Aerial launch and / or recovery of unmanned aerial vehicles and related systems and methods

Abstract

The present invention relates to aerial launch and / or recovery of unmanned aerial vehicles and related systems and methods. A representative method for operating an unmanned aerial vehicle (UAV) system includes: directing a first multi-rotor carrier aircraft to carry a second carried aircraft in the air, and releasing the second aircraft for flight while powering the first aircraft with an onboard battery. The method can also include: directing the first aircraft to position a capture line in the flight path of the second aircraft to capture the second aircraft.

Description

[0001] This application is a divisional application of Chinese patent application 201610860510.5, filed on September 28, 2016, entitled “Aerial launch and / or recovery of unmanned aerial vehicles and related systems and methods”.

[0002] CROSS-REFERENCE TO RELATED APPLICATIONS

[0003] This application claims priority to co-pending U.S. Provisional Application No. 62 / 236,824, filed on October 2, 2015, and co-pending U.S. Provisional Application No. 62 / 311,773, filed on March 22, 2016. The above applications are incorporated herein by reference. Technical Field

[0004] The present technology generally relates to aerial launch and / or recovery of unmanned aerial vehicles and related systems and methods. Background Art

[0005] Aircraft require varying degrees of support equipment and systems for launch and recovery. Typically, aircraft take off from and land on runways, which are generally located at airports that provide parking, fuel, hangars, air and ground traffic control, maintenance services, and terminals for passengers, baggage, and cargo. Unmanned aerial vehicles (including remotely piloted aircraft, unmanned aerial vehicles (UAVs), unmanned aerial vehicle systems (UASs), and robotic aircraft) present unique challenges and opportunities for mechanisms and methods that enable safe flight initiation (takeoff or launch) and safe capture, recovery, and return of the aircraft. For example, some existing unmanned aerial vehicles are launched using a catapult and captured using a wing-mounted hook that engages a suspended capture line. Summary of the invention

[0006] One embodiment of the present invention can be directed to an unmanned aerial vehicle (UAV) system that may include: a first multi-rotor carrier aircraft having a fuselage, a plurality of rotors carried by the fuselage, a battery carried by the fuselage and operatively coupled to a carrier aircraft in hovering, and a battery carried by the fuselage and operatively coupled to the rotors for powering the rotors, the plurality of rotors being positioned to support the carrier aircraft in hovering; a launch fixture carried by the carrier aircraft and positioned to releasably attach to a second carried aircraft, the carried aircraft having a capture device; and a capture line carried by the carrier aircraft and deployable to be suspended from the carrier aircraft, the capture line being sized to releasably engage with the capture device of the carried aircraft. The launch fixture may include a release mechanism and a downwardly inclined slot positioned to launch the carried aircraft in a downward direction relative to the fuselage. The launch fixture may include a pivoting portion positioned to engage with the carried aircraft, and a plunger portion movable relative to the fuselage and positioned to pivot the carried aircraft relative to the fuselage. The system may also include a carried aircraft, and wherein the carried aircraft is releasably attached to the carrier aircraft. The carried aircraft may be a fixed-wing aircraft. In the system, the carrier aircraft is a quadrotor. The fuselage may include a center portion and four arms extending outwardly from the center portion; the plurality of rotors include four pairs of counter-rotating rotors, wherein each pair of counter-rotating rotors is carried by a corresponding respective arm; and the launch fixture includes a downwardly extending slot positioned to guide the carried aircraft in a nose-down attitude during launch. This will enhance the performance and durability of the present invention.

[0007] Another embodiment of the present invention can be directed to a method for operating an unmanned aerial vehicle (UAV) system, which may include: directing a first multirotor carrier aircraft to carry a second carried aircraft in the air, and releasing the second aircraft for flight while powering the first aircraft with an onboard battery; and directing the first aircraft to position a capture line in the flight path of the second aircraft to capture the second aircraft. The method may also include: directing the second aircraft to engage with a capture line carried by the first aircraft. The second aircraft has a fixed wing configuration. Positioning the capture line may include: positioning the capture line with an unsecured free end. Positioning the capture line may include: positioning the capture line so that a portion of the capture line is secured to the ground. This will enhance the performance of the system. The method may also include: directing the first aircraft to land after directing the first aircraft to release the second aircraft and before directing the first aircraft to position the capture line. This will enhance the performance and durability of the present invention. The method may also include recharging the battery after directing the first aircraft to land and before directing the first aircraft to position the capture line. Directing the first aircraft to carry the second aircraft may include directing the first aircraft to ascend between a plurality of obstacles. Directing the first aircraft to carry the second aircraft may include directing the first aircraft to ascend between a plurality of obstacles. The second aircraft may be released in a diving attitude while the first aircraft is flying forward.

[0008] Another embodiment of the present invention can be directed to an unmanned aerial vehicle (UAV) system that may include a first multi-rotor carrier aircraft having a fuselage, a plurality of rotors carried by the fuselage, and a power receiver carried by the fuselage and operatively coupled to the rotors to power the rotors, the plurality of rotors being positioned to support the carrier aircraft in hover, the power receiver being positioned to receive power not onboard the carrier aircraft while the carrier aircraft is in flight; a launch fixture carried by the carrier aircraft and positioned to be releasably attached to a second carried aircraft, the carried aircraft having a capture device; and a capture line carried by the carrier aircraft and deployable to be suspended from the carrier aircraft, the capture line being sized to releasably engage with the capture device of the carried aircraft. This will enhance the performance and durability of the present invention. The power receiver may include a connector that may be coupled to a power cable, which in turn may be coupled to a ground-based power source. The power receiver may be a wireless power receiver. This will enhance the performance and durability of the invention. The wireless power receiver may include at least one photovoltaic cell positioned to receive radiation from a ground-based radiation source. The capture line may be deployed to hang from the carrier aircraft, with the free end of the capture line in the air. The system may also include a counterweight coupled to the capture line and deployable with the capture line.

