Tactical hybrid stratospheric airship

Abstract

This application describes a hybrid stratospheric airship (1; 1') configured for combined and optimized use of aerostatic and aerodynamic forces, comprising: · an inflatable central body (10); · a first inflatable wing and a second inflatable wing (20A, 20B) extending from the central body (10) and laterally projecting from two opposite sides of the central body (10), each of the wing (20A, 20B) having a portion (21A, 21B) near the central body (10), an end portion (22A, 22B) distal to the central body (10), a leading edge (201A, 201B), and a trailing edge (202A, 202B); · an outer shell (11) having a portion adjacent to the main body (10) The central body (10) includes a main shell portion (11A-11C) associated with the first wing and a second side shell portion (11D, HE) associated with the first wing and the second wing (20A, 20B), respectively; and at least one main wing beam (12) extending transversely to the central body (10), the main wing beam structurally supporting the first wing and the second wing (20A, 20B) and passing through the central body (10), the at least one main wing beam (12) being a straight wing beam inserted between the leading edge (201A, 201B) and the trailing edge (201A, 201B) of the first wing and the second wing and connected to the distal end portions (22A, 22B) of the first wing and the second wing.

Description

Technical Field

[0001] This invention relates to the technical field of stratospheric platforms, and more specifically, to hybrid stratospheric airships. Background Technology

[0002] In recent years, there has been increased interest in HAPS (High Altitude Pseudosatellite) stratospheric platforms. This interest stems from the analysis of potential applications that benefit from the advantages of using HAPS platforms, such as land security monitoring, precision agriculture, telecommunications, and environmental monitoring. Unlike satellites, HAPS stratospheric platforms offer the possibility of continuous (i.e., especially with almost no revisit time) and close (i.e., from altitudes much lower than satellites) observations of the Earth's surface at local scales, providing image resolutions far exceeding those offered by satellite remote sensing, while requiring less installation and offering cost-effective payloads.

[0003] HAPS is a platform that can typically operate at an altitude of 18-20 km above the Earth's surface (lower stratosphere), and because it uses photovoltaic energy, it can usually operate continuously for several months.

[0004] The flight altitude (18-20 km) is particularly interesting because it is far above the altitude range of concern for commercial air traffic. Therefore, the HAPS platform's impact on air routes is limited to the ascent to mission altitude and descent to the landing base. Furthermore, from a meteorological perspective, statistical analysis of current wind conditions indicates that intensity is minimal precisely within this altitude range. The temperature distribution in the stratosphere increases with altitude (unlike the troposphere). This makes this part of the atmosphere stable, preventing the formation of updrafts and turbulence.

[0005] In recent years, several recommendations have been made regarding the HAPS platform. These recommendations can be categorized into three main platform types. Also from a temporal perspective, the first type is represented by stratospheric balloons; the second type by fixed-wing platforms; and finally, the third type by airship platforms.

[0006] Stratospheric balloon-type platforms and airship-type platforms are based on using aerostatic forces to balance weight (lighter than air), while fixed-aircraft platforms use only aerodynamic forces (higher than air) to balance weight.

[0007] Balloon-shaped platforms have a high payload-to-total-weight ratio. On the other hand, such balloon-shaped platforms typically lack propulsion devices and other directional control systems, and therefore do not offer the possibility of setting a predefined trajectory, which is thus determined by wind conditions at different altitudes.

[0008] On the other hand, fixed-wing platforms are based on configurations with very large wing extensions to improve aerodynamic efficiency and are characterized by a very lightweight structure. For this latter reason, the total weight of fixed-wing platforms must be limited, reducing the usable payload weight to a few kilograms (5-25 kg). Furthermore, the very lightweight structure of these platforms can cause aeroelastic problems at low altitudes during the ascent and descent phases.

[0009] On the other hand, airship platforms are designed for very high payloads (>200 kg) and are extremely large in size and have very high maximum takeoff weights (MTOW>5000 kg) compared to balloon-type and fixed-wing platforms. This MTOW is primarily due to the presence of small gasbags that form a second inner shell almost the same size as the outer shell, necessitating compensation for gas expansion as altitude changes (the volume at altitude can be up to 20 times that at sea level). The enormous size of stratospheric airships makes ground operation difficult, especially in adverse weather conditions, and requires specialized infrastructure for deployment and shelter, making their tactical use virtually impossible.

[0010] Therefore, two main aspects can be noted from the analysis of the above-mentioned existing stratospheric platforms: the first aspect relates to the operation of such platforms, which is strongly affected by weather conditions, thus indicating that they can only be deployed from a limited number of bases around the world; the second aspect relates to the weight of the payload available, for fixed-wing platforms, the weight of the payload available is limited to more than 25 kg, while airship platforms are only truly convenient for payloads greater than 250 kg.

