed-wing transportation vehicle, the multi-rotor fixed-wing transportation vehicle further comprising an elongated body having an outer surface, the body having a top, a bottom, a first side, a second side, a front, and a rear, wherein the outer surface further defines an inner cavity; A slotted opening that is provided through the first side and the second side and is located within the body near an upper portion of the body; An airfoil that is disposed within the slotted opening and is configured to generate lift during flight; A plurality of side rotors, each side rotor having a rotor housing, and wherein each side rotor is disposed along each of the first side and the second side near the bottom of the body such that a majority of the body is disposed above the plurality of side rotors, and wherein each of the plurality of side rotors is connected to an elongated side shaft having a proximal end and a distal end, wherein the proximal end is connected to the body and the distal end is connected to the rotor housing, and wherein each of the plurality of side rotors is connected to a power system, wherein the power system is disposed within the inner cavity; A first rear rotor that is positioned at the rear of the body, the first rear rotor having a rotor housing, the rotor housing of the first rear rotor being disposed at a predetermined distance from the rear of the body and connected to an elongated support shaft having a first end and a second end, wherein the first end is connected to the rear of the body and the second end is connected to the rotor housing of the first rear rotor, and wherein the first rear rotor is connected to the power system, wherein the first rear rotor has a rotational axis parallel to the longitudinal axis of the body, and wherein the elongated support shaft has an axis parallel to the longitudinal axis of the body; A controller system that is disposed within the inner cavity and is in electrical communication with the plurality of side rotors and the first rear rotor and is configured to coordinate the rotational torques of each of the plurality of side rotors and the first rear rotor to generate corresponding thrusts such that the multi-rotor fixed-wing transportation vehicle further comprises vertical movement and horizontal movement, wherein the vertical movement is controlled at least by the vertical thrust generated by the plurality of side rotors; and The horizontal movement is controlled by the thrust generated by the first rear rotor and the plurality of side rotors that rotate in coordination, wherein the airfoil also generates lift during the horizontal movement, and wherein the first rear rotor is configured to provide sufficient thrust in combination with the lift generated by the airfoil once it is in operation, such that the power of the plurality of side rotors is reduced or eliminated during the horizontal movement; Generate a desired position input for the multi-rotor fixed-wing transportation vehicle; Generate a desired attitude for the multi-rotor fixed-wing transportation vehicle; Input the desired position into a position controller, wherein the position controller converts the position input into a velocity component input to generate a corresponding force feedback input; Combine the desired attitude and the generated force feedback in a force distribution module and generate an attitude input for an attitude controller, wherein the attitude controller generates a desired twist input that is input into a rate controller; Convert the desired twist input into a torque input for a torque distribution module through the rate controller; Combine the torque input and the force feedback from the force distribution module into a control distribution module; Distribute appropriate force generation voltages to the plurality of side rotors and the first rear rotor.

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