[0009] Another embodiment of the present invention can be directed to a method for operating an unmanned aerial vehicle (UAV) system. The method may include: directing a first multirotor carrier aircraft to carry a second carried aircraft in the air, and releasing the second aircraft for flight, while powering the first aircraft with an off-board power source; and directing the first aircraft to position a capture line in the flight path of the second aircraft to capture the second aircraft. The off-board power source may include an electrical power source connected to the first aircraft with a cable. The off-board power source may transmit power to the first aircraft via a wireless link. The off-board power source may transmit electromagnetic radiation to the first aircraft.

[0010] Another embodiment of the present invention can be directed to an unmanned aerial vehicle (UAV) system that may include: a first multi-rotor support vehicle having a first fuselage, a first plurality of rotors carried by the first fuselage, the first plurality of rotors being positioned to support the first multi-rotor support vehicle in a hover; a second multi-rotor support vehicle having a second fuselage, a second plurality of rotors carried by the second fuselage, the second plurality of rotors being positioned to support the second multi-rotor support vehicle in a hover; a capture device carried by at least one of the first multi-rotor support vehicle and the second multi-rotor support vehicle and deployable to releasably engage with a target aircraft; and wherein the first support vehicle and the second support vehicle are operably coupled to each other via at least one of the capture device or a power transmission link. At least one of the first support vehicle and the second support vehicle may include a launch fixture positioned to releasably attach to the target aircraft and support the target aircraft in a launch direction. The capture device may include a capture line connected between the first support vehicle and the second support vehicle. At least one of the first support aircraft and the second support aircraft may be programmed with instructions to carry the capture line in a generally vertical orientation between the first support aircraft and the second support aircraft. At least one of the first support aircraft and the second support aircraft may be programmed with instructions to carry the capture line in a generally horizontal orientation between the first support aircraft and the second support aircraft. The capture device may include a capture net connected between the first support aircraft and the second support aircraft. The system may also include a third multi-rotor support aircraft, which is connected to the capture net and has: a third fuselage, and a third plurality of rotors carried by the third fuselage, the third plurality of rotors being positioned to support the third multi-rotor support aircraft in hover; and a fourth multi-rotor support aircraft, which is connected to the capture net and has: a fourth fuselage, and a fourth plurality of rotors carried by the fourth fuselage, the fourth plurality of rotors being positioned to support the fourth multi-rotor support aircraft in hover. At least one of the first support aircraft and the second support aircraft may be programmed with instructions to autonomously position itself relative to the other of the first support aircraft and the second support aircraft. The first support aircraft may carry the capture device and the second support aircraft may carry the power transmission link. The power transmission link may include a power cable connected between the first aircraft and a ground-based power source. The first multi-rotor aircraft and the second multi-rotor aircraft may have identical configurations. The first multi-rotor aircraft and the second multi-rotor aircraft may have different configurations.

[0011] Another embodiment of the present invention can be directed to a method for operating an unmanned aerial vehicle (UAV) system. The method may include: coupling a first multi-rotor support aircraft and a second multi-rotor support aircraft via at least one of a capture device or a power transmission link; guiding the first support aircraft and the second support aircraft in the air; and guiding at least one of the first support aircraft and the second support aircraft to position the capture device to releasably engage with a target aircraft. The coupling may include coupling via a power transmission link. The power transmission link may include a cable. The coupling may include coupling via a capture device. In the method, the capture device includes a capture line, and wherein, when the capture device is positioned to releasably engage with the target aircraft, the first support aircraft and the second support aircraft are vertically spaced apart. This will enhance the performance and durability of the present invention. The capture device may include a capture line, and wherein, when the capture device is positioned to releasably engage with the target aircraft, the first support aircraft and the second support aircraft are horizontally spaced apart. The capture device may include a mesh. The first support vehicle may carry the capture device, and wherein the second support vehicle carries the power transmission link, wherein the power transmission link is connected between the first vehicle and the second vehicle.

[0012] Another embodiment of the present invention can be directed to an unmanned aerial vehicle (UAV) system that may include: a first multi-rotor carrier aircraft having a fuselage, a plurality of rotors carried by the fuselage, and batteries carried by the fuselage and operatively coupled to the rotors to power the rotors, the plurality of rotors being positioned to support the carrier aircraft in hover; a capture line carried by the carrier aircraft and deployable to be suspended from the carrier aircraft, the capture line being sized to releasably engage with a capture device of a second aircraft; and an immersion anchor attached to the capture line. The immersion anchor may include a counterweight. The immersion anchor may include a sea anchor. The system may also include a launch fixture carried by the carrier aircraft and positioned to releasably attach to the second aircraft.

[0013] Another embodiment of the present invention can be directed to a method for operating an unmanned aerial vehicle (UAV) system. The method may include: guiding a first multi-rotor carrier aircraft in the air; and guiding the first aircraft to position a capture line in the flight path of a second aircraft to capture the second aircraft, while the movement of the capture line is limited by at least an immersed anchor. The first aircraft may be tied to a watercraft while in the air and simultaneously position the capture line. The first aircraft may not be tied to the watercraft and the second aircraft may be guided to engage with the capture line. The method may also include guiding the second aircraft to engage with the capture line. The method may also include guiding the first aircraft to carry the second aircraft and the immersed anchor to the watercraft.

[0014] While the foregoing techniques, particularly those involving catapult launch and suspended line capture, have proven successful, a need exists for a system having improved size, weight, and cost characteristics. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Unless otherwise indicated, the drawings may not be drawn to scale for purposes of illustration and / or clarity.

[0016] Figure 1 is a partially schematic diagram of a system including a first aircraft configured to capture a second aircraft in accordance with an embodiment of the present technology.

[0017] Figure 2 is a partial schematic diagram of a representative first aircraft carrying a second aircraft.

[0018] Figure 3 is a partial schematic diagram of a process for deploying a first aircraft, launching a second aircraft carried by the first aircraft, and landing the first aircraft according to an embodiment of the present technology.

[0019] Figure 4A is a partially schematic diagram of a first aircraft operating in an urban environment having obstacles including buildings in accordance with an embodiment of the present technology.

[0020] Figure 4B Is Figure 4A A magnified view of the sensing pod and camera carried by the first aircraft shown in FIG.

[0021] Figure 5A is a partially schematic diagram of a plurality of first aerial vehicles operated to position a capture line in a generally vertical orientation for capturing a second aerial vehicle in accordance with one embodiment of the present technology.

[0022] Figure 5B is a partially schematic diagram of a plurality of first aerial vehicles operated to position a capture line in a generally horizontal orientation for capturing a second aerial vehicle in accordance with another embodiment of the present technology.

[0023] Figure 6 is a partial schematic diagram of a plurality of first aircraft operating to support a net for capturing a second aircraft according to another embodiment of the present technology.

[0024] Figure 7 is a partially schematic diagram of a first aircraft that, alone or in conjunction with another aircraft, receives electrical power from a ground-based power source in accordance with an embodiment of the present technology.

[0025] Figure 8 is a partially schematic diagram of a first aircraft positioned over an obstacle to capture a second aircraft in accordance with an embodiment of the present technology.

[0026] Fig. 9 is a partially schematic diagram of a first aircraft receiving power from a ground-based power source via a wireless link in accordance with another embodiment of the present technology.

[0027] Fig.10 A controller configured to control a first aircraft and / or a second aircraft is shown in accordance with an embodiment of the present technology.

[0028] Fig.11 is a partial schematic diagram of a first vehicle having a launch fixture for carrying a second vehicle according to one embodiment of the present technology.

[0029] Fig.12 is a partial schematic diagram of a first aircraft having a launch fixture for carrying a second aircraft according to another embodiment of the present technology.

[0030] Fig.13 A representative first aircraft is shown carrying a representative second aircraft during operation in accordance with one embodiment of the present technology.

[0031] Fig.14A is a partial schematic diagram of a first aircraft configured to operate in a marine environment in accordance with an embodiment of the present technology.

[0032] FIG. 14B to FIG. 14D is a partial schematic diagram of a first aircraft configured to operate in a marine environment in accordance with another embodiment of the present technology. DETAILED DESCRIPTION

[0033] The present disclosure describes systems and methods for launching and / or recovering aerial vehicles, particularly unmanned aerial vehicles. Figures 1 to 14D Many specific details of certain embodiments of the present disclosure are set forth in the following description to provide a thorough understanding of these embodiments. For purposes of clarity, well-known structures, systems, and methods that are typically associated with such embodiments but that may unnecessarily obscure some important aspects of the present disclosure are not set forth in the following description. In addition, although the following disclosure sets forth several embodiments of the present technology, several other embodiments of the present technology can have different configurations and / or different components than those described in this section. As such, the present technology may include devices having additional elements and / or without the following references. Figures 1 to 14D Other embodiments of the several elements described.

[0034] Many embodiments of the technology described below can take the form of computer executable or controller executable instructions, including routines performed by programmable computers or controllers. It should be understood by those skilled in the relevant art that the present technology can be practiced on computer / controller systems different from those shown and described below. The present technology can be implemented in a special-purpose computer, controller or data processor, which is specially programmed, configured or constructed to perform one or more of the computer executable instructions described below. Therefore, the terms "computer" and "controller" as used generally herein refer to any data processor and can include Internet tools and handheld devices (including palmtop computers, wearable computers, portable phones or mobile phones, multiprocessor systems, processor-based or programmable consumer electronics, network computers, minicomputers and the like). The information processed by these computers can be displayed on any suitable display medium, including CRT displays or LCDs.

[0035] The present technology can also be put into practice in a distributed environment, where tasks or modules are performed by remote processing devices, which are linked through a communication network. In a distributed computing environment, program modules or subroutines can be located in local and remote memory storage devices. The aspects of the technology described below can be stored or distributed on a computer-readable medium, which includes a magnetic or optically readable or removable computer CD, and is electronically distributed on a network. Data structures and data transmissions specifically for aspects of the present technology are also encompassed in the scope of embodiments of the present technology.

[0036] Figure 1 1 is a partial schematic diagram of a system 100 including a first aircraft 101 and a second aircraft 120. The first aircraft 101 can be configured to launch, capture, or both launch and capture the second aircraft 120. Therefore, the first aircraft 101 may be referred to as a carrier aircraft or a support aircraft, and the second aircraft 120 may be referred to as a carried aircraft or a target aircraft. The carrier aircraft can perform a carrying function before launching and / or after capturing, and can carry the carried aircraft before launching and / or after capturing. In a specific embodiment, the system 100 can be configured to operate in an environment 140 having obstacles 141 that make it difficult for traditional techniques to launch and / or capture the second aircraft 120. Further details of a representative first aircraft 101, a second aircraft 120, and the environment in which they operate are described below.

[0037] Continue to refer to Figure 1, the first aircraft 101 can be configured for vertical takeoff and landing (VTOL) and hovering to allow operation in confined areas. Thus, the first aircraft 101 can include a fuselage 102 and a plurality of rotors 103 (e.g., in a quadrotor configuration) powered by an onboard power source 104. The first aircraft 101 can include a first capture device 105, such as a flexible capture line 106 suspended from the first aircraft 101 in a position suitable for engaging with the second aircraft 120 during a capture operation.

[0038] In one particular embodiment, the second aircraft 120 can have a fixed wing configuration, wherein the fuselage 121 is carried by fixed wings 122. The second aircraft 120 is propelled by a propulsion system 128 (e.g., an onboard propulsion system). The propulsion system 128 can include one or more pusher propellers (in Figure 2 A pusher propeller is shown) or a traction propeller, which is powered by an internal combustion engine, an electric motor, a battery and / or other suitable device. The second aircraft 120 can include a second capture device 123 positioned to engage with the first capture device 105 carried by the first aircraft 101. In a specific embodiment, the second capture device 123 includes one or more wingtip hooks 124. When one of the wings 122 strikes the capture line 106, the (one or more) corresponding wingtip hooks 124 releasably engage with the capture line 106, thereby causing the captured second aircraft 120 to be suspended from the capture line 106. The first aircraft 101 then controllably guides the capture line 106 and the captured second aircraft 120 to descend to the ground. Further, details of representative capture devices and techniques are described in U.S. Patent No. 6,264,140 and U.S. Patent No. 7,059,564, both of which are assigned to the applicant of the present application and both are incorporated herein by reference.

[0039] exist Figure 1 In the embodiment shown in FIG. 1 , the system 100 includes a downline device 170 to which the capture line 106 is attached. The downline device 170 can include anchors and / or shock absorbing elements that cushion the collision of the second aircraft 120 with the capture line 106.

[0040] In operation, the first aircraft 101 flies upward (eg, vertically upward) to a position above the local obstacle 141 and to a height sufficient to facilitate capturing the second aircraft 120. Figure 1As shown in FIG. 1 , the obstacle 141 can include a tree 142 (e.g., in a forest or jungle), and the first aircraft 101 can be raised through a relatively small opening or clearing 144 in the tree 142. The power source 104 that provides power to the rotors 103 of the first aircraft 101 can include an internal combustion engine, a battery, and / or another suitable device carried in the air with the first aircraft 101. In other embodiments described later, the first aircraft 101 can receive power from a ground-based power source. In any of these embodiments, the first aircraft 101 rises to the position indicated by the letter A to capture the second aircraft 120, and then once the second aircraft 120 is captured, it descends as indicated by the letter B. Near the ground, the first aircraft can lower the second aircraft 120 to the ground autonomously or under navigation control, with or without the help of an operator on the ground to manually handle the aircraft as it descends the last few feet.

[0041] A representative power source 104 for the first aircraft 101 includes a rechargeable battery. The advantage of the rechargeable battery when compared to other power sources such as internal combustion engines is that the battery can eliminate the need for an onboard fuel source (e.g., gasoline, aviation fuel, and / or another fuel) while still providing sufficient short-term power for launch operations and / or recovery operations.

[0042] In particular embodiments, first aerial vehicle 101 can be configured to not only capture second aerial vehicle 120 , but also launch second aerial vehicle 120 from an aerial position. Figure 2 The general features of this setup are shown schematically. Figure 2 As described in , the first vehicle 101 can include a center section 107 (e.g., a fuselage) and a plurality of arms 108. The propulsion system 128 can include a plurality of rotors 103 carried by respective arms 108. The first vehicle 101 can also include a launch fixture 190 positioned to securely grasp the second vehicle 120 during an ascending maneuver. The launch fixture 190 is configured to release the second vehicle 120 once in the air (e.g., upon command) and allow the first vehicle 101 to land without the second vehicle 120 being attached. In one particular embodiment, the second vehicle 120 can include a 107 manufactured by Insitu, a subsidiary of Boeing. UAV, and in other embodiments can include other vehicles.

[0043] In operation, the first aircraft 101 lifts the second aircraft 120 as indicated by arrow L, rotates to a suitable orientation as indicated by arrow R, and translates to a suitable launch position as indicated by arrow T. Optionally, the first aircraft 101 can be rotated again at the launch position, for example to position the second aircraft 120 for launch into the wind. The propulsion system 128 of the second aircraft 120 can be activated before the second aircraft 120 is lifted or after the second aircraft 120 is in the air. Once in the launch position, the first aircraft 101 releases the second aircraft 120 to fly, as described below with reference to Figure 11 to Figure 12 In some embodiments, the second aircraft 120 is released at a sufficiently high altitude (and with a moderately high glide slope) to allow it to fall, gain airspeed, and then enter level flight. In other embodiments, the first aircraft 101 has sufficient forward speed at launch to reduce or eliminate any drop of the second aircraft 120 when the second aircraft 120 is released.

[0044] Figure 3 350 is a partial schematic diagram of a representative first aircraft 101 operating from an enclosed space 350. The enclosed space 350 can include a building 351 with a limited opening 352, through which the first aircraft 101 leaves when preparing for a launch operation and returns after the launch operation is completed. After returning, the same or different first aircraft 101 can be prepared for a capture operation, such as by charging (or recharging) an onboard battery or other power source and connecting to a capture line. The first aircraft 101 can then be deployed again from the enclosed space 350 to implement the capture operation and return to the enclosed space 350 again. The enclosed space 350 can enhance the "stealth" characteristics of the entire operation by hindering the ability of others to observe the launch operation and the recovery operation. In other embodiments, the enclosed space 350 can provide a sheltered area for operation, maintenance, refueling, charging, inspection, reconfiguration and / or other suitable flight operation elements. Enclosed space 350 can include temporary structures, permanent structures, natural protected volumes with limited openings (e.g., caves or overhangs), and / or natural spaces beneath a forest or jungle canopy (which can optionally be cleared and shaped for appropriate operations). Enclosed space 350 can include soft and / or hard materials, such as cloth, metal, concrete, wood, suitable fasteners and adhesives, and / or other suitable materials.

[0045] The first aircraft 101, the second aircraft 120, and the associated hardware and systems can be contained in one or more shipping containers 353 for transport to and from the operating location. The shipping container 353 can also be contained in the enclosed space 350. To date, forward operations have been provided at any time on the typical timeline of forward operations, without any list of individual parts required for selectively picking and implementing the operation successfully and smoothly. Such operations can include monitoring and sensing using daylight cameras and infrared cameras attached to the second aircraft 120. The shipping container 353 can include a standard box, for example, a molded container designed for a modular (e.g., foldable or easily disassembled) unmanned aerial vehicle, which can be provided with a combination of arbitrarily selected components. Therefore, the component group for a specified task can be standardized, which improves the efficiency of supporting and executing the task.

[0046] Figure 4A FIG. 1 is a partial schematic diagram of a representative first aircraft 101 operating in an urban environment 440 that includes obstacles 441 in the form of buildings 445 and / or other typical urban structures. The first aircraft 101 can be used in the same manner as described above with reference to FIG. Figures 1 to 3 The first aircraft 101 can operate in substantially the same manner as described above, and in certain embodiments, the first aircraft 101 can include one or more sensors 460 to assist in navigation during launch and / or capture operations. The sensors 460 can be housed in a sensing pod 461, Figure 4B A portion of the sensing pod 461 is shown in more detail in FIG. Figure 4B As shown in FIG. 4 , sensor 460 can include camera 462, and sensing pod 461 can be formed of a transparent material that protects camera 462 while allowing camera 462 to fit into proximity with environment 440. Camera 462 can operate at visible wavelengths, infrared wavelengths, and / or other suitable wavelengths, depending on the specific mission performed by first aircraft 101. Sensing pod 461 can be carried by first aircraft 101 in a location that allows for a significant field of view 463 (e.g., Figure 4A ). Camera 462 can be used to perform any one or combination of functions related to launching and capturing the second aircraft. For example, camera 462 can be used to avoid obstacles as first aircraft 101 ascends and descends during a launch operation and / or a recovery operation. During a recovery operation, camera 462 can also be used to gently lower the captured aircraft to the ground without damaging it.

[0047] As mentioned above Figure 1As discussed above, the system 100 can include a downline device 170 that secures the capture line 106 to the ground during the capture operation. In at least some embodiments, it may be impossible or impractical to secure the capture line to the ground during the capture operation. In these cases, the system can be configured to suspend the capture line between the plurality of first aircraft to provide appropriate tension in the line without relying on anchors on the ground. For example, referring to Figure 5A , the representative system 500a can include two first aircraft or support aircraft 501a, 501b carrying a first capture device 505a between them. In this embodiment, the first capture device 505a includes a substantially vertical capture line 506a, for example, a capture line that is more vertical than horizontal. The two first aircraft 501a, 501b can be positioned above and below each other so that the capture line 506a is aligned in a substantially vertical orientation. For example, with the same Figure 1 The substantially similarly constructed second aircraft 120 can include a corresponding second capture device 523a including a wingtip hook 524 positioned to engage the capture line 506a. The two first aircraft 501a, 501b can fly in coordination to provide appropriate tension in the capture line 506a and bring the second aircraft 120 safely to the ground after capture. In a specific embodiment, the coordinated operation of the two first aircraft 501a, 501b can be autonomous or partially autonomous, wherein the first aircraft 501a, 501b communicate directly with each other to perform capture and landing operations. In another aspect of this embodiment, a manual override command issued by the operator (e.g., grab manual control) will be applied to both first aircraft 501a, 501b.

[0048] Figure 5B Shown with Figure 5A , but wherein two first aircraft or support aircraft 501a, 501b carry a first capture device 505b that includes a capture line 506b positioned in a substantially horizontal orientation rather than a vertical orientation (e.g., wherein the capture line 506b is more horizontal than vertical). This orientation can be suitable for capturing a second aircraft having a different second capture device. For example, Figure 5B, a representative second aircraft 520 can include a second capture device 523b, which in turn includes an upper hook 525 and a lower hook 526. The hooks 525, 526 can be stowed during normal flight and then deployed before capture. In a specific embodiment, only one of the hooks 525, 526 is deployed, depending on the position of the second aircraft 520 relative to the capture line 506b. In other embodiments, both hooks 525, 526 can be deployed to provide greater assurance for successful capture, regardless of whether the second aircraft 520 passes above or below the capture line 506b during the capture operation.

[0049] In yet further embodiments, the plurality of first aircraft are capable of carrying and deploying capture devices having configurations other than suspended capture lines. Figure 6 , the two first aircraft 601a, 601b are configured to carry the capture device 605 between them using the capture device 605 including the net 610. The net 610 can be used to capture the aircraft, which may not have the above reference FIG. 5A to FIG. 5B The specific capture device (e.g., wingtip hooks and / or upper and lower hooks) described herein. In one aspect of this embodiment, the net 610 may have a counterweight at or near the lower edge to keep the net 610 properly oriented. In another embodiment, two additional first aircraft 601c, 601d (shown in phantom) are used to provide support and positioning for the lower corners of the net 610. In a specific embodiment, the second aircraft ( Figure 6 610) can be specifically configured for such a capture operation. For example, the second aircraft can have fewer and / or particularly strong protrusions that withstand the forces that may be encountered when the second aircraft engages with the web 610. In other embodiments, the second aircraft and / or the techniques for capturing the second aircraft with the web 610 can be configured to avoid the need for such a specific design. For example, the first aircraft 601a, 601b carrying the web 610 can cause the web to fly in the same direction as the oncoming second aircraft to reduce the forces transmitted to the second aircraft when the second aircraft engages with the web 610.

[0050] The following reference Figure 1 One aspect of one embodiment of the described system is that a power source (e.g., a battery powered electric motor, or an internal combustion engine) for the first aircraft is carried on board the first aircraft. In other embodiments, power can be supplied to the first aircraft from a ground-based power source. For example, referring now to Figure 7, a representative first aircraft 701a can receive power from a ground-based power source 730 via a power transmission link 731. In certain aspects of this embodiment, the power transmission link 731 can include a power cable 732a that transmits power to a power receiver 713 carried by the first aircraft 701a. The power receiver 713 can include a connector 711, such as a quick release electrical connector, that couples to one or more onboard electric motors to drive the corresponding rotors 703 of the first aircraft 701a. The first aircraft 701a can carry a capture line 706 for capturing a suitably equipped second aircraft 120a ( Figure 5A ).

[0051] exist Figure 7 In another aspect of one embodiment shown in , the system can include a plurality of first aircraft, shown as two first aircraft 701a, 701b, for example, to position the power transmission link 731 in a manner that reduces or eliminates interference with the capture line 706. For example, the first aircraft 701a (shown in solid lines) can carry the capture line 706 and the power receiver 713, and the other first aircraft 701b (shown in dashed lines) can carry the corresponding power cable 732b (also shown in dashed lines) at a position offset from the capture line 706. Thus, one of the first aircraft can perform the capture operation (and optional launch operation), and the other can provide a support function. The first aircraft 701b that performs the support function can have the same configuration as the first aircraft 701a that performs the capture function, or the two aircraft can have different configurations. For example, the first aircraft 701b that performs the support function can have a greater or lesser load capacity, depending on whether the load associated with the cable carrying function is greater or less than the load associated with the capture function. The corresponding power cable 732b can include multiple sections, for example, one section between the ground-based power source 730 and the first aircraft 701b, and another section between the two first aircraft 701a, 701b.

[0052] Regardless of whether Figure 7 In the illustrated arrangement of multiple first aircraft 701, the capture line 706 can be attached to a downline device 770 including one or more anchors 771. The (one or more) anchors 771 can perform different functions. For example, one anchor can redirect the path of the capture line 706 to another anchor that includes a shock absorbing feature to cushion the impact of a second aircraft 120 striking the capture line 706 during a capture operation ( Figure 5A ).

[0053] As discussed above, the capture line 706 can be tensioned via a ground-based downline device or by another aircraft. Figure 8, a representative first aircraft 101 can carry a capture line 106 that is tensioned by a suspended mass 812, e.g., attached to the capture line 106 at or near its free end. This arrangement can allow the first aircraft 101 to perform a capture operation while being positioned completely above any nearby obstacles 141 without having to approach the ground (or another first aircraft) to provide tension in the capture line 106.

[0054] Fig. 9 is a partial schematic diagram of a system 900 including a first aircraft 901 configured to receive power from a ground-based power source 930 via a wireless link. In certain aspects of this embodiment, the ground-based power source 930 includes a radiation source 933, such as an illumination source or other source of electromagnetic radiation 934. The first aircraft 901 can include a power receiver 913, which in turn includes one or more wireless receiver elements 914 positioned to receive energy from the ground-based power source 930. For example, the power receiver 913 can include one or more photovoltaic cells 915 that receive the radiation 934, convert the radiation into electrical current, and provide the electrical current to a motor that drives the rotor 103 or other propulsion system components.

[0055] The first aircraft 901 is shown carrying a capture line 906 connected to a downline device 970. The downline device 970 can include an anchor 971 (e.g., a pulley) and a device for handling and / or controlling the capture line 906 and the captured second aircraft ( Fig. 9 A tensioning device 972 (e.g., an elastic, spring-loaded and / or other vibration-reducing device) for movement (not shown).

[0056] As above Fig. 9 A feature of an embodiment of the system described is that the wireless system for transmitting energy from the ground to the first aircraft can simplify the flight operation of the first aircraft, for example by reducing the above reference Figure 7 The limitations imposed by the discussed power transmission line 731. In contrast, compared to wireless links and the energy conversion processes associated therewith, using the above reference Figure 7 A wired or direct power transmission link of the type described can provide energy more efficiently.

[0057] Now refer to Fig.10In any of the above-described embodiments, the system includes one or more controllers 1080 to monitor and direct the operation of the various aircraft. For example, the first aircraft 101 can include a first onboard controller 1083, and the second aircraft 120 can include a second onboard controller 1084. Each of these controllers directs the movement of each aircraft via signals from a guide propulsion system, a movable aerodynamic surface, and / or other aircraft components. In some embodiments, the operation of the first aircraft 101 and the second aircraft 120 can be completely autonomous, with each aircraft being pre-programmed prior to operation. In other embodiments, the aircraft are all controlled via a single ground-based controller, and in further specific embodiments, each aircraft is controlled by a separate controller. Therefore, the master controller 1080 can include a first off-board controller 1081a (e.g., a first ground station) that is operated by a first operator 1086a and communicates with the first aircraft 101 via a first communication link 1085a. The controller 1080 can further include a second off-board controller 1081b (e.g., a second ground station) operated by a second operator 1086b and communicating with the second aircraft 120 via a second communication link 1085b. The first operator 1086a and the second operator 1086b can communicate with each other, for example verbally, by being co-located next to or near each other, or via a telephone, a two-way radio, or any other suitable remote communication device. In addition to providing control instructions to the first and second aircraft, the off-board controller can perform any of a variety of diagnostic and information tasks. For example, the controller can provide an automatic or partially automatic checklist and countdown procedure for aircraft launch and / or recovery.

[0058] Figures 11 to 13 A first aircraft and a second aircraft are shown constructed in accordance with certain embodiments of the present technology. Fig.11 Initially, the representative first aircraft 101 can include a launch fixture 1190 that is releasably attached to an attachment fixture 1127 carried by the second aircraft 120. In a particular aspect of this embodiment, the attachment fixture 1127 fits into a corresponding slot 1192 of the launch fixture 1190, and the launch fixture 1190 also includes a release mechanism 1191. The release mechanism 1191 can hinder or prevent movement of the attachment fixture 1127 prior to launch, at which time the release mechanism 1191 can be moved to a release position (e.g., Fig.11 ), thereby allowing the second aircraft 120 to slide downward through the slot 1192 and away from the first aircraft 101.

[0059] exist Fig.12In the embodiment shown in FIG. 1 , the first aircraft 101 includes a launch fixture 1290 constructed according to another embodiment of the present technology. The launch fixture 1290 can include a pivot pin 1295 that releasably engages with a corresponding attachment fixture 1227 carried by the second aircraft 120. For example, the pivot pin 1295 can translate in and out of the launch fixture 1290. Fig.12 The first vehicle 101 can further include a positioning device 1293 having a plunger 1294 that, when activated, forces the nose of the second vehicle 120 downward. During a representative launch operation, the pivot pin 1295 and the plunger 1294 are sequentially actuated to release the second vehicle 120 and force the nose of the second vehicle 120 downward so that it (a) gains sufficient airspeed to fly itself up, and (b) reduces the possibility of interfering with the first vehicle 101. For example, in one embodiment, the pin 1295 is disengaged first, and, after indicating that the pin 1295 has been successfully disengaged, the plunger 1294 is then operated to push the nose of the second vehicle 120 downward. In another embodiment, the plunger 1294 is first actuated to place the second vehicle 120 in a face-down orientation before releasing the pin 1295. In any of these embodiments, the second aircraft 120 can be initially carried in a horizontal attitude, for example, when the first aircraft 101 flies horizontally toward the launch point. An advantage of this arrangement is that it is desirable to reduce drag on both the second aircraft 120 and the first aircraft 101 during this flight.

[0060] Fig.13 Shown including Figure 2 101 and 120. The first aircraft 101 can include a fuselage 102 formed by a center section 107 and a plurality of outwardly extending arms 108. Each arm 108 can support one or more rotors 103. For example, in Fig.13108. In the embodiment shown in FIG. 10A , each of the four arms supports two counter-rotating rotors 103. The first aircraft 101 can further include a plurality of landing gears 1309 and a launch fixture 190 configured to allow the first aircraft 101 to support the second aircraft 120 while the first aircraft 101 is on the ground. In this position, the landing gears 1309 provide sufficient ground clearance for the second aircraft 120 to allow the propellers 1329 of the second aircraft 120 to operate. In this particular embodiment, the landing gears 1309 can include four elements, each of which is configured to support one of the four arms 108. One or more landing gear elements (e.g., two) can be further configured to have a flat, vertically extending surface that operates as a vertical stabilizer 1316 to enhance the stability of the first aircraft 101 in flight.

[0061] FIG. 14A to FIG. 14D A system and method for capturing an unmanned aerial vehicle in an ocean or other water-based environment according to a further embodiment of the present technology is shown. FIG. 14A to FIG. 14D A capture operation is shown. In other embodiments, the same or a different aircraft can be used to launch the UAV, such as in accordance with the techniques described above.

[0062] from Fig.14A Initially, the representative system 1400a can include a first aircraft 101 configured to capture and / or launch a second aircraft 120. Thus, the first aircraft 101 can carry a capture line 106, which in turn is connected to a downline device 1470. The downline device 1470 can be carried at least in part by a watercraft 1477 (e.g., a boat, ship, barge, and / or other suitable platform), and can include a towing cable 1473 connected to the capture line 106 with a connection device 1474 (e.g., a slip ring or other suitable device). The towing cable 1473 is connected to a towing cable deployment device 1475 (e.g., a winch), which can be used to reel in the towing cable 1473 or pay out the towing cable 1473. The towing cable 1473 can be connected at its opposite end to a submerged anchor (e.g., sea anchor 1471) and (optionally) an additional mass 1476, which maintains the towing cable 1473 in a stable orientation relative to the capture line 106 and the vessel 1477.

[0063] In one mode of operation, the second aircraft 120 flies into the capture line 106, engaging the wingtip hook 124 with the capture line 106 in substantially the same manner as described above. The towing cable deployment device 1475 can then be used to reel in the capture line 106, sea anchor 1471, and mass 1476 before or after the first aircraft 101 is lowered to the ship 1477 to deposit the captured second aircraft 120.

[0064] According to another embodiment (such as FIG. 14B to FIG. 14D The system 1400b (shown in FIG. 14) includes a first aircraft 101 that is operated without being attached to a ship 1477 via a towing cable 1473. Alternatively, the first aircraft 101 with the capture line 106, the sea anchor 1471, and the optional additional mass 1476 can be transported to a specific location and released by the ship 1477. After being released, the first aircraft 101 captures the second aircraft 120 in a manner generally similar to that described above. The first aircraft 101 then flies the second aircraft 120 toward the ship 1477. For example, Fig. 14C As shown in , the first aircraft 101 can lift the second aircraft 120, the sea anchor 1471 and the additional mass 1476 from the water and fly to the ship 1477. At the ship 1477, as shown in Fig.14D As described in , the first aircraft 101 can lower the second aircraft 120 to be fixed at the ship 1477, and then it can land on the ship 1477 itself.

[0065] Reference above Figures 1 to 14D One aspect of several of the described embodiments is that the disclosed unmanned aerial vehicle system can include a first unmanned aerial vehicle that launches, recovers, or both launches and recovers a second unmanned aerial vehicle. An advantage of this feature is that it allows the second aerial vehicle to be deployed from and returned to a location with very limited access. Thus, such systems can operate in areas that are typically inaccessible to a second unmanned aerial vehicle having a fixed wing configuration. Because such aircraft typically have longer endurance than multi-rotor unmanned aerial vehicles, the ability to deploy and recover such aircraft from a more remote inaccessible location can significantly increase the overall range and endurance of the system.

[0066] Another feature of at least some of the foregoing embodiments is that the configurations of the first and second aircraft can be significantly different in a manner corresponding to the different missions performed by the aircraft. For example, the first aircraft can be configured to have a relatively short endurance and can be configured to take off and land vertically, thereby allowing it to operate in confined spaces. In contrast, the second aircraft can be configured to perform long-duration missions and can also be configured to be launched and / or captured by the first aircraft.

[0067] In light of the foregoing, it will be appreciated that specific embodiments of the present technology have been described herein for purposes of illustration, but that various modifications may be made without departing from the disclosed technology. For example, the configurations of the first and second aircraft described above can be different from those clearly shown in the accompanying drawings. Typically, the first aircraft can have a VTOL configuration, and the second aircraft can have a different (e.g., fixed wing) configuration. However, in other embodiments, either or both of the first and second aircraft can have other configurations.

[0068] As discussed above, the first aircraft can perform only the launch function, only the capture function, or both the launch function and the capture function. In a specific embodiment, the same aircraft can perform both the launch function and the capture function. For example, FIG. 14A to FIG. 14D The first aircraft shown in can be configured for capture operations (as shown) or launch operations or both. In other embodiments, different aircraft (e.g., having the same or different configurations) can perform the launch and capture functions. For example, in some embodiments, one aircraft launches the second aircraft, and while it is recharging or otherwise ready for another launch, the different aircraft performs the capture function.

[0069] The UAV described above (e.g., the second aircraft 120) is generally small to medium size. For example, the total takeoff weight of the representative second aircraft is between 40 lb and 55 lb. In other embodiments, the second aircraft can have other suitable weights.

[0070] Several embodiments described above are described in the context of an environment with obstacles, such as a forest environment, a crowded urban environment, and / or other such environments. In other embodiments, the same or similar system can be used in an environment without such obstacles.

[0071] The first aircraft described above is shown as a multi-rotor aircraft with four or eight rotors. In other embodiments, the first aircraft can have other rotor configurations (e.g., six rotors). In any of these embodiments, the power source for powering the first aircraft can include a battery, an internal combustion engine, a turbine, a fuel cell, and / or other suitable sources.

[0072] In certain embodiments where the first aircraft receives power from a ground-based power source (e.g., a power cable), the functionality provided by the power cable can be combined with the functionality provided by the capture line. For example, the same cable can both power the first aircraft from the ground and be used to capture a second aircraft. In such embodiments, the cable is thick enough to carry the required current to the first aircraft, thin enough to engage with a capture device carried by the second aircraft, and strong enough to withstand multiple impacts of the second capture device.

[0073] Typically, the capture line is not carried in the air during a typical launch operation. In other embodiments, the capture line can be lifted with the second aircraft during the launch operation. Therefore, if the second aircraft experiences a temporary failure after launch, the recovery line can be used to retrieve the second aircraft. This arrangement may be suitable if the second aircraft can be launched from the first aircraft while the first aircraft is hovering, rather than while the first aircraft is engaged in forward flight. In a further embodiment, the first aircraft can carry the recovery line completely onboard without the recovery line being connected to the ground. The recovery line can therefore be collected onboard the first aircraft and only deployed when recovery is required.

[0074] When multiple aircraft are deployed to perform and / or support launch and / or capture operations (e.g., as described above with reference to FIG. 5A to FIG. 7 discussed above), either aircraft can be programmed with instructions to operate in a master / slave configuration (as discussed above with reference to Figure 5A discussed) or operate in concert with each other in another suitable setting.

[0075] Certain aspects of the technology described in the context of specific embodiments may be combined or eliminated in other embodiments. For example, launch and recovery functions can be integrated into a single aircraft or divided among multiple aircraft. FIG. 4A to FIG. 4B Sensors described in the context of the illustrated embodiments can also be included in other embodiments. Further, while advantages associated with certain embodiments of the technology have been described in the context of certain embodiments, other embodiments can also exhibit the described advantages and not all embodiments must exhibit such advantages to fall within the scope of the technology. Therefore, the present disclosure and associated technology can encompass other embodiments not expressly described or illustrated herein.

[0076] In the event that any material incorporated by reference herein conflicts with the present disclosure, the present disclosure controls.

Claims

1. An unmanned aerial vehicle capture system, i.e., a UAV capture system, comprising: The first UAV comprises: fuselage, and a plurality of rotors coupled to the fuselage and configured to support hovering of the first UAV; Towing cables; a submersible anchor configured to be submerged in a body of water; and a capture line carried by the first UAV, wherein a first end of the capture line is coupled to the fuselage, and wherein a second end of the capture line opposite the first end of the capture line is coupled to the towing cable, the towing cable supporting the submersible anchor for capturing a second UAV in flight using the capture line.

2. The UAV capture system of claim 1, wherein the towing cable extends between the submerged anchor and a watercraft.

3. The UAV capture system of claim 1, wherein the second end of the capture line is coupled to the towing cable via a slip ring.

4. The UAV capture system of claim 2, wherein the towing cable is operatively coupled to a winch, and wherein the winch is coupled to the watercraft and configured to reel in and unreel the towing cable relative to the watercraft.

5. The UAV capture system of claim 4, wherein a first end of the towing cable is coupled to the winch, and wherein a second end of the towing cable opposite the first end of the towing cable is coupled to the submersible anchor.

6. The UAV capture system of claim 5, wherein the second end of the towing cable is further coupled to a weighted mass, the weighted mass being configured to maintain the towing cable in a stable orientation relative to the capture line and the watercraft during capture of the second UAV.

7. The UAV capture system of claim 5, wherein the winch is configured to reel in the towing cable, the submersible anchor, and the capture line toward the watercraft to capture the second UAV when the first UAV carries the second UAV on the capture line.

8. The UAV capture system of claim 6, wherein the weighted mass extends from the towing cable at a first position of the towing cable, and the submersible anchor extends from the towing cable at a second position of the towing cable different from the first position.

9. The UAV capture system of claim 8, further comprising a cable extending between the towing cable and the weighted mass.

10. The UAV capture system of claim 1, wherein the tow cable is further coupled to a weighted mass configured to maintain the tow cable in a stable orientation relative to the capture line during capture of the second UAV.

11. The UAV capture system of claim 1 , wherein the first UAV is configured to capture the second UAV via the capture line, and wherein the first UAV is configured to carry the captured second UAV from a first location where capture occurs to a second location on a watercraft.

12. A method of capturing an unmanned aerial vehicle (UAV), comprising: Initiate flight of a first UAV of an unmanned aircraft system (UAV system), the first UAV comprising: body; a plurality of rotors coupled to the fuselage and configured to support hovering of the first UAV during flight of the first UAV; Towing cables; Immersible anchors; and a capture line carried by the first UAV, wherein a first end of the capture line is coupled to the fuselage, and wherein a second end of the capture line opposite the first end is coupled to the towing cable, the towing cable supporting the submersible anchor; and The submersible anchor is submerged in a body of water to capture a second UAV in flight using the capture line.

13. The method of claim 12, wherein the hauling cable extends between the submerged anchor and a watercraft.

14. The method of claim 13, wherein the second end of the capture line is coupled to the hauling cable via a slip ring.

15. The method of claim 13, wherein the towing cable is operatively coupled to a winch, and wherein the winch is coupled to the watercraft and configured to reel in and pay out the towing cable relative to the watercraft.

16. The method of claim 15, wherein a first end of the traction cable is coupled to the winch, and wherein a second end of the traction cable opposite the first end of the traction cable is coupled to the submersible anchor.

17. The method of claim 16, wherein the second end of the towing cable is further coupled to a weighted mass that maintains the towing cable in a stable orientation relative to the capture line and the watercraft during capture of the second UAV.

18. The method according to claim 16, further comprising: capturing the second UAV via the capture line of the first UAV; and When the first UAV carries the second UAV on the capture line, the winch is operated to reel in the traction cable, the submersible anchor, and the capture line toward the watercraft to capture the second UAV.

19. The method of claim 11, wherein the tow cable is further coupled to a weighted mass that maintains the tow cable in a stable orientation relative to the capture line during capture of the second UAV.

20. The method according to claim 11, further comprising: capturing the second UAV via the capture line of the first UAV; and Upon capture, the second UAV is transported from a first location where the second UAV is captured to a second location on a watercraft.

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