[0011] US7306187B2 describes an inflatable hybrid stratospheric vehicle that can be launched from a submarine or ship and can utilize aerostatic buoyancy and lift.

[0012] Such a vehicle also requires many components (such as regenerative fuel cells, electrolyzers, water and oxygen tanks, and steam recovery systems), which, in addition to making the vehicle heavier, also reduce its reliability. Furthermore, the vehicle described in US7306187B2 needs to fly at different altitudes and in different configurations because high-energy solar cells have a high power-to-weight ratio, while regenerative fuel cells have a much lower power-to-weight ratio.

[0013] Specifically, during the day, at an altitude of 21 km, the vehicle has sufficient energy to power its motors using solar panels on the central body and those on the deployed wings, thus generating the necessary lift even with the wings deployed. It also utilizes fuel cells to produce hydrogen from the water for use as fuel at night. On the other hand, at night, due to the lack of solar energy and the impossibility of storing enough energy to fly at 21 km, the vehicle is forced to descend to an altitude of 15 km to utilize the higher air density, both for lift and buoyancy. Furthermore, due to insufficient energy to utilize the wings, the wings must be retracted.

[0014] At an altitude of 15 km, this platform is very close to the altitude affected by commercial air traffic and could cause interference. Furthermore, if air traffic control authorities require the isolation of areas affected by this platform's flights, more airspace will be prohibited from flying by other aircraft.

[0015] In light of the above, it is clear that the vehicle design described in US7306187B2 can be improved in terms of performance and operability by operating from the perspective of the energy system employed and from the perspective of the aerodynamic configuration. Summary of the Invention

[0016] One object of the present invention is to provide a hybrid stratospheric platform that allows for the resolution or at least partial avoidance of the disadvantages discussed above with reference to the prior art.

[0017] According to one aspect of the invention, as an alternative to or in addition to the above objectives, another objective is to provide a hybrid stratospheric platform that allows for reductions in weight, size, and cost of the stratospheric platform while maintaining the same payload, and thus can also be used in tactical military operations.

[0018] According to one aspect of the invention, as an alternative to or other than the above objectives, another objective is to provide a hybrid stratospheric platform that allows for improved system reliability compared to the systems of the prior art described above.

[0019] According to one aspect of the invention, as an alternative to or in addition to the above objectives, another objective is to provide a hybrid stratospheric platform capable of handling payloads in the range of 35-100 kg to meet the needs of a variety of applications.

[0020] According to one aspect of the invention, as an alternative to or in addition to the above objectives, another objective is to provide a hybrid stratospheric platform having a more efficient air structure configuration than prior art platform configurations, particularly in the payload range of 35-100 kg.

[0021] According to one aspect of the invention, as an alternative to or in addition to the above objectives, another objective is to provide a hybrid airship-type stratospheric platform that is also suitable for a payload of less than 35 kg.

[0022] These and other objectives are achieved by the hybrid stratospheric airship of this application. Attached Figure Description

[0023] The invention can be better understood through the following detailed description of embodiments thereof, which is given by way of example with reference to the accompanying drawings and is therefore not limiting in any way, in which:

[0024] Figure 1 This is a schematic perspective view of the hybrid stratospheric airship according to the first embodiment, viewed from above.

[0025] Figure 2 yes Figure 1 A schematic plan view of a hybrid stratospheric airship from the bottom.

[0026] Figure 3 yes Figure 1 A schematic perspective view of a hybrid stratospheric airship, in which some parts of the airship have been removed;

[0027] Figure 4 yes Figure 1 A schematic perspective view of the internal structure of a medium-sized airship;

[0028] Figure 5 yes Figure 4 A perspective view with magnified details;

[0029] Figure 6 This is a schematic perspective view of a second embodiment of a hybrid stratospheric airship, in which some parts of the airship have been removed;

[0030] Figures 7A to 7C yes Figure 1 A schematic plan view from below of the airship in its initial takeoff configuration, intermediate configuration, and mixed and aerodynamic mission configuration.

[0031] Figures 8A to 8C yes Figure 1 The airships correspond to Figures 7A to 7C A schematic planar side view of the configuration. Detailed Implementation

[0032] Similar or equivalent elements in the accompanying drawings will be indicated by the same reference numerals.

[0033] It is worth noting that, for the purposes of this specification, the terms "outer" and "inner" used to describe the hybrid stratospheric airship according to the present invention are intended to refer to the center of such airship. It is also worth noting that, in the following description of components of the hybrid stratospheric airship according to the present invention, the terms "lower," "upper," "horizontal," and "vertical" are intended to refer to the normal operating conditions of such airship at a specified mission altitude. Similarly, in the following description of components of the hybrid stratospheric airship according to the present invention, the terms "forward" and "rear" are intended to refer to the forward direction X1 of such airship under normal operating conditions at a specified mission altitude. Figure 2 ).

