Multi-architecture modular unmanned aerial vehicle system

Abstract

The invention relates to a multi-architecture modular drone system, and discloses a modular aerial vehicle system having a fuselage module configured to couple with a plurality of lift generating modules. A modular aerial vehicle system may include a fuselage module and a lift generating module. The fuselage module may include a first attachment interface, an avionics system operably coupled with a power unit (e.g., via an ESC), and a communication system operably coupled with a flight controller. The lift generating module may include a second attachment interface and a plurality of propellers. The fuselage module may be configured to be removably coupled with the lift generating module via the first and second attachment interfaces. The first and second attachment interfaces may include (1) a plurality of electrical contacts to facilitate electrical communication between the fuselage module and the lift generating module, and / or (2) one or more retention devices to structurally couple the lift generating module with the fuselage module.

Description

[0001] This application is a divisional application of Chinese Patent Application No. 201880003232.9, titled "Multi-Architecture Modular Unmanned Aerial System", filed on March 22, 2018.

[0002] Cross-Reference

[0003] This application claims the benefit of U.S. Provisional Patent Application No. 62 / 474,721, titled "Multi-Architecture Modular Unmanned Aerial System", filed on March 22, 2017, under 35 U.S.C. § 119(e), the content of which is hereby incorporated by reference. Technical Field

[0004] The present disclosure relates to the field of aircraft, and more particularly, to a modular unmanned aerial system (UAS) having an interchangeable lift generation system and / or modules. Background Art

[0005] The current market for unmanned aerial vehicles (UAVs) (e.g., small unmanned aerial systems (sUAS)) includes a variety of aircraft capabilities implemented through various architecture platforms, including vertical takeoff, long endurance, precision landing, hovering capabilities, etc. However, there are contradictions between the design variables associated with different configurations, and thus different structures are required for various aircraft capabilities. For example, an aircraft vehicle structure optimized for hovering is structurally different from a fixed-wing aircraft vehicle structure optimized for endurance and / or long-range functionality. Moreover, there is currently no shared vehicle control architecture, as aircraft vehicles use different command and control systems, video processing interfaces, available payloads, and power generation options depending on the desired aircraft vehicle mission capabilities and architecture platforms (e.g., vertical takeoff and landing (VTOL), fixed-wing, long-range, etc.).

[0006] Many consumers desire the functionality of multiple aircraft architectures, resulting in a market filled with different aircraft vehicles having various architecture platforms that are point-optimized for a single mission or severely limited by attempting to provide the ability to perform multiple tasks. For consumers who need to utilize multiple different aircraft vehicle mission capabilities, the consumer faces the logistical problem of having to operate several different types of aircraft vehicle architecture platforms, each implemented as an independent system. This significantly increases costs, as existing aircraft vehicle components are generally not interchangeable. For example, command and control systems cannot be run through a common operator console, and data is accessed through different formats or interfaces.

[0007] In addition, payloads generally cannot be transferred between aerial vehicles having different architecture platforms, even when the aerial vehicles generally perform similar functions. For example, imagine that an accident response crew wishes to use a sophisticated camera system to first map a large area and then perform a precision inspection of a specific area of interest. In existing paradigms, the accident response crew would need to purchase two camera systems, one for a fixed-wing mapping aerial vehicle and one for a hovering multi-rotor helicopter (i.e., VTOL) aerial vehicle, or inefficiently map using only the hovering multi-rotor helicopter aerial vehicle, which results in the ineffective use of precious time and monetary funds.

[0008] For the foregoing reasons, there is a need for a modular UAS having an interchangeable lift generation system. As described below, a modular UAS can be constructed around a common vehicle core to which a plurality of different lift generation systems can be attached. This common vehicle core can include a modular payload, a power unit, a communication system, and a flight controller. Summary of the Invention

[0009] The present invention is directed to a modular UAS having an interchangeable lift generation system.

[0010] According to a first aspect, an aerial vehicle fuselage includes: a flight controller operably coupled to a power unit; and a communication system operably coupled to the flight controller, wherein the aerial vehicle fuselage is configured to removably couple to one of a plurality of lift generation modules via an attachment interface at an attachment point of the aerial vehicle fuselage, and wherein a plurality of electrical contacts are located at the attachment point to facilitate electrical communication between the flight controller and one of the plurality of lift generation modules.

[0011] According to a second aspect, an aerial vehicle system includes: a fuselage module including a first attachment interface, a flight controller operably coupled to a power unit, and a communication system operably coupled to the flight controller; and a lift generation module including a second attachment interface and a plurality of thrusters, wherein the fuselage module is configured to removably couple to the lift generation module via the first attachment interface and the second attachment interface, and wherein the first attachment interface and the second attachment interface include (1) a plurality of electrical contacts to facilitate electrical communication between the fuselage module and the lift generation module and (2) one or more retention devices to structurally couple the lift generation module to the fuselage module.

[0012] According to a third aspect, a method for improving the operability of an aerial vehicle system includes: providing a fuselage module that includes a first attachment interface, a flight controller operably coupled to a power unit, and a communication system operably coupled to the flight controller; and providing a lift generation module that includes a second attachment interface and a plurality of thrusters, wherein the fuselage module is configured to be removably coupled to the lift generation module via the first attachment interface and the second attachment interface, and wherein the first attachment interface and the second attachment interface include (1) a plurality of electrical contacts to facilitate electrical communication between the fuselage module and the lift generation module and (2) one or more retention devices to structurally couple the lift generation module to the second attachment interface.

[0013] According to a fourth aspect, an aerial vehicle system includes: a plurality of lift generation modules, wherein the plurality of lift generation modules includes a multi-rotor vertical takeoff and landing (VTOL) lift generation module and a fixed-wing lift generation module; and a fuselage module having a power unit, a flight controller, and a communication system, wherein the fuselage module is configured to selectively engage with one of the plurality of lift generation modules.

[0014] In some aspects, the flight controller is operably coupled to the power unit via an electronic speed controller (ESC).

[0015] In some aspects, the power unit, the flight controller, and the communication system are positioned within the fuselage to define the fuselage module, wherein the attachment interface is coupled to the fuselage and is configured to structurally couple to a second attachment interface of one of the plurality of lift generation modules via one or more retention devices.

[0016] In some aspects, one or more of the retention devices include magnetic connectors.

[0017] In some aspects, the plurality of lift generation modules includes a multi-rotor vertical takeoff and landing (VTOL) lift generation module and a fixed-wing lift generation module.

[0018] In some aspects, the fixed-wing lift generation module is a long endurance lift generation module or a high speed lift generation module.

[0019] In some aspects, the lift generation module is a fixed-wing lift generation module that includes at least one fixed wing.

[0020] In some aspects, at least one of the plurality of thrusters is coupled to at least one fixed wing.

[0021] In some aspects, the lift generation module includes a support frame having a plurality of longitudinal booms extending radially from the support frame.

[0022] In some aspects, each of the plurality of thrusters is positioned at a distal end of one of the plurality of longitudinal cantilevers and is oriented to direct thrust downward.

[0023] In some aspects, the flight controller is configured to electrically couple the power unit to the one of the plurality of lift generation modules via one or more of the plurality of electrical contacts.

[0024] In some aspects, at least one of the flight controller or the communication system is configured to communicate data with the one of the plurality of lift generation modules via one or more of the plurality of electrical contacts.

[0025] In some aspects, the power unit is a hybrid electric system configured to generate electricity via an engine-driven generator.

[0026] In some aspects, the power unit is a rechargeable battery.

[0027] In some aspects, each of the plurality of thrusters is operably coupled to an electronic speed controller (ESC) configured to control the thruster speed. The ESC can be located within the fuselage module or the lift generation module(s) or on the fuselage module or the lift generation module(s). Accordingly, the flight controller is operably coupled to the power unit either directly or via the ESC.

[0028] In some aspects, the flight controller is configured to electrically couple the power unit to the lift generation module via one or more of the plurality of electrical contacts.

[0029] In some aspects, at least one of the flight controller or the communication system is configured to communicate data with the lift generation module via one or more of the plurality of electrical contacts.

[0030] In some aspects, the fuselage module is configured to verify the lift generation module to ensure compatibility or interoperability with the fuselage module.

[0031] In some aspects, the fuselage module is configured to verify one of the plurality of lift generation modules using radio frequency identification (RFID).

[0032] In some aspects, the fuselage module includes an RFID reader and the lift generation module includes an RFID tag.

[0033] In some aspects, the fuselage module processes information from the RFID tag to determine whether to verify the lift generation module.

[0034] In some aspects, the information includes at least one of a maintenance status (e.g., required maintenance, scheduled maintenance, maintenance date), a manufacturer, or a type of lift generation module (e.g., fixed wing, VTOL, thruster configuration, number of thrusters, etc.).

[0035] In some aspects, the fuselage module is configured to selectively engage with one of the plurality of lift generation modules via an attachment interface having (1) a plurality of electrical contacts and (2) one or more retention devices to structurally couple the fuselage module to the one lift generation module of the plurality of lift generation modules.

[0036] In some aspects, the fuselage module includes a fuselage and a modular payload removably coupled to the fuselage.

[0037] In some aspects, the modular payload includes an intelligence, surveillance, and reconnaissance (ISR) payload.

[0038] In some aspects, the modular payload is removably coupled to the fuselage via one or more retention devices.

[0039] In some aspects, the one or more retention devices include magnetic connectors.

[0040] In some aspects, the power unit is positioned at or near the center of gravity of the fuselage module.

[0041] In some aspects, the fuselage module is configured to transfer power to the lift generation module via wireless power transfer technology. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] The above and other advantages of the present disclosure will be readily understood with reference to the following detailed description and the accompanying drawings, wherein:[[]]END]]

[0043] Figures 1a to 1c An example fuselage module is shown.

[0044] Figure 1d An example attachment interface for a fuselage module is shown.

[0045] Figure 1e An example aerial vehicle system is shown having a fuselage module and three different interchangeable lift generation modules.

[0046] Figure 2a A perspective view of a multi-rotor VTOL lift generation module is shown.

[0047] Figure 2b A vehicle in a hover configuration is shown.

[0048] Figure 3a A perspective view of a long endurance lift generation module is shown.

[0049] Figure 3b Shows an aircraft in a long endurance configuration.

[0050] Figure 4a Shows a perspective view of a high-speed lift generation module.

[0051] Figure 4b Shows an aircraft in a high-speed configuration.

[0052] Figure 5 Shows a block diagram of an example aircraft control system.

[0053] Figure 6 The chart in shows performance estimates for a first propulsion aircraft vehicle system and payload.

[0054] Figure 7 The chart in shows performance estimates for a second propulsion aircraft vehicle system and payload. DETAILED DESCRIPTION

[0055] Preferred embodiments of the present disclosure will be described below with reference to the accompanying drawings. In the following description, known functions or constructions will not be described in detail since they may obscure the present disclosure in unnecessary detail. For the present disclosure, the following terms and definitions will apply.

[0056] The terms "about" and "approximately", when used to modify or describe a value (or range of values), reasonably mean close to that value or range of values. Thus, the embodiments described herein are not limited to merely the recited values and ranges of values, but may include reasonable working deviations. As used herein, the terms horizontal and vertical are used to describe an angle or plane relative to the ground, such as when the aircraft is on the ground.

[0057] The terms "aircraft vehicle" and "aircraft" each refer to a machine capable of flight, including but not limited to, fixed-wing aircraft, unmanned aerial vehicles, variable-wing aircraft, and vertical takeoff and landing (VTOL) aircraft. VTOL aircraft may include fixed-wing aircraft (e.g., Harrier jets), rotary-wing aircraft (e.g., helicopters), tilt-rotor / tilt-wing aircraft, and / or new types of aircraft as described herein.

[0058] The term "and / or" means any one or more of the items in a list joined by "and / or". By way of example, "x and / or y" means any one of the elements in the three-element set {(x), (y), (x, y)}. In other words, "x and / or y" means "one or both of x and y". As another example, "x, y and / or z" means any one of the elements in the seven-element set {(x), (y), (z), (x, y), (x, z), (y, z), (x, y, z)}. In other words, "x, y and / or z" means "one or more of x, y and z".

[0059] The terms "circuit" and "circuitry" refer to physical electronic components (e.g., hardware) and any software and / or firmware ("code") that can configure the hardware, be executed by the hardware, and / or otherwise be associated with the hardware. As used herein, for example, a particular processor and memory can include a first "circuit" when executing a first set of one or more lines of code, and a second "circuit" when executing a second set of one or more lines of code. As used herein, circuitry is "operable" to perform a function whenever the circuitry includes the necessary hardware and code (if any code is required) to perform the function, regardless of whether the performance of the function is inhibited or enabled (e.g., by user-configurable settings, factory trimming, etc.).

[0060] The terms "communicate" and "communication" refer to (1) transmitting or otherwise conveying data from a source to a destination, and / or (2) delivering data to a communication medium, system, channel, network, device, line, cable, fiber, circuit, and / or link for conveyance to a destination.

[0061] The term "composite material" as used herein refers to a material that includes an additive material and a matrix material. For example, a composite material can include a fibrous additive material (e.g., fiberglass, glass fiber ("GF"), carbon fiber ("CF"), aramid / p-aramid synthetic fiber, etc.) and a matrix material (e.g., epoxy resin, polyimide, and alumina, including but not limited to, thermoplastics, polyester resins, polycarbonate thermoplastics, casting resins, polymeric resins, acrylics, chemical resins). In some aspects, a composite material can utilize metals (e.g., aluminum and titanium) to produce fiber metal laminates (FML) and glass laminated aluminum reinforced epoxy (GLARE). Further, a composite material can include a hybrid composite material, which is achieved by adding some supplementary materials (e.g., two or more fiber materials) to a base fiber / epoxy matrix.

[0062] As used herein, the term "database" refers to an organization of related data, regardless of the form of presentation of the data or its organization. For example, the form of the organization of related data can be one or more of a table, a map, a grid, a data packet, a data telegram, a frame, a file, an email, a message, a document, a report, a list, or data represented in any other form.

[0063] The term "exemplary" is used to mean serving as a non-limiting example, instance, or illustration. As used herein, the terms "such as" and "for example" introduce a list of one or more non-limiting examples, instances, or illustrations. As used herein, a circuit system is "operable" to perform a function whenever the circuit system includes the necessary hardware and code for performing the function (if any hardware and code are required), regardless of whether the performance of the function is prohibited or initiated (e.g., by operator-configurable settings, factory trimming, etc.).

[0064] More expensive and difficult-to-develop aircraft vehicle systems (e.g., payloads, communications, power generation, and flight control hardware) can generally be reused for various different types of aircraft vehicle platforms. Components that provide the main differences in flight capabilities and lift generation (e.g., wings, flight surfaces, motors, landing gear) are relatively low-cost, but generally cannot be reused for different platforms. Accordingly, a modular UAS is disclosed herein that can be constructed around a common vehicle core (e.g., a fuselage module) to which multiple different lift generation systems (e.g., lift generation modules) can be attached. For example, the fuselage module can include, among other things, a modular payload (e.g., an ISR payload), a power unit, a communication system, and a flight control system, while each lift generation module includes components that provide the main differences in flight capabilities. It will be appreciated that, in order to provide a lower cost to the consumer, the fuselage module can be designed to include more expensive and difficult-to-develop systems within its body, while the interchangeable lift generation modules include lower-cost, specifically-operated hardware.

[0065] Modular UASs offer many advantages. First, modular UASs can provide consumers with lower costs because a single airframe module can be used to perform several different tasks that would otherwise require the purchase of multiple independent aerial vehicles. Second, for consumers operating a large number of UASs, modular UASs provide the ability to operate aerial vehicles with many different capabilities / modes (e.g., hover, fixed-wing, hybrid) within a common command and control framework. In addition, modular UASs also provide the ability to customize the vehicle's capabilities for specific tasks without the compromises typically required in attempting to develop an aerial vehicle that can provide multi-tasking capabilities (e.g., existing VTOL fixed-wing aircraft such as tiltrotors). Thus, modular UASs can reuse payloads across a variety of mission profiles and can implement an integrated command and control architecture for aerial vehicles with different capabilities.

[0066] Referring to the accompanying drawings, Figure 1a a perspective view of an example airframe module 100 is shown, which can be used as a common vehicle core. Figure 1b The airframe module 100 is shown, where the access panels of its airframe access panel 112 and avionics payload bay 118 are shown as transparent to better show the internal components, while Figure 1c the airframe module 100 is shown, where the modular payload 114 is removed from the airframe 102 and the airframe access panel 112 is removed. As shown, the airframe module 100 generally includes an airframe 102, a GPS antenna 106, an antenna 108 (e.g., a GPS or communication antenna), an attachment interface 110, and a modular payload 114, which can include, for example, a camera payload 104 or other sensors. The GPS antenna 106 and the antenna 108 are operatively connected to the avionics and communication system 120 of the airframe module 100, and the avionics and communication system can be contained within the avionics payload bay 118. As combined with the attached Figure 5 shown, the avionics and communication system 120 can include, for example, a flight controller 514, a communication system 508, a navigation system 520 (e.g., a GPS system 520a), etc. The avionics payload bay 118 can further accommodate any additional desired avionics systems.

[0067] Depending on the capabilities desired for a given task, the airframe module 100 can be used with several different lift generation modules 200. Three example lift generation modules 200a, 200b, 200c are shown in Figure 2a (multi-rotor VTOL lift generation module 200a), Figure 3a (long endurance lift generation module 200b), and Figure 4a(High-lift generation module 200c). Additional functionality combinations can be achieved by modular payload 114, which can be removably coupled to the aerial vehicle (e.g., coupled via the airframe 102 of the airframe module 100).

[0068] Power unit 116. Power unit 116 generates (or provides) the power required to operate the (one or more) lift generation modules 200, the avionics and communication system 120 (e.g., its flight controller and communication system), the payload (e.g., modular payload 114), and any other components of the aerial vehicle system. Power from power unit 116 can be electrically distributed from power unit 116 to power conditioning electronics within lift generation module 200 or other payloads via attachment interface 110 (using one or more electrical contacts, such as the spring probe / pad and / or wire connector devices described below). The power conditioning electronics can condition and clean the power from power unit 116 by implementing dynamic power regulation and removing peaks, surges, noise, dips, and frequency irregularities that can damage or otherwise adversely affect the performance of lift generation module 200 or other payloads.

[0069] As shown, power unit 116 can be located at the center of fuselage module 100. Power unit 116 can generate its own power or be charged via a charging port / connector on fuselage module 100 (e.g., under the control of a processor). Charging and discharging of power unit 116 (e.g., its battery) can be controlled by flight controller 514 of fuselage module 100 (e.g., aircraft processor 502 and / or control circuitry 504). Depending on the type of thruster, power unit 116 can be a primary battery or a rechargeable battery (e.g., lithium-ion battery, lead-acid battery, nickel metal hydride battery, nickel-cadmium battery) or a fuel tank (e.g., for holding wet fuel). A thruster refers to a mechanical device that provides propulsion and / or thrust to an aircraft, including but not limited to, a motor / engine-driven propeller, a jet or turbine engine, a vectoring motor pod, etc. For example, when fuselage module 100 is designed to operate with an all-electric system where lift generation module 200 has electric motors driving its thrusters, power unit 116 can be a battery. Conversely, if lift generation module 200 uses an engine (e.g., a wet fuel engine), then power unit 116 can be a fuel tank (optionally with a fuel pump). On the other hand, power unit 116 can be a hybrid electric system (e.g., using an engine-driven generator), in which case power unit 116 can include a battery, a fuel tank, an engine, and a generator. In operation, the engine burns fuel stored in the fuel tank to drive the generator, which in turn generates electricity to power the thrusters. Depending on aircraft vehicle operation, a hybrid electric system can offer significant advantages, however, it can be recognized that a hybrid electric system results in additional cost and logistical complexity. For example, compared to an aircraft vehicle with an all-electric battery system of comparable weight and size (e.g., an aircraft vehicle under 50 pounds), a hybrid electric system generally provides two to three times the flight time.

[0070] Given the relatively high density of power unit 116, power unit 116 can be positioned at or near the center of gravity of fuselage module 100 to maintain the balance of the aircraft vehicle during flight / cross-platform use. The center of gravity of fuselage module 100 can be determined using known techniques (e.g., using computer-aided design (CAD) software or using known mathematical equations). As would be recognized by one of ordinary skill in the art, the term center of gravity generally refers to a point at which the fuselage module would be balanced in all directions if the fuselage module 100 were suspended, i.e., the all-directional imaginary balance point of fuselage module 100.

[0071] Attachment interface 110. Figure 1dShows a top plan view of an exemplary attachment interface 110. The attachment interface 110, the size and shape of which can be designed as an attachment plate having electrical and mechanical connections / interfaces, provides a connection point between the attachment points of the airframe module 100 and the lift generation module 200. For this purpose, each lift generation module 200 also includes an attachment interface (such as a corresponding attachment interface, plate, or other mechanism) the size and shape of which are designed to be coupled to the attachment interface 110 of the airframe module 100. The attachment interface 110 can be used as a structural element to couple the airframe module 100 to the lift generation module(s) 200. In one example, the attachment interface 110 can be used as a male connector, while the corresponding attachment interface on the lift generation module 200 can be used as a female connector (or vice versa).

[0072] The attachment interface 110 can also be used as an electrical connection point, an electrical connector, or the electrical connection means can be a separate connector. To implement the electrical interface function, the attachment interface 110 can include one or more electrical contacts, such as contact pads and / or electrical contact pins (such as spring-loaded contact pins, which are also known as spring probes (Pogo Pins) as described below). The attachment interface 110 enables data transfer (such as transferring flight control commands) and / or power transfer between the airframe module 100 (such as a flight controller, a power unit, and / or other on-board systems) and the lift generation module 200 (such as thrusters, actuators, and / or other on-board systems) via the corresponding attachment interface located on the lift generation module 200.

[0073] The attachment interface 110 can further include one or more retention means 122 to structurally couple the lift generation module 200 to the airframe module 100 via the attachment interface 110. Alternatively, such retention means 122 can be located at other positions on the airframe module 100, such as on the airframe 102.

[0074] Data transfer. Flight control commands and / or power can be transferred between the airframe module 100 and the lift generation module 200 using one or more physical electrical contacts / connectors 124 (such as electrical contacts, wires, and plugs, etc.). The electrical contacts / connectors 124 can be used to transfer flight control commands and / or power from the airframe module 100 (such as a flight controller) to the lift generation module 200 and to exchange any required data between the lift generation module 200 and the flight control system of the airframe module 100.

[0075] For example, multiple electrical contact pins can be located on the attachment interface 110 and configured to electrically couple with one or more electrical contact pads on the lift generation module 200 (e.g., via corresponding attachment interfaces at the attachment points). The electrical contact pins can be spring-loaded to allow movement while maintaining an electrical connection between the airframe module 100 and the lift generation module 200. However, the spring-loaded pins can instead be located on the lift generation module 200 side, or a combination thereof. Due to mechanical tolerances within the components and during flight, the movement stroke of the spring pin plunger accommodates uneven and non-parallel conditions. Suitable spring-loaded pins include Mill-Max spring-loaded ("spring probe") contacts. Mill-Max spring-loaded contacts are button-type contacts that interconnect two parallel conductive surfaces within an electronic device or component (e.g., between the airframe module 100 and the lift generation module 200). The spring probe and contact pads can be constructed of non-corrosive and / or corrosion-resistant alloys, such as gold-plated brass alloy components and gold-plated springs.

[0076] In some aspects, data transfer can utilize 8 to 12 direct servo channels and network cables (such as, Ethernet, ribbon cable, fiber optic cable, twisted pair cable, etc.), Serial Peripheral Interface Bus (SPI) (a synchronous serial communication interface specification for short-distance communication), and / or Inter-Integrated Circuit (I 2 C) to be completed between the airframe module 100 and the lift generation module 200. In another aspect, a wireless transceiver can be used for data communication between the airframe module 100 and the lift generation module 200. The wireless transceiver can be a wireless transceiver configured to communicate via one or more wireless standards (such as, Radio Frequency Identification (RFID), Near Field Communication (NFC), Bluetooth (such as, UHF radio waves in the short-wave, ISM band from 2.4 GHz to 2.485 GHz), Wi-Fi (such as, IEEE802.11 standards), etc.).

[0077] In some aspects, the airframe module 100 can be configured to perform verification steps to verify / authenticate the lift generation module 200 to ensure compatibility and / or interoperability with the airframe module 100. For example, the airframe module 100 can request information about the type, operating requirements, manufacturer, lifespan, service history, etc. of the lift generation module 200 from the lift generation module 200. In some aspects, the airframe module 100 can verify the lift generation module 200 using RFID or another communication standard (e.g., NFC). For example, an RFID tag (e.g., a passive RFID tag, although active RFID tags can also be considered) can be positioned on the lift generation module 200, which can be read by an RFID reader on the airframe module 100. At least in part based on the information / data received from the lift generation module 200, the flight controller of the airframe module 100 can adjust (or inhibit) its operation. For example, if the flight controller of the airframe module 100 determines (e.g., via the aircraft processor 502) that the lift generation module 200 is a multi-rotor VTOL lift generation module 200a (e.g., based on data received from the lift generation module 200), then the flight controller can utilize a predetermined flight operation plan specific to or designed for multi-rotor operation, which can be different from, for example, a flight operation plan used with a fixed-wing lift generation module (e.g., a long endurance lift generation module 200b, a high-speed lift generation module 200c, etc.).

[0078] If the lift generation module 200 is determined by the airframe module 100 (e.g., via an internal processor, such as the aircraft processor 502 that can be integrated with the flight controller) to be non-compliant (e.g., in need of repair, incompatible manufacturer, model or serial number, malfunction, unsupported lift generation module type, etc.), then the flight controller of the airframe module 100 can utilize an on-board display (e.g., an LED / LCD display located on the airframe module 100), an audible sound (e.g., an alarm / beep / series of beeps) or communicate wirelessly with a remote user terminal (e.g., a computer, smartphone, tablet computer, etc.) to notify the operator. For example, the maintenance status can indicate the need for maintenance, maintenance completed, last maintenance date, next maintenance date, etc.

[0079] Power transfer. Physical electrical contacts / connectors 124 can be further used to transfer power between the airframe module 100 and the lift generation module 200. Although power will traditionally be transferred from the power unit 116 of the airframe module 100 to the lift generation module 200, the reverse process can occur if the lift generation module 200 includes one or more power generators. Exemplary power generators include solar cells / arrays, which can be arranged / installed on the surface of the lift generation module 200 (e.g., on the wings, fuselage or other generally flat surfaces).

[0080] In other aspects, wireless power transfer can be used for power transfer between the airframe module 100 and the lift generation module 200. For example, a wireless power transmitter can be positioned on the airframe module 100 to transfer power to a wireless power receiver located on the lift generation module 200. Exemplary wireless power transfer techniques include inductive power transfer (e.g., magnetic resonance and magnetic induction), resonant inductive coupling, etc. Suitable wireless power transfer protocols include, for example, Qi, A4WP, etc.

[0081] Retention device 122. The lift generation module 200 and the modular payload 114 can be removably coupled and configured to be easily installed on and / or removed from the airframe 102 to facilitate storage or to allow the use of other lift generation modules 200 (e.g., replacement or for specific missions). For this purpose, the airframe 102 can be equipped with one or more retention devices (e.g., mechanical retention devices) to passively hold the modular payload 114 and / or the lift generation module 200 to the aircraft (e.g., the airframe 102). To avoid degrading the aircraft performance, the retention device is preferably lightweight and strong.

[0082] The forms that the retention device can take include snap locks, clips, screws / bolts, magnetic connectors, brackets, screw-threaded seats, bayonet seats, latching (friction lock) seats, hook-and-loop fasteners (e.g., ) or combinations thereof. Suitable magnets include high-strength neodymium magnets. Neodymium magnets are made of an alloy of neodymium, iron, and boron to form a permanent magnet with a Nd2Fe 14 B cubic crystal structure. Another suitable type of magnet includes an electromagnet, which can be selectively activated or deactivated by the airframe module 100 (e.g., by turning on or off the current supplied to the magnet from the power unit 116), and which can also be controlled by an on-board processor (e.g., the aircraft processor 502).

[0083] The attachment interface 110 can provide a mechanical connection between the airframe module 100 and the lift generation module 200 using one or more retention devices 122. When spring probes are used for data / power transfer, the retention devices 122 are also used to ensure electrical contact by pressing the spring probes of the attachment interface 110 against the corresponding contact pads of the spring probes on the attachment interface of the lift generation module 200. In some aspects, the airframe module 100 can be slidably engaged with the lift generation module 200 via one or more retention devices 122. For example, the slidable retention devices 122 allow adjustment of the attachment interface, which in turn enables the operator to select the location of the lift generation module 200 on the airframe module 100, which can enable flight design adjustments, including pitch moment adjustments, COG adjustments, etc. For example, the airframe module 100 can utilize a combination of, for example, rails and ball bearings to be slidably coupled with the lift generation module 200. In another aspect, one or both attachment interfaces (whether on the airframe module 100 or on the lift generation module 200 side) can include multiple distributed retention devices 122. For example, the attachment interface 110 can include retention devices 122 distributed along the length of the airframe module 100 to provide options to the operator when selecting the location of the attachment interface (such as the attachment point).

[0084] In some aspects, the retention devices are sturdy enough to ensure that the lift generation module 200 and the modular payload 114 are in place during operation, but can disengage (e.g., separate) during a sudden impact (such as, a ground impact, an in-air impact, or any other unexpected impact or collision) or during intentional disassembly by the operator. Thus, during an impact, the lift generation module 200 and the modular payload 114 can be ejected from the airframe 102. In the absence of ejection, a large portion of the landing load of the entire vehicle would have to travel through the modular payload 114 (and possibly the lift generation module 200), resulting in undesired damage to the modular payload 114. Thus, ejection protects the mechanical components of the lift generation module 200 and / or the modular payload 114 from damage.

[0085] When using magnets, removing the modular payload 114 and the lift generating module 200 only requires the operator to apply a reasonable force to pull or shake a given module from the airframe 102. For example, multiple magnets can be mounted on the surface of the airframe 102 (or embedded within the airframe 102) and arranged to mate with corresponding magnets (or metal) located at attachment points (e.g., on the bottom surface) of the lift generating module 200, modular payload 114, or another component. If electromagnets are used, removal of the modular payload 114 and the lift generating module 200 can be achieved by simply disabling the electromagnet(s) (either locally using an electrical button / switch or over a network). Other types of retention devices 122 can provide a mechanical release button on the airframe module 100 (or lift generating module 200) that disengages the retention device 122 or requires the operator to apply (e.g., simultaneously) reasonable push / pull and torsional (twisting) forces to separate a given module from the airframe 102.

[0086] An avionics and communication system 120. The avionics and communication system 120 (which can be shared among various architecture platforms) can include flight control laws (e.g., stored on a memory device) for each compatible lift generating module 200 and have the ability to identify which type of lift generating module 200 (e.g., fixed wing, VTOL, thruster configuration, number / size of thrusters, etc.) is attached via, for example, the verification steps mentioned above. The avionics and communication system 120 also includes one or more communication links to a ground control station (e.g., line of sight (LOS) and beyond line of sight (BLOS)) and the ability to transmit high definition video. Additionally, the avionics and communication system 120 can include several sensors, including a barometric altimeter, an inertial measurement unit (IMU), GