Aircraft transmitter device

Abstract

A conveyor device (106) for mid-flight battery replacement between a supply aircraft (102) having a bank (108) of replacement batteries (114) suitable for powering an electric aircraft (104) and an electric aircraft (104) powered by a bank of replaceable batteries (114). The conveyor device (106) is configured to transfer batteries (114, 118) between the supply aircraft (102) and the electric aircraft (104) during flight to replace replaceable batteries (118) in the bank (108) of the electric aircraft (104) with replacement batteries (118) in the bank (108) of the supply aircraft (102).

Description

Technical Field

[0001] The present disclosure relates generally to aircraft. Specifically, a conveyor apparatus for mid-air battery replacement between a supply aircraft having a bank of replacement batteries suitable for powering an electric aircraft and an electric aircraft powered by a replaceable battery pack is provided. The present disclosure also relates to corresponding systems, supply aircraft, and electric aircraft. Background Art

[0002] In the aircraft industry, it is generally known to employ refueling techniques that allow aircraft to be refueled during flight. This is typically accomplished by employing a large refueling aircraft, wherein the aircraft being refueled is controlled to fly at a synchronized speed and direction with the refueling aircraft—typically positioned slightly below and behind the refueling aircraft—so that a pipe can be extended from the refueling aircraft to connect to the aircraft during flight, thereby supplying liquid fuel from the refueling aircraft's fuel reservoir to the aircraft through the pipe for a period of time to refuel the aircraft.

[0003] There is a growing trend toward aircraft using alternative propulsion technologies (i.e., non-fuel-based propulsion technologies), particularly in the case of unmanned aerial vehicles (UAVs). For example, UAVs are often electrically powered, with the energy required to drive the corresponding motors being supplied by onboard batteries. Today, UAVs are used in a wide range of applications, such as surveillance, peacekeeping, scientific research, and commercial purposes, including agriculture, logistics, and aerial photography. For example, recent applications of UAVs also involve the use of so-called drone base stations (DBSs): drones carrying radio base stations (RBSs) to extend mobile communication network coverage to remote areas not covered by the network's terrestrial RBSs. However, conventional refueling technologies are not suitable for these types of electrically powered UAVs. Consequently, the flight range of today's electric aircraft is often limited because, when the onboard batteries are nearly depleted, they must return to a ground-based repair center where they can be recharged for the next round. Summary of the Invention

[0004] Therefore, there is a need for technology that allows the flight range of electric aircraft to be extended.

[0005] According to a first aspect, a conveyor device for mid-flight battery replacement between a supply aircraft having a bank of replacement batteries suitable for powering an electric aircraft and an electric aircraft powered by a replaceable battery pack is provided. The conveyor device is configured to transfer batteries between the supply aircraft and the electric aircraft during flight to replace replaceable batteries in the replaceable battery pack of the electric aircraft with replacement batteries in the bank of the supply aircraft.

[0006] The electric vehicle may be a UAV, optionally a drone, carrying the RBS. The transmitter assembly may be attached to the resupply vehicle and extendable toward the electric vehicle during flight to dock the electric vehicle with the resupply vehicle. The transmitter assembly may include a power cable connectable between the resupply vehicle and the electric vehicle during flight for supplying power from the resupply vehicle to the electric vehicle when performing a battery replacement.

[0007] The conveyor assembly may include a plurality of rollers that are subsequently arranged to form a flexible conveyor over which batteries can be transported. One side of the conveyor may be used to transfer batteries from a supply aircraft to an electric aircraft, and an opposite side of the conveyor may be used to transfer batteries from an electric aircraft to a supply aircraft. At least some of the plurality of rollers may be driven using a gear arrangement, optionally driven by a plurality of motors arranged along the conveyor. At least some of the gears in the gear arrangement may be driven by force-activated motors that are activated based on a load applied to the conveyor. The conveyor assembly may include at least one amplifier power circuit for amplifying an electrical control signal transmitted to the motors at distances exceeding a threshold distance. The conveyor assembly may include an additional plurality of rollers that are subsequently arranged to form an at least two-sided conveyor having a plurality of rollers, wherein the at least two-sided conveyor clamps the conveyed batteries from at least two sides.

[0008] The battery can be transported on the conveyor using a conveyor unit movable over a plurality of rollers, wherein the conveyor unit can include an interface device configured to releasably couple the battery to be transported to the conveyor unit. The conveyor unit can include a winch, and wherein the conveyor unit can be moved along the plurality of rollers by means of a rope whose effective length can be controlled by the winch. The interface device can electrically controllably open or close the mechanical coupling between the conveyor unit and the battery to be transported. Electrical control signals can be transmitted to the interface device using a conductor formed from at least one of a cable extending along the rope and a track mounted along the conveyor, thereby providing sliding contact with the conveyor unit as the conveyor unit moves along the conveyor. The conductor can be redundantly formed from the cable and the track, wherein a failover mechanism can be provided to switch transmission of electrical control signals from one of the cable and the track to transmission of electrical control signals from the other cable and the track in the event of a failure of one of the cable and the track.

[0009] A detector circuit configured to detect the closed state of the mechanical coupling may be provided. The detector circuit may be provided as part of the interface device, wherein power for the detector circuit may be supplied from the resupply aircraft. Furthermore, a portion of the detector circuit may be provided in the interface device, and another portion of the detector circuit may be provided in the battery to be transported, wherein the detector circuit may be closed when the mechanical coupling between the transmitter unit and the battery is closed. Furthermore, the detector circuit may be provided as part of the battery to be transported, wherein power for the detector circuit may be supplied from the battery.

[0010] According to a second aspect, there is provided a resupply aircraft having a bank of replacement batteries suitable for powering an electric aircraft.The resupply aircraft is configured to perform mid-air battery replacement using a conveyor arrangement according to the first aspect.

[0011] According to a third aspect, there is provided an electric aircraft powered by a replaceable battery pack. The electric aircraft is configured to perform an in-flight battery replacement using the transmitter apparatus according to the first aspect.

[0012] According to a fourth aspect, a system for mid-flight battery replacement is provided. The system comprises: a supply aircraft having a bank of replacement batteries suitable for powering an electric aircraft; the electric aircraft powered by a replaceable battery pack; and a conveyor device according to the first aspect for transferring batteries between the supply aircraft and the electric aircraft during flight to replace replaceable batteries in the replaceable battery pack of the electric aircraft with replacement batteries in the bank of the supply aircraft. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Embodiments of the technology presented herein are described below with reference to the accompanying drawings, in which:

[0014] Figure 1 Schematically illustrates a system including a supply vehicle, an electric vehicle, and a conveyor device according to the present disclosure;

[0015] Figure 2 schematically illustrates a conveyor including a plurality of rollers according to the present disclosure;

[0016] Figure 3a and Figure 3b A gear arrangement according to the present disclosure is schematically shown from a front view and a top view;

[0017] Figure 4 shows the wiring of multiple motors driving a gear arrangement according to the present disclosure;

[0018] Figure 5a and Figure 5b Schematically illustrates a variation of a two-sided conveyor according to the present disclosure;

[0019] Figure 6 shows a perspective view of a conveyor according to the present disclosure on which a conveyor unit is driven by a winch;

[0020] Figure 7 Shown Figure 6 A variant in which the rollers of the conveyor are additionally propelled by a gear arrangement;

[0021] Figure 8 shows how a conductor cable can be extended along the rope of a winch;

[0022] Figure 9 Shown Figure 6 A variant in which conductive rails providing sliding contact for the conveyor units are arranged along the conveyor;

[0023] Figure 10 An exemplary interface device according to the present disclosure is shown;

[0024] Figure 11 An interface device releasably coupled to a battery according to the present disclosure is shown;

[0025] Figure 12 shows an exemplary mechanical coupling mechanism provided by an interface device according to the present disclosure;

[0026] Figure 13 An exemplary embodiment is shown in which the detector circuit is provided as part of an interface device;

[0027] Figure 14 An exemplary embodiment is shown in which a portion of the detection circuit is disposed in the battery;

[0028] Figure 15 An exemplary embodiment is shown in which the detector circuit is provided as part of a battery;

[0029] Figure 16a and Figure 16b An exemplary method according to the present disclosure is shown, the method comprising a series of steps using a conveyor device having a single path for battery replacement;

[0030] Figure 17a and Figure 17b An exemplary method according to the present disclosure is shown, the method comprising a series of steps using a conveyor device having multiple paths for battery replacement;

[0031] Figure 18 A sequence diagram illustrating exemplary communications between a resupply aircraft and an electric aircraft according to the present disclosure is shown. DETAILED DESCRIPTION

[0032] In the following description, for purposes of explanation rather than limitation, specific details are set forth in order to provide a thorough understanding of the present disclosure. However, it will be apparent to one skilled in the art that the present disclosure may be implemented in other embodiments that depart from these specific details.

[0033] According to the present disclosure, a conveyor device is provided for mid-flight battery replacement between a supply aircraft having a bank of replacement batteries suitable for powering an electric aircraft and an electric aircraft powered by a replaceable battery pack. The conveyor device is configured to transfer batteries between the supply aircraft and the electric aircraft during flight to replace replaceable batteries in the replaceable battery pack of the electric aircraft with replacement batteries in the bank of the supply aircraft.

[0034] Figure 1 A corresponding system including a supply aircraft 102, an electric aircraft 104, and a conveyor device 106 is schematically illustrated. As shown, during flight, electric aircraft 104 can fly in the same direction and at the same speed as supply aircraft 102 to maintain a substantially stable relative position between electric aircraft 104 and supply aircraft 102, which allows conveyor device 106 to be attached therebetween. Conveyor device 106 can be used to provide a physical connection between supply aircraft 102 and electric aircraft 104, which can be used to transfer (or "transport") batteries between electric aircraft 104 and supply aircraft 102 for replacement. As shown, electric aircraft 104 can fly below supply aircraft 104, allowing conveyor device 106 to extend from supply aircraft 102 in a lower and rearward direction (e.g., due to aerodynamic drag during flight) to connect with electric aircraft 104. The conveyor unit 106 may be a separate component from both the supply aircraft 102 and the electric aircraft 104 and may be attached (e.g., installed as a temporary or permanent component) to one of the aircraft and may be extended to the other of the aircraft during flight. In one variation, the conveyor unit 106 may be attached (e.g., installed as part of) the supply aircraft 102 and may be extended toward the electric aircraft 104 to dock the electric aircraft 104 with the supply aircraft 102 during flight.

[0035] Electric aircraft 104 may be any electrically powered aircraft, i.e., its aircraft engines are powered by electrical energy supplied by one or more rechargeable (and replaceable) onboard batteries. Thus, electric aircraft 104 may be powered by a replaceable battery pack, wherein the replaceable batteries can be replaced during flight with replacement batteries provided from a bank in resupply aircraft 102. Electric aircraft 104 may be, for example, a UAV, and optionally a drone carrying an RBS. Thus, electric aircraft 104 may be a DBS for extending (or enhancing) the radio coverage of a mobile communication system (e.g., a 5G network).

[0036] On the other hand, refueling aircraft 102 may be a large refueling aircraft comparable to a conventional fuel refueling aircraft. However, rather than having a fuel depot for refueling other aircraft, refueling aircraft 102 may have an onboard replacement battery depot (or "depot") 108, from which batteries can be removed during flight to replace dead batteries in electric aircraft 104. Refueling aircraft 102 may be a fuel-powered aircraft, for example, and may have a reservoir 110 of fuel or another (e.g., dense) energy source, the energy of which can be used to charge the (rechargeable) replacement batteries in depot 108. Dead batteries received from electric aircraft 104 via conveyor device 106 can thus be placed in depot 108 after the replacement is complete to be recharged (and, optionally, to test their operability), thereby refurbishing the batteries for future in-flight battery replacement.

[0037] like Figure 1 As shown, the conveyor device 106 may have a path 112 to convey replacement batteries 114 from the bank 108 to the electric aircraft 104, where the replacement batteries 114 may be received in a battery bay configured for battery exchange, i.e., in other words, a bay configured to receive replacement batteries from the conveyor device 106 and to release (e.g., dead) batteries from the replaceable battery pack of the electric aircraft 104 onto the conveyor device 106 for transfer to the resupply aircraft 102. Thus, the conveyor device 106 may also have a path 116 to transport replaceable batteries 118 from the rechargeable battery pack of the electric aircraft 104 to the resupply aircraft 102, where the replaceable batteries 118 may be received for placement into the bank 108 for recharging purposes, as described above. Although in Figure 1 , paths 112 and 116 are shown illustratively as separate paths that allow for simultaneous (or "parallel") conveyance of replacement batteries and replaceable batteries, but it will be understood that a conveyor arrangement having only a single path could also be used, in which case the batteries could be transported between the respective aircraft in subsequent (non-parallel) steps.

[0038] Transmitter device 106 may also include a power line 120 that can be connected between refueling aircraft 102 and electric aircraft 104 during flight to supply electric aircraft 104 with power from refueling aircraft 102 when performing a battery swap. Power line 120 can serve as a (e.g., backup) power source for electric aircraft 104, supplying the power required to maintain flight even if one or more batteries are removed from the replaceable battery pack of electric aircraft 104 during a battery swap (or even if one or more batteries are discharged). For example, if the replaceable battery pack only includes one battery, power line 120 can be used to exclusively power electric aircraft 104 during the battery swap. Power line 120 can thus provide a safety feature that ensures continued flight even if a battery swap fails (e.g., if the battery cannot be successfully swapped or the replacement battery malfunctions). Power line 120 can also be used to charge at least one battery of electric aircraft 104, for example, at least to a level sufficient to ensure landing of electric aircraft 104. To connect the power line 120 between the supply aircraft 102 and the electric aircraft 104, it will be understood that the power line 120 may have a connector that allows the line 120 to be plugged into a corresponding receptacle at the electric aircraft 104. The transmitter device 106 may also include a mechanism that automatically plugs the power line 120 into the receptacle when the transmitter device 106 is docked to the electric aircraft 104.

[0039] like Figure 1 As shown, for example, both the resupply aircraft 102 and the electric aircraft 104 may support wireless connectivity, such as via a mobile communication network (e.g., a 5G network) or satellite, thereby allowing them to communicate with each other and with the ground station 122. Such communication may be necessary to coordinate flight paths and battery supply and replacement requirements between the resupply aircraft 102 and the electric aircraft 104, particularly when the electric aircraft 104 is one of multiple electric aircraft 104 requiring battery replacement, in which case coordination may be required to properly queue the electric aircraft according to, for example, battery replacement priority.

[0040] The conveyor apparatus 106 can be provided in the form of a duct having an outer wall that protects the batteries being transported between the supply aircraft 102 and the electric aircraft 104 from aerodynamic forces acting on the conveyor apparatus 106 during flight. Due to the upward and downward nature of the transport, the conveyor apparatus 106 can also be referred to as an "elevator duct." The conveyor apparatus 106 can include a plurality of rollers that are then arranged (e.g., within the outer wall of the duct) to form a flexible conveyor over which the batteries can be transported. These rollers can be provided, for example, in the form of rollers over which (or along which) the batteries can be transported. These rollers can be provided with a non-slip surface, for example, to enable the rollers to "grip" the batteries as they are transported along the conveyor.

[0041] While it will be appreciated that a separate conveyor (each comprising a plurality of sequentially arranged rollers) may be provided for each path provided by conveyor arrangement 106 (e.g., paths 112 and 116 traveling in the upward and downward directions), in one particular variation, a single conveyor comprising a plurality of sequentially arranged rollers may be employed, wherein one side of the conveyor may be used to transport batteries in the downward direction, and the other side of the conveyor may be used to transport batteries in the upward direction. Thus, one side of the conveyor may be used to transport batteries from supply vehicle 102 to electric vehicle 104, and the opposite side of the conveyor may be used to transport batteries from electric vehicle 104 to supply vehicle 102. Figure 2 Such a variation is schematically illustrated in , wherein the replacement battery 114 is conveyed in a downward direction on one side of a conveyor 202 , and wherein the replaceable battery 118 is conveyed in an upward direction on the opposite side of the conveyor 202 , wherein the conveyor 202 is composed of a plurality of rollers 204 .

[0042] In order to transport the batteries along the conveyor, various drive mechanisms can generally be envisaged. In one variant, the conveyed batteries can be driven by the active rotation of at least some of the plurality of rollers along the conveyor, wherein these rollers can grip the batteries (for example with their non-slip surfaces) to transmit the rotational force of these rollers to the translational movement of the batteries on these rollers and along the conveyor. At least some of the plurality of rollers can be driven using a gear arrangement, which can, for example, be optionally driven by a plurality of motors arranged along the conveyor. Figure 3a and Figure 3b As shown in the exemplary embodiment, for example, the roller 204 can be connected to each odd-numbered gear 302 in the gear arrangement 300, wherein the even-numbered gear 304 can be arranged between each pair of odd-numbered gears 302 to translate the rotational motion of one odd-numbered gear 302 to the next odd-numbered gear 302. Figure 3a As shown, Figure 3aShown is a front view of the gear arrangement 300 , the even gears 304 in this case being rotatable in the opposite direction to the odd gears 302 , wherein the odd gears 302 are rotatable in the same direction.

[0043] While it will be appreciated that a single motor (e.g., a stepper motor) driving one of the plurality of gears may be sufficient to drive the gear along the gear arrangement, in one variation, the plurality of rollers may be driven by a plurality of motors arranged along the conveyor, e.g., to distribute the driving force (e.g., evenly) along the length of the conveyor. A motor may be provided to drive every second, third, fourth, etc. gear in the gear arrangement, e.g., to share (e.g., evenly) the driving load required to drive the gear arrangement along the length of the conveyor. Figure 3b An example is shown in which motors M1 and M2 are positioned at every second odd-numbered gear 302 in gear arrangement 300. At least some of the gears in the gear arrangement can be driven by force-activated motors (e.g., 360-degree servo motors), which can be activated depending on the load applied to the transmitter, for example, specifically the load applied to the portion of the transmitter where the corresponding force-activated motor resides. In this manner, the motors can be activated only when a battery is actually on the transmitter and a transfer between aircraft 102 and 104 is required.

[0044] like Figure 3b As shown, multiple motors can be supplied with power and control signals via corresponding cables 306 that can extend along the transmitter. In one variation, each motor can be provided with a separate cable, and in another variation, multiple motors can be provided with a common cable, such as Figure 3b As shown in the example. Figure 4As shown in the example, a cable can be installed to provide a control signal (e.g., pulse width modulation (PWM) or pulse position modulation (PPM)), a voltage common collector (VCC), and ground (GND). As shown, the voltage of each motor input signal can be scaled by resistor R1, and the voltage of each motor VCC can be scaled by resistor R2. In the case of feedback from the motor, a diode D can be used to prevent changes in the dominant signal shape. Over longer distances, the signal voltage may drop due to the resistance of the cable. Therefore, the signal voltage may need to be amplified by amplifier A after a certain distance. Therefore, the transmitter device 106 may include at least one amplifier power supply circuit for amplifying the electrical control signal transmitted to the motors beyond a threshold distance. In this case, the amplifier power supply circuit and resistor R3 may require another GND cable to scale the amount of source voltage that amplifier A should receive in order to properly amplify the signal. It will be appreciated that with multiple amplifications over longer distances, the control signal may lose its rectangular shape. Therefore, in some variations, it is also conceivable to provide a separate cable for each distance segment between the motors.

[0045] As described above, various drive mechanisms for conveying batteries on a conveyor are generally contemplated, including a variation in which rollers clamp the batteries to transmit the rollers' rotational force as translational motion of the batteries on the conveyor. In a refinement of this variation, additional series of rollers can be provided to clamp the batteries from multiple sides as they are conveyed between aircraft 102 and 104. Thus, conveyor arrangement 106 can include an additional plurality of rollers that are subsequently arranged to form an at least two-sided conveyor having multiple rollers, wherein the at least two-sided conveyor clamps the conveyed batteries from at least two sides. Figure 5a An exemplary variation is shown in which a battery to be conveyed (eg, replacement battery 114 or replacement battery 118) is clamped from both sides of a two-sided conveyor 202 having a series of rollers 204 on either side of the battery to be conveyed. Figure 5b Another such variation is shown, in which two separate paths are provided (e.g. Figure 1 Paths 112 and 116 are each formed by a two-sided conveyor 202 having a series of rollers 204 on either side of the respective battery to be conveyed, wherein one side of the middle series of rollers 204 is used to convey the battery in a downward direction, and the other (opposite) side of the middle series of rollers 204 is used to convey the battery in an upward direction, as described above. This additional plurality of rollers can have the same characteristics as the aforementioned plurality of rollers. Thus, for example, in one of the above-described variations, the additional plurality of rollers can also be driven using a gear arrangement.

[0046] In some implementations, the batteries can be transported on the conveyor with the aid of an auxiliary component, hereinafter referred to as a "conveyor unit." Thus, the batteries can be transported on the conveyor using a conveyor unit that is movable over a plurality of rollers, wherein the conveyor unit may include an interface device configured to releasably couple the batteries to be transported to the conveyor unit. In this case, another drive mechanism for transporting the batteries along the conveyor may involve the use of a rope attached to the conveyor unit, wherein the length of the rope can be used to control the position of the conveyor unit on the conveyor. For example, the length of the rope can be controlled using a winch, which can be positioned at the upper end of the conveyor device 106, such as in the resupply aircraft 102. Thus, the conveyor device 106 may include a winch, wherein the conveyor unit (and the batteries coupled thereto) can be moved along the plurality of rollers using a rope whose effective length (corresponding to the unwound length of the rope) can be controlled by the winch. Figure 6 A perspective view of an exemplary embodiment is shown in which a battery to be transported (e.g., replacement battery 114 or replacement battery 118) is releasably coupled to a transport unit 602, wherein the coupling is achieved by means of an interface device 604 of the transport unit 602. In the example shown, the transport unit 602 includes two subunits, each of which is attached to a rope 606 whose effective length can be controlled by a winch 608.

[0047] This winch-based drive mechanism can be provided as a supplement or alternative to the gear-based drive mechanism described above. Figure 6 In the example of FIG, a capstan-based mechanism is provided as the sole drive mechanism (i.e., there is no gear-based drive), and thus, the rollers 204 correspond to loose (i.e., freely rotatable) rollers that can rotate as the conveyor unit 602 (and the battery connected thereto) moves on the conveyor, thereby allowing the conveyor unit 602 to slide on the rollers 204. It will be understood that in other embodiments, the capstan-based drive mechanism may be supported by a gear-based drive mechanism. This variation is in FIG. Figure 7 As shown in FIG, this variation is essentially equivalent to Figure 6 , the only difference being that the roller 204 is additionally pushed by a gear arrangement 300 . Figure 7 It is also shown that a plurality of parallel rows of geared rollers 204 (in the example shown: two parallel rows) may be provided to form a conveyor. Figure 7It is highlighted that the conveyor unit 106 can be provided in the form of a duct to protect the conveyed batteries from aerodynamic forces during flight. The outer wall of the duct is indicated by reference numeral 702 in the figure. It will be understood that in other variations, the combination of the gear unit 300 and the rollers 204 can be different. For example, the rollers can be provided by the gears themselves rather than by rollers, and the teeth of these gears can then clamp the conveyor unit 602 and / or the batteries being conveyed.

[0048] As described above, the rope attached to the conveyor unit can be wound and unwound by a winch located on the supply aircraft 102. This rope can, for example, be a steel, fiberglass, or carbon fiber rope (or a composite thereof). As described above, the conveyor unit can include an interface device configured to releasably couple the battery to be transported to the conveyor unit. The releasable coupling between the conveyor unit and the battery can correspond to a mechanical coupling that can be electrically controllably opened or closed by a control unit (e.g., located on the supply aircraft 102). Thus, the interface device can electrically controllably open or close the mechanical coupling between the conveyor unit and the battery to be transported. Various implementations are generally contemplated for transmitting the corresponding electrical control signals to the interface device. While it will be appreciated that wireless communication technology can be used to transmit the corresponding control signals, in another variation, the electrical control signals (from the control unit) can be transmitted to the interface device using a conductor formed from at least one of a cable extending along the rope and a track mounted along the conveyor, thereby providing sliding contact with the conveyor unit as it moves along the conveyor.

[0049] Figure 8 A winch 608 is shown exemplarily, comprising a rope 606 attached to a transmitter unit, as described above. As a possible conductor implementation for transmitting the electrical control signals to the interface device, Figure 8 Additionally shown is a cable 802 extending along the ropes 606. More specifically, as shown, the cable 802 can extend between two parallel ropes 606 in a curved manner, such that the (effective) cable length can be longer than the (effective) length of the ropes to provide a buffer for rope flexibility. In one variation, the cable 802 can, for example, be twice as long as the ropes 606.

[0050] As another possible conductor implementation for transmitting the electrical control signal to the interface device, in addition to Figure 6 In addition to the example, Figure 9 Also shown are rails 902 mounted along the conveyor, wherein the rails 902 provide sliding contacts 904 (in the example shown, for example, three sliding contacts for signal, VCC, and GND; see also FIG. Figure 13) to maintain electrical connection as the transmitter unit 602 moves along the transmitter. In some variations, the conductors can be redundantly fabricated from cables and tracks, wherein a failover mechanism can be provided to switch the transmission of electrical control signals from one of the cables or tracks to the other of the cables or tracks in the event of a failure in either of the cables or tracks. In other words, dual signals can be provided from the control unit to the interface device, allowing the other conductor implementation to maintain the required electrical connection in the event of a failure in the other. For example, when the primary signal is transmitted by the cable, signal and power transmission can be switched to the tracks in the event of a cable failure, thereby transmitting signals and power to the interface device via the tracks rather than the cable.

[0051] Figure 10 An exemplary implementation of an interface device 604 is shown that can be used to releasably couple a transporter unit 602 to a battery to be transported. As shown, the interface device 604 can include an arm 1002 extending from the transporter unit 602 toward the battery to be transported, wherein a rotatable manipulator 1004 can be used to establish a mechanical coupling with the battery to be transported. Figure 11 Such coupling to a corresponding battery (eg, replacement battery 114 or replacement battery 118) is shown, and Figure 12 The following illustrates how a mechanical coupling can be established in greater detail. As shown, to close the mechanical coupling between rotatable actuator 1004 and the battery, rotatable actuator 1004 can be inserted into a corresponding opening provided at the battery and then rotated to establish a positive lock (or "form fit") with the battery. It will be understood that this mechanical coupling is merely exemplary, and that various other implementations of the coupling are generally contemplated.

[0052] As described above, the interface device can electrically controllably open or close the mechanical coupling between the transmitter unit and the battery to be transferred (e.g., via conductors). To monitor the state of the mechanical coupling, a detector circuit configured to detect the closed state of the mechanical coupling can be provided. It will be appreciated that such a detector circuit can be implemented in various ways. In one variation, the detector circuit can be provided as part of the interface device, and power for the detector circuit can be supplied from the resupply aircraft 102. Figure 13An exemplary embodiment of this variation is shown. It can be seen that rotatable manipulator 1004 of interface device 604 can be provided with an electrical detection circuit that closes when the mechanical coupling between rotatable manipulator 1004 and the battery is closed, as described above. The battery may simply include a simple conductor that closes the electrical detection circuit of rotatable manipulator 1004 when the mechanical coupling is in the closed state. In the illustrated example, when the circuit is closed (when the mechanical coupling is established), an LED (LED1) included in rotatable manipulator 1004 can begin emitting light to photodiode LED2 included in arm 1002, thereby outputting a signal to a control unit in resupply aircraft 102 via line 1302, thereby indicating to the control unit that the mechanical coupling has properly entered the closed state. For example, in this variation, power for the electrical detection circuit can be supplied from resupply aircraft 102 via line 1302.

[0053] In another variant of implementing the detector circuit, a part of the detector circuit may be arranged in the interface device and another part of the detector circuit may be arranged in the battery to be transferred, wherein the detector circuit may be closed when the mechanical coupling between the transmitter unit and the battery is closed. Figure 14 An exemplary embodiment of this variant is shown on one side of the battery to be transported. As can be seen, the battery may include circuitry 1402, which forms part of a detector circuit, such that the detector circuit can output a signal to the control unit when an electrical connection is established between the portion of the circuit in the interface device and the portion of the circuit in the battery. In this variant, power for the detector circuit can be supplied by a resupply vehicle or a battery. In the case of battery power, a (separate) sub-battery can be placed within the housing of the battery to be transported, where the sub-battery can be charged, for example, from the main battery.

[0054] In yet another variation of implementing the detector circuit, the detector circuit can be provided as part of the battery to be transported, wherein power for the detector circuit can be supplied by the battery. In this variation, the detector circuit can be provided on only one side of the battery, and only a simple conductor can be provided in the rotatable manipulator 1004 of the interface device, which simple conductor closes the detector circuit of the battery when the mechanical coupling is in the closed state. Figure 15An exemplary embodiment of this variation is shown. It can be seen that the battery can be provided with an electrical detection circuit that closes when the mechanical coupling between rotatable manipulator 1004 and the battery is closed, as described above. In the illustrated example, circuits BT1 and BT2 are provided, wherein circuit BT1 can begin operating when the mechanical coupling enters the closed state, when the electrical detection circuit is closed via a simple conductor of rotatable manipulator 1004. In response, LED 1 turns on, and photodiode LED 2, receiving the light, closes circuit BT2. A beacon or modem MB1 can receive a corresponding signal indicating that the battery is securely coupled to the interface device. The beacon or modem MB1 can then wirelessly transmit a message to a control unit in resupply aircraft 102 indicating that the mechanical coupling has been properly established. In this case, the power source for the detection circuit can be a sub-battery housed in the housing of the battery to be transferred, where the sub-battery can be charged from the main battery, for example.

[0055] Figure 16a and Figure 16bAn exemplary method is shown, comprising a series of steps that can be performed on a battery of electric aircraft 104 from the perspective of electric aircraft 104, wherein battery replacement is performed using a conveyor device 106 having a single path for battery replacement. In step 1, while electric aircraft 104 is still on the ground, a new battery can be inserted into the battery bay of electric aircraft 104. In step 2, the battery bay can be closed, and in step 3, electric aircraft 104 can take off and perform its dedicated aerial operations. In step 4, when the battery of electric aircraft 104 is to be replaced with a replacement battery from resupply aircraft 102 (e.g., because the battery has become discharged), the battery bay of electric aircraft 104 can be opened during flight to enable conveyor device 106 ("pipe") to dock with electric aircraft 104. In step 5, conveyor unit 106 can be docked with electric aircraft 104, where power lines from supply aircraft 102 can be connected to electric aircraft 104 to provide external power to electric aircraft 104 during battery replacement. In step 6, the battery to be replaced can be removed and pulled out of the battery compartment for transfer to supply aircraft 102 via conveyor unit 106. In step 7, a new battery can then be pushed from supply aircraft 102 to electric aircraft 104 via conveyor unit 106 and installed in its battery compartment. In step 8, the newly inserted battery can be connected to electric aircraft 104 as a new power source. In step 9, when it is determined that the mechanical coupling between the conveyor unit and the battery has been released, the external power source can be disconnected. In step 10, electric aircraft 104 can be detached from conveyor unit 106, and in step 11, the battery compartment of electric aircraft 104 can be closed accordingly. Finally, in step 12, the electric aircraft may be fully operational again, with the new battery as its new power source.

[0056] Figure 17a and Figure 17bAn exemplary method is shown, comprising a series of steps that can be performed on a battery of electric aircraft 104 from the perspective of electric aircraft 104, wherein battery replacement is performed using a conveyor device 106 having multiple paths for battery replacement. In step 1, while electric aircraft 104 is still on the ground, a new battery can be inserted into a rack in a battery bay of electric aircraft 104, wherein the rack is in a first position. In step 2, the battery bay can be closed, and in step 3, electric aircraft 104 can take off and perform its dedicated aerial operations. In step 4, when the battery of electric aircraft 104 is to be replaced with a replacement battery from resupply aircraft 102 (e.g., because the battery has become discharged), the battery bay of electric aircraft 104 can be opened during flight to enable conveyor device 106 ("dual pipe") to dock with electric aircraft 104. In step 5, the transporter unit can be docked with the electric aircraft, where power lines from supply aircraft 102 can be connected to electric aircraft 104 to provide external power to electric aircraft 104 during subsequent battery replacements. In step 6, the battery to be replaced can be removed and pulled from a rack in the battery bay for transport to supply aircraft 102 via transporter unit 106. In step 7, the rack can be moved to a second position within the battery bay. In step 8, a new battery can then be pushed from supply aircraft 102 to electric aircraft 104 via transporter unit 106 and installed accordingly on the rack. Furthermore, it can be determined that the mechanical coupling between the transporter unit and the battery has been released. In step 9, the rack, along with the battery, can be moved back to the first position, and in step 10, the newly inserted battery can be connected to electric aircraft 104 as a new power source. In step 11, the external power source can be disconnected. In step 12, the electric aircraft 104 can be detached from the conveyor device 106, and in step 13, the battery compartment of the electric aircraft 104 can be closed again. Finally, in step 14, the electric aircraft can be fully operational again, with the new battery as its new power source.

[0057] As described above, the resupply aircraft 102 and the electric aircraft 104 may support a wireless connection that allows them to communicate with each other, for example, to coordinate a battery replacement process between each other. Figure 18A sequence diagram of exemplary communications between the supply aircraft 102 and the electric aircraft 104 is shown, including preparations for as well as the actual exchange of batteries. In step 1 of the process, the electric aircraft 104 may indicate via a (wireless) control link that the battery charge is low. In step 2, the supply aircraft 102 may check for the availability of new (charged) batteries in the onboard hangar. If new batteries are available and it is determined that there are no other electric aircraft (which may have a higher charging priority than the electric aircraft 104), the supply aircraft 102 may send a docking request to the electric aircraft 104 via the control link. In step 4, the supply aircraft 102 and the electric aircraft 104 may exchange steering commands to coordinate their flight paths and speeds to allow docking of the conveyor device 106 between them. In step 5, the actual battery exchange may follow the procedures described above with respect to Figure 16a and Figure 16b or Figure 17a and Figure 17b Finally, in step 6, after replacing the batteries, the supply aircraft 102 and the electric aircraft 104 may exchange steering commands to coordinate their separation to a safe distance before they continue to perform their own dedicated aerial operations again.

[0058] As will be apparent from the above, the present disclosure provides a transmitter device for mid-flight battery replacement between a supply aircraft and an electric aircraft. The present disclosure also provides corresponding systems, supply aircraft, and electric aircraft. Using the techniques presented herein, a dead or low-power battery of an electric aircraft can be replaced during flight, thereby significantly extending the possible flight range of the electric aircraft. Through the energy improvements achieved, electric aircraft may not need to interrupt their operation to fly to a ground maintenance center for recharging (as is typically done in conventional systems). For example, a large geographic area can be covered by a fleet of supply aircraft, thereby enabling continuous network coverage of a mobile communication network over a wide geographic area, for example, by using a fleet of DBSs that remain continuously airborne.

[0059] It is believed that the advantages of the technology presented herein will be fully understood from the foregoing description, and it will be apparent that various changes in the form, structure, and arrangement of the exemplary aspects thereof may be made without departing from the scope of the invention or sacrificing all of its advantageous effects. Because the technology presented herein can be varied in many ways, it will be appreciated that the invention should be limited only by the scope of the appended claims.

Claims

1. A conveyor device (106) for mid-air battery replacement between a supply vehicle (102) and an electric vehicle (104), the supply vehicle (102) having a bank (108) of first batteries (114) suitable for powering the electric vehicle (104), the electric vehicle (104) being powered by a bank of second batteries (118), wherein: The conveyor device (106) is configured to transfer batteries between the supply aircraft (102) and the electric aircraft (104) during flight to replace a second battery (118) in the bank of the electric aircraft (104) with a first battery (114) in the bank (108) of the supply aircraft (102), wherein the conveyor device (106) comprises a plurality of rollers (204) which are then arranged to form a conveyor (202) on which the batteries can be conveyed, wherein the batteries are conveyed on the conveyor (202) using a conveyor unit (602) movable on the plurality of rollers (204), wherein the conveyor unit (602) comprises an interface device (604) configured to releasably couple the batteries to be conveyed to the conveyor unit (602).

2. The conveyor device (106) according to claim 1, wherein The electric aircraft (104) is an unmanned aerial vehicle (UAV) carrying a radio base station (RBS).

3. The conveyor device (106) according to claim 1 or 2, wherein The conveyor device (106) is attachable to the supply aircraft (102) and is extendable toward the electric aircraft (104) during flight to dock the electric aircraft (104) to the supply aircraft (102).

4. The conveyor device (106) according to claim 1 or 2, wherein The transmitter device (106) includes a power line (120) connectable between the supply aircraft (102) and the electric aircraft (104) during flight for supplying power from the supply aircraft (102) to the electric aircraft (104) when performing a battery replacement.

5. The conveyor device (106) according to claim 1, wherein One side of the conveyor (202) is used to convey a first battery (114) from the supply aircraft (102) to the electric aircraft (104), and an opposite side of the conveyor (202) is used to convey a second battery (118) from the electric aircraft (104) to the supply aircraft (102).

6. The conveyor device (106) according to claim 1, wherein At least some of the plurality of rollers (204) are driven by a plurality of motors (M1, M2) arranged along the conveyor (202) using a gear arrangement (300).

7. The conveyor device (106) according to claim 6, wherein At least some of the gears (302) in the gear arrangement (300) are driven by motors (M1, M2) that are activated depending on the load applied to the conveyor (202).

8. The conveyor device (106) according to claim 6 or 7, wherein The transmitter device (106) includes at least one amplifier power circuit (A) for amplifying an electrical control signal transmitted to a motor (M1, M2) at a distance exceeding a threshold distance.

9. The conveyor device (106) according to claim 6 or 7, wherein The conveyor device (106) comprises a plurality of additional rollers which are then arranged to form a conveyor (202) having the plurality of rollers (204) and the plurality of additional rollers, wherein the conveyor (202) clamps the conveyed battery from at least two sides.

10. The conveyor device (106) of claim 1, wherein The conveyor device (106) comprises a winch (608), and wherein the conveyor unit (602) is moved along the plurality of rollers (204) by means of a rope (606) whose effective length can be controlled by the winch (608).

11. The conveyor device (106) according to claim 10, wherein The interface device (604) is capable of electrically opening or closing the mechanical coupling between the transmitter unit (602) and the battery to be transported.

12. The conveyor device (106) according to claim 11, wherein The electrical control signal is transmitted to the interface device (604) using a conductor consisting of at least one of: a cable (802) extending along the rope (606), and A track (902) is mounted along the conveyor (202) to provide sliding contact (904) to the conveyor unit (602) as the conveyor unit (602) moves along the conveyor (202).

13. The conveyor device (106) according to claim 12, wherein The conductors are redundantly constituted by the cable (802) and the track (902), wherein a failover mechanism is provided for switching the transmission of electrical control signals from one of the cable (802) and the track (902) to the transmission of electrical control signals from the other of the cable (802) and the track (902) in the event of a failure of one of the cable (802) and the track (902).

14. The conveyor device (106) according to any one of claims 11 to 13, wherein A detector circuit (1502) is provided that is configured to detect a closed state of the mechanical coupling.

15. The conveyor device (106) according to claim 14, wherein The detector circuit is provided as part of the interface device (604), and wherein power for the detector circuit is supplied from the resupply aircraft (102).

16. The conveyor device (106) of claim 14, wherein A portion of the detector circuit is arranged in the interface device and another portion (1402) of the detector circuit is arranged in the battery to be transferred, wherein the detector circuit is closed when the mechanical coupling between the transmitter unit (602) and the battery is closed.

17. The conveyor device (106) of claim 14, wherein The detector circuit (1502) is provided as part of the battery to be transmitted, and wherein power for the detector circuit (1502) is supplied from the battery.

18. A resupply vehicle (102) having a bank of replacement batteries suitable for powering an electric vehicle (104), wherein: The resupply aircraft (102) is configured to perform an aerial battery exchange using a conveyor device (106) according to any one of claims 1 to 17.

19. An electric aircraft (104) powered by a replaceable battery pack, wherein: The electric aircraft (104) is configured to perform an aerial battery change using a transmitter device (106) according to any one of claims 1 to 17.

20. A system for over-the-air battery replacement, comprising: a supply vehicle (102) having a bank of first batteries (114) suitable for powering the electric vehicle (104); an electric aircraft (104) powered by a second set of batteries (118); and A conveyor device (106) according to any one of claims 1 to 17 for transferring batteries between a supply aircraft (102) and an electric aircraft (104) during flight to replace a second battery (118) in the bank of the electric aircraft (104) with a first battery (114) in the bank of the supply aircraft (102).

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