[0034] Original Reference Figures 1 to 5 The hybrid stratospheric platform according to the first embodiment is generally indicated by reference numeral 1. According to the embodiment, the stratospheric platform 1 is embodied in the hybrid stratospheric airship 1. It is worth noting that the terms used to describe stratospheric platform 1 and 1' (…) are… Figure 6The term "airship" in this specification should be understood to mean, in a sense, that the geometry of these platforms is more similar to that of airship-type stratospheric platforms than that of fixed-wing stratospheric platforms; in other words, they are more developed in the length direction than in the wingspan direction, and they also have a higher percentage of profile thickness than those typically used for fixed-wing configurations. In fact, platforms 1 and 1' cannot be defined as either airship-type or fixed-wing stratospheric platforms. It is also worth noting that, for the purposes of this specification, the term "hybrid" used to define a stratospheric platform indicates the fact that the stratospheric platform is configured for the combined and optimized use of aerostatic and aerodynamic forces. In particular, hybrid platforms are configured to utilize both aerostatic buoyancy and lift. In this respect, it is also worth noting that airship 1 is conveniently configured not only to use aerodynamic forces for airship control, but also to balance the weight of the airship during various flight phases and, when necessary, to increase flight altitude. It is also worth noting that in the remainder of this specification, the structure of the stratospheric airship 1 will refer to the corresponding design or mission operation configuration, wherein the airship 1 is inflated with gas (preferably helium). According to an embodiment, the airship 1 is a HAPS (High Altitude Pseudo-Satellite) stratospheric platform. According to an embodiment, the airship 1 is a tactical stratospheric platform, meaning it can be easily transported in a standard container and directly deployed to military operational scenarios. This is possible due to its small size and MTOW (Maximum Takeoff Weight). According to an embodiment, the length L1 of the airship 1 is in the range of 10 m to 40 m, the width W1 is in the range of 8 m to 35 m, the MTOW is in the range of 25 kg to 450 kg, and the payload is in the range of 5 kg to 100 kg. Generally, the airship 1 can be used in a variety of different application areas, such as, but not limited to, border monitoring, environmental monitoring, precision agriculture, telecommunications, homeland security, and emergency support.

[0035] According to an embodiment, as better understood below in this specification, the airship 1 has a combination of inflatable structural elements 10, 20A, 20B, 12, 23A, 24A, 23B, and 24B with different internal pressures connected to rigid substructures 10A, 10B, 13A, 22A, 22B, 311A-313A, 321A-323A, and 331A-333A (e.g., rigid substructures made of composite materials, aluminum, etc.). According to an embodiment, the airship 1 and 1' ( Figure 6 All inflatable elements of the device include laminated materials consisting of a gas-holding layer, a structural layer, and a protective layer.

[0036] Refer again Figures 1 to 5The stratospheric airship 1 includes an inflatable central body 10 and inflatable first and second wings 20A and 20B, which extend from the central body 10 and laterally project from two opposite sides of the central body 10. The wings 20A and 20B can be inflated with a gas, particularly a gas lighter than air, preferably helium. According to an embodiment, under the operating conditions of the airship 1, the wings 20A and 20B are fixed wings, i.e., wings that do not fold once inflated during the flight of the airship 1. The central body 10 is the carrier body and can be inflated with a gas, particularly a gas lighter than air, preferably helium. According to an embodiment, the central body 10 has a central biconvex lenticular conformation. Each wing 20A and 20B has a proximal end portion 21A and 21B close to the central body 10 and a distal end portion 22A and 22B away from the central body 10. The distal portions 22A and 22B are essentially the tips 22A and 22B of the wings 20A and 20B. Each wing 20A and 20B includes leading edges 201A and 201B and trailing edges 202A and 202B. According to an embodiment, the tips 22A and 22B are rigid substructures, preferably made of rigid composite material. As aerodynamic elements that can be used to generate lift, the wings 20A and 20B control the platform and reduce induced drag by increasing the system's aspect ratio (AR).

[0037] refer to Figure 4 According to the embodiment, the central body 10, the first wing 20A and the second wing 20B respectively define the central body chamber 60, the first wing chamber 60A and the second wing chamber 60B, which are separate from each other and can be inflated independently.

[0038] The airship 1 includes an outer shell 11 or skin 11 having central shell portions 11A-11C. Furthermore, the outer shell 11 includes first side shell portions 11D and second side shell portions 11E, which are associated with the first wing portions and the second wing portions 20A and 20B, respectively. Specifically, the central body 10 includes the central shell portions 11A-11C, while the first wing portions 20A and the second wing portions 20B each include the first side portions 11D and the second side portions 11E. In other words, the central shell portions 11A-11C externally define the central body 10, while the first side shell portions 11D and the second side shell portions 11E externally define the first wing portions and the second wing portions 20A and 20B, respectively.

[0039] Refer again Figures 1 to 5The airship 1 includes at least one main wing sparb 12, which extends laterally relative to the main body 10. The sparb 12 structurally supports the aforementioned first and second wings 20A, 20B and passes through the central body 10. The main wing sparb 12 is a straight wing sparb inserted between the leading and trailing edges 201A, 201B of each of the wings 20A, 201B. The sparb 12 is connected to the distal end portions 22A, 22B of the wings 20A, 20B. Advantageously, at least one wing sparb 12 allows for particularly effective absorption of bending loads by connecting the tips 22A, 22B of the two wings 20A, 2B and passing through the interior of the central body 10.

[0040] According to an embodiment, the main spar 12 includes two opposing end portions 121A and 121B, which extend within the first wing and the second wing 20A and 20B, respectively. Each of the end portions 121A and 121B tapers in a direction from the proximal end portion 21A and 21B of the wing 20A and 20B to the distal end portion 22A and 22B. According to an embodiment, the main spar 12 has a circular cross-section. According to an embodiment, the end portions 121A and 121B are constrained to the distal end portions 22A and 22B, respectively.

[0041] According to an advantageous embodiment, the main spar 12 is preferably an inflatable spar having a tubular shape. Providing at least one main spar 12 is particularly advantageous for high payload and large configurations. Alternatively, for low payload and small-size configurations, at least one main spar 12 may be provided made of composite materials.

[0042] According to an embodiment, the airship 1 includes a pair of main wing spars 12, which are preferably arranged in parallel to each other.

[0043] According to an embodiment, each of the first and second wings 20A, 20B includes at least one secondary spar 23A, 24A, 23B, 24B, said secondary spar being disposed within the wing and having a cross-section smaller than that of the main spar 12. More specifically, according to an embodiment, the average cross-sectional area of ​​at least one secondary spar 23A, 24A, 23B, 24B is smaller than the average cross-sectional area of ​​the main spar 12. According to an embodiment, at least one secondary spar 23A, 24A, 23B, 24B tapers in a direction from the proximal portions 21A, 21B of the wings 20A, 20B to the distal end portions 22A, 22B. According to an embodiment, at least one secondary spar 23A, 24A, 23B, 24B extends only within the corresponding wing 20A, 20B. According to an embodiment, at least one secondary spar 23A, 24A, 23B, 24B has a circular cross-section. According to an embodiment, at least one secondary spar 23A, 24A, 23B, 24B is arranged to converge toward the at least one main spar 12 in a direction from the proximal portion 21A, 21B of each of the wings 20A, 20B to the distal end portion 22A, 22B.

[0044] According to an embodiment, each wing 20A, 20B of the airship 1 includes a first secondary spar 23A, 23B and a second secondary spar 24A, 24B. According to an embodiment, the first secondary spar 23A, 24A and the second secondary spar 23B, 24B of each of the wings 20A, 20B are arranged to converge on each other in a direction from the proximal end portions 21A, 21B to the distal end portions 22A, 22B of each of the wings 20A, 20B. Specifically, at least one main spar 12 is inserted between the first secondary spar 23A, 24A and the second secondary spar 23B, 24B of each of the wings 20A, 20B.

[0045] According to a convenient embodiment, at least one aileron 23A, 24A, 23B, 24B is an inflatable spar, preferably having a tubular shape.

[0046] According to an embodiment, the first wing and the second wing 20A, 20B each include at least one rib 31A-33A, 31B-33B, which has a planar shape and is made of fabric, and is traversed by the at least one main spar 12. According to an embodiment, each wing 20A, 20B includes multiple ribs 31A-33A, 31B-33B, preferably three ribs 31A-33A and 31B-33B, which are traversed by at least one main spar 12. According to an embodiment, the first side shell portion and the second side shell portions 11D, 11E each include an upper surface 111D, 111E and an opposing lower surface 112D, 112E. At least one rib 31A-33A, 31B-33B connects the aforementioned upper surface 111D, 112D and lower surface 111E, 112E of each of the side shell portions 11D, 11E, in order to allow the predetermined aerodynamic profile of the wings 20A, 20B to be achieved when pressurized.

[0047] According to an embodiment, the central body 10 includes at least one central body rib 13 through which the at least one main spar 12 passes. According to an embodiment, the central body 10 includes a plurality of central body ribs 13, preferably three ribs 13, through which at least one main spar 12 passes. At least one rib 13 has a planar shape and is made of fabric. Specifically, the central shell portions 11A-11C include an upper surface 111 and an opposing lower surface 112. At least one central body rib 13 connects the upper and lower surfaces 111, 112 of the central shell portions 11A-11C to allow a predetermined aerodynamic profile of the central body 10 to be achieved under pressure.

[0048] refer to Figures 4 to 5According to an embodiment, at least one main wing spars 12 are connected via rib interfaces 13A, 311A, 321A, 331A to at least one rib 13 of the central body and at least one wing rib 31A-33A, 31B-33B of the first and second wings 20A, 20B. According to an embodiment, the rib interfaces 13A, 311A, 321A, 331A include rigid or semi-rigid rings 13A, 311, 321A, 331A, preferably made of composite material. According to an embodiment, the airship includes a plurality of rib interfaces 13A, preferably three rib interfaces 13A, each of which is inserted between at least one main wing spars 12 and one rib 13. According to an embodiment, the wing portion 20A includes a plurality of rib interfaces 311A, 321A, and 331, preferably three rib interfaces 311A, 321A, and 331, each of which is inserted between at least one main wing spars 12 and one of the ribs 31A, 32A, and 33A. According to an embodiment, the ailerons 23A and 24A of the wing portion 20A are connected to at least one wing rib 31A-33A of the first wing portion 20A via corresponding rib interfaces 312A, 322A, 332A and 313A, 323A, and 333A. According to an embodiment, the rib interfaces 312A, 322A, 332A and 313A, 323A, and 333A include rigid or semi-rigid rings 13A, 311A, 321A, and 331A, which are preferably made of composite materials. According to an embodiment, wing 20B includes rib interfaces similar to rib interfaces 311A, 321A, 331A and rib interfaces 312A, 322A, 332A, 313A, 323A, 333A. Since wing 20B has the same and symmetrical structure as wing 20A, for the sake of brevity, the rib interfaces of wing 20B will not be described in detail.

[0049] Refer again Figures 4 to 5According to an embodiment, at least one main wing spars 12 are connected to the central shell portions 11A-11C via central body interfaces 10A and 10B. Specifically, according to an embodiment, rib interfaces 13A, 311A, 321A, and 331A allow gas passage. Furthermore, the central body interfaces 10A and 10B not only allow structural connections between the central shell portions 11A-11C and at least one main wing spars 12, but also allow pressure-sealed connections. In fact, as described above, according to an embodiment, the central body 10 and the wings 20A and 20B define mutually separate chambers 60, 60A, and 60B. Specifically, chambers 60, 60A, and 60B are designed to operate at different pressures. More specifically, according to an embodiment, under operating conditions and at the mission altitude of the airship 1, the central body 10 and the first and second wings 20A and 20B are inflated to a pressure lower than the inflation pressure of the aforementioned at least one main wing spars 12. For example, according to an embodiment, the main body 10 is inflated to a pressure of about 1000 Pa, while at least one main spar 12 is inflated to a pressure of about 10000 Pa. According to an embodiment, under operating conditions and at the mission altitude of the airship 1, at least one aileron spar 23A, 24A, 23B, 24B is inflated to a pressure of about 10000 Pa.

[0050] According to an embodiment, the central shell portions 11A-11C include two half-shells 11A, 11B and at least one intermediate portion 11C. The two half-shells have a semi-circular or semi-elliptical cross-section. First and second wings 20A, 20B extend from the two half-shells, and the intermediate portion connects the two half-shells 11A, 11B. According to an embodiment, the at least one intermediate portion 11C, together with a pair of central body ribs 13, defines at least one compartment of the central body 10. This compartment has a generally rectangular cross-sectional shape, i.e., a cross-sectional shape having a pair of opposing straight edges defined by the pair of ribs 13 and a pair of opposing convex edges defined by the central shell portions 11A-11C. According to an embodiment, the central shell portions 11A-11C include a pair of intermediate portions 11C adapted to define a pair of central body compartments 10 having a generally rectangular shape together with a plurality of ribs 13.

[0051] According to an embodiment, airship 1 is configured to generate aerostatic buoyancy equal to 30%-70% of its total weight, and simultaneously generate lift equal to 30%-70% of its total weight, such that the sum of the aerostatic buoyancy and lift equals the total weight of airship 1, or, if a change in altitude is required, is greater than the weight of airship 1.

[0052] According to an embodiment, the airship 1 includes at least one propulsion system 51, 52. According to an embodiment, the propulsion systems 51, 52 include a rear thruster 51 disposed at the rear of the central body 10 and a pair of front thrusters 52 disposed at the front of the central body 10 from two opposite portions of the central body 10. Specifically, the rear thruster 51 is angularly adjustable about a vertical axis, and the front thrusters 52 are angularly adjustable about corresponding horizontal axes. According to an embodiment, the rear thruster 51 is centrally located relative to the central body 10 and preferably includes a stern thrust motor. According to an embodiment, the thrusters 52 are symmetrically arranged relative to the central body 10 and preferably each includes a corresponding vector thrust motor. This arrangement of motors 51, 52 maximizes the center of gravity of the lever arm relative to the airship 1. According to an embodiment, the thrusters 51, 52 are propellers. Advantageously, the arrangement of the forward thrusters 52, oriented about a corresponding horizontal axis, allows for thrust in the vertical plane, even at low speeds, which is helpful in controlling the attitude of the airship 1 above the vertical plane. The rear motor 51, oriented in the horizontal plane, allows for directional control of the airship 1, eliminating the need for a moving vertical rudder. According to an embodiment, the propulsion system is entirely electric. According to an embodiment, the airship 1 includes a power generation system based on flexible solar panels 40, arranged on the outer hull 11 of the airship 1, preferably on the upper surface 111 of the central portion 11A-11C of the hull. In particular, the airship 1 is designed to be completely self-sufficient in energy and capable of remaining airborne for several weeks. The airship 1 also includes an energy storage system to ensure the energy necessary for nighttime flight without having to descend to a lower altitude. According to an embodiment, the energy storage system includes high-energy-density batteries, such as Li-Po, Li-ION, Li-S, etc.

[0053] According to an embodiment, the airship 1 includes a payload compartment 70 and a compartment 80 for avionics and the aforementioned batteries. The compartments 70 and 80 are preferably located on the outer shell 11, and more preferably on the central portions 11A-11C of the central shell 10. According to an embodiment, the airship 1 includes control surfaces 203A and 203B positioned on the wings 20A and 20B. By changing the dimensions of the control surfaces 203A and 203B and the wings 20A and 20B, the percentage contribution of each aerostatic thrust and aerodynamic thrust to the total thrust required to balance the weight can be adjusted. Different optimal solutions can be obtained depending on the payload, flight altitude, and specified cruise speed.

[0054] According to the embodiment, airship 1 does not have a small gasbag to compensate for gas expansion caused by changes in altitude. Compared to classic known technologies based on airship configurations, this solution allows for a significant reduction in the weight and size of airship 1. Instead, according to the embodiment, only a small gasbag exists to absorb pressure changes caused primarily by the dramatic temperature increases due to the day-night cycle.

[0055] refer to Figures 7A to 7C and Figures 8A to 8C According to an embodiment, the geometry of airship 1 is determined in a predetermined manner to be a takeoff shape from the initial minimum volume of the ground ( Figure 7A and Figure 8A ) changed to a hybrid aerodynamic shape ( Figure 7C and Figure 8C This corresponds to Figure 1 The shape of airship 1 shown. Figure 7A As shown, in the initial takeoff configuration, the airship 1 is placed vertically on the ground B1, and only the forward portion of the central body 10 of the airship 1 is inflated. In this configuration, the wings 20A and 20B are completely folded. According to an embodiment, the airship 1 is also suitable for an intermediate form, such as... Figure 7B and Figure 8B As shown, the central body 10 and wings 20A and 20B are partially inflated. According to an embodiment, the airship 1 takes an intermediate form at an altitude of approximately 8000 m. Figure 7B and Figure 8B At an altitude of approximately 15,000 m, a hybrid and aerodynamic configuration is adopted. Figure 7C and Figure 8C ).

[0056] Now for reference Figure 6 The hybrid stratospheric airship according to the second embodiment is generally represented by reference numeral 1'. This airship 1' differs from... Figures 1 to 5 The airship 1' shown differs in that it has wings with a slightly different structure from the wings 20A and 20B of airship 1'. Therefore, everything described regarding airship 1 is compatible and also applies to airship 1'. Therefore, for the sake of brevity, airship 1' will not be described in detail again. It is particularly noteworthy that... Figure 6 In the image, some components of airship 1' are not shown. For example, Figure 6Only the first wing 20A' of the airship 1' is shown, with the relevant parts of the outer shell 11 removed to show the internal structure of the wing 20A'. However, it is clear that the airship 1' has two wings, which, like the airship 1 described above, have a symmetrical structure relative to the central body 10. Therefore, it is obvious that the following description, with necessary modifications, will be applied to the second wing (not shown) of the airship 1', referring to the description provided for wing 20A'. Specifically, the first difference between wing 20A' and wing 20A of the airship 1 is that wing 20A' has a first secondary wing spars 23A arranged at the leading edge of wing 20A'. The second difference between wing 20A' and wing 20A is that wing 20A' includes at least one strut 26A-29A inserted between the first secondary wing spars 23A and the main wing spars 12 of the airship 1'. Advantageously, providing an aileron 23A and at least one strut 26A-29A at the leading edge of the wing 20A allows the profile shape of the wing 20A to be maintained, thereby preventing or significantly reducing leading edge deformation when internal pressure increases in the wing 20A. According to an embodiment, the wing 20A' includes a plurality of struts 26A-29A, preferably four struts 26A-19A, which are inserted between the first aileron 23A and the main spar 12 of the airship. According to an embodiment, in addition to the first and second ailerons 23A, 24A, the wing 20A' also includes a third aileron 25A, which is inserted between the first aileron 23A and the main spar 12. In this case, at least one strut 26A-29A extends partially between the first spar 23A and the third spar 25A, and partially between the third spar 25A and the main spar 12. According to an embodiment, at least one strut 26A-29A is an inflatable strut. According to an embodiment, at least one strut 26A-29A is in fluid communication with the first aileron spar 23A and the main spar 12 of the airship 1'. According to an embodiment, at least one strut 26A-29A is also in fluid communication with the third aileron spar 25A. However, it is also worth noting that, with slight modifications... Figures 1 to 5 The structure of the wings 20A and 20B of the airship 1 shown may also include one or more struts similar to struts 26A-29A in the wings 20A and 20B of the airship 1, which are inserted between the first secondary wing spars 23A and at least one main wing spars 12 of the airship 1.

[0057] After describing the structure of the hybrid stratospheric airships 1 and 1', the operation mode of these airships 1 and 1' will now be briefly described by way of example.

[0058] At takeoff, airships 1 and 1' have a roughly elliptical shape, and their weight is balanced solely by aerostatic thrust, which also provides the free lift necessary for ascent. In this way, takeoff is performed vertically and requires no aerodynamic thrust. Therefore, an initial phase of gas expansion occurs, chosen for its uncontrolled or at most partially controlled takeoff phase, until it fully occupies the available volume in the central body and wings. As the system ascends, the shape continuously transforms from an elliptical to a hybrid load-bearing design shape. Figure 1 This phase ends at a predetermined altitude (e.g., 8000-12000m, depending on the size of airships 1 and 1'), at which airships 1 and 1', having acquired their shape, can generate aerodynamic thrust. Once the aerodynamic shape has been acquired, the second part of the ascent phase begins, at which point both aerostatic thrust and aerodynamic thrust generated by airships 1 and 1' advancing relative to the air at a predetermined speed will be utilized. In this phase, gas expansion will be structurally unrestricted, and excess gas will be released, with lift balancing the portion of the weight that is no longer aerostatically supported.

[0059] Upon reaching the required flight altitude (e.g., 17,000-21,000 meters), airships 1 and 1' will begin their mission. Depending on wind strength, there are two flight modes. The first mode is synchronized with the Earth's rotation relative to the region of interest and is possible when winds are in the range of 5-18 m / s. In this mode, airships 1 and 1' use the relative wind to generate lift while remaining stationary relative to the ground. For lower wind intensities, the platform must move along a trajectory, which can be circular or straight and will allow for the generation of the necessary lift to supplement aerostatic thrust. Obviously, aerodynamic thrust will also be able to compensate for aerostatic thrust losses associated with gas leakage, which is unavoidable, especially in helium-filled systems designed to remain airborne for extended periods. During the descent phase, the internal pressure loss due to altitude will be compensated by introducing air into the hull in a controlled and continuous manner to maintain the necessary shape to support and control the platform's descent to the landing surface. During this phase, the system will also be assisted by an electric motor utilizing energy reserves stored in batteries.

[0060] Based on the foregoing, it can be understood how the hybrid stratospheric airship according to this specification achieves the aforementioned objectives.

[0061] Without affecting the principles of the invention or departing from the scope of the invention as defined in the appended claims, embodiments and structural details may be varied extensively with respect to the above description by way of non-limiting examples.

Claims

1. A hybrid stratospheric airship (1; 1'), configured for combined and optimized use of aerostatic and aerodynamic forces, including: - Inflatable central body (10); - An inflatable first wing and an inflatable second wing (20A, 20B) extend from the central body (10) and laterally protrude from two opposite sides of the central body (10). Each of the wings (20A, 20B) has a portion (21A, 21B) close to the central body (10), an end portion (22A, 22B) on the far side of the central body (10), a leading edge (201A, 201B), and a trailing edge (202A, 202B). - The outer shell (11) has a central shell portion (11A-11C) associated with the central body (10) and a first side shell portion and a second side shell portion (11D, 11E) associated with the first wing and the second wing (20A, 20B), respectively. - At least one main wing spars (12) extending transversely to the central body (10), wherein the at least one main wing spars (12) are inflatable wing spars that structurally support the first wing and the second wing (20A, 20B) and pass through the central body (10), and the at least one main wing spars (12) are straight wing spars that are inserted between the leading edge (201A, 201B) and the trailing edge (202A, 202B) of the first wing and the second wing, and are connected to the distal end portions (22A, 22B) of the first wing and the second wing. The feature is that, under operating conditions and at the flight altitude of the airship (1; 1'), the central body (10) and the first and second wings (20A, 20B) are inflated at a pressure lower than that of the at least one main wing spars (12).

2. The hybrid stratospheric airship (1; 1') according to claim 1, wherein, Each of the first wing and the second wing (20A, 20B) includes at least one secondary wing spars (23A, 24A, 23B, 24B), which are arranged in the wing and have a cross-sectional dimension smaller than that of the main wing spars (12).

3. The hybrid stratospheric airship (1; 1') according to claim 2, wherein, The at least one secondary spar (23A, 24A, 23B, 24B) includes a first secondary spar and a second secondary spar (23A, 24A, 23B, 24B), the first secondary spar and the second secondary spar being arranged to converge on each other in a direction from the proximal portion (21A, 21B) of each of the wings (20A, 20B) to the distal end portion (22A, 22B), wherein the at least one main spar (12) is inserted between the first secondary spar and the second secondary spar (23A, 24A, 23B, 24B).

4. The hybrid stratospheric airship (1; 1') according to claim 2 or 3, wherein, At least one of the ailerons (23A, 24A, 23B, 24B) is an inflatable aileron.

5. The hybrid stratospheric airship (1') according to claim 2 or 3, wherein, The at least one secondary wing spars (23A, 23B) are arranged at the leading edges (201A, 201B) of the first wing and the second wing (20A, 20B).

6. The hybrid stratospheric airship (1') according to claim 2 or 3, comprising at least one strut (26A-29A) inserted between the at least one aileron (23A, 23B) and the at least one main spar (12).

7. The hybrid stratospheric airship (1') according to claim 6, wherein, The at least one support (26A-29A) is an inflatable support.

8. The hybrid stratospheric airship (1; 1') according to claim 1, wherein, The central body (10) and the first and second wings (20A, 20B) respectively define a central body chamber (60), a first wing chamber (60A) and a second wing chamber (60B) that are separate from each other and can be inflated independently.

9. The hybrid stratospheric airship (1; 1') according to claim 1, wherein, The first and second wings (20A, 20B) each include at least one planar rib (31A-33A, 31B-33B) made of fabric, the planar rib being traversed by the at least one main spar (12), wherein the first and second side shell portions (11D, 11E) each include an upper surface (111D, 111E) and an opposing lower surface (112D, 112E), wherein at least one of the ribs (31A-33A, 31B-33B) connects the upper surface and the lower surface (111D, 112D; 111E, 112E) of each of the side shell portions (11D, 11E) to allow a predetermined aerodynamic profile of the wings (20A, 20B) to be obtained once pressurized.

10. The hybrid stratospheric airship (1; 1') according to claim 9, wherein, The central body (10) includes at least one central body rib (13) through which the at least one main wing spars (12) pass. The rib (13) of the central body (10) is planar in shape and made of fabric. The central shell portion (11A-11C) includes an upper surface (111) and an opposing lower surface (112). The at least one central body rib (13) connects the upper surface and the lower surface (111, 112) of the central shell portion (11A-11C) to allow a predetermined aerodynamic profile of the central body (10) to be obtained once pressurized.

11. The hybrid stratospheric airship (1; 1') according to claim 10, wherein, The at least one main wing spar (12) is connected via rib interfaces (13A, 311A, 321A, 331A) to the at least one central main body rib (13) and at least one wing rib (31A-33A, 31B-33B) of the first and second wings (20A, 20B), wherein the at least one main wing spar (12) is also connected via a central main body interface (10A, 10B) to the central shell portion (11A-11C), wherein the rib interfaces (13A, 311A, 321A, 331A) allow gas to pass through, and wherein the central main body interface (10A, 10B) not only allows structural connection between the central shell portion (11A-11C) and the at least one main wing spar (12), but also allows pressurized sealing connection.

12. The hybrid stratospheric airship (1; 1') according to claim 1, wherein, The central shell portion (11A-11C) includes two half-shells (11A, 11B) and at least one intermediate portion (11C). The two half-shells have a semi-circular or semi-elliptical cross-section. The first wing and the second wing (20A, 20B) extend from the two half-shells. The intermediate portion connects the two half-shells (11A, 11B).

13. The hybrid stratospheric airship (1; 1') according to claim 1, comprising a propulsion system (51, 52), said propulsion system comprising a rear thruster (51) disposed at the rear of the central body (10) and a pair of front thrusters (52) disposed at the front of the central body (10) on two opposite sides of the central body (10), wherein, The angle of the rear thruster (51) can be adjusted around the vertical axis, and the angle of the front thruster (52) can be adjusted around the corresponding horizontal axis.

14. The hybrid stratospheric airship (1; 1') according to claim 1, wherein, The geometry of the airship (1, 1') is changed from an initial minimum volume ground takeoff shape to a hybrid aerodynamic shape (1, 1') in a predetermined manner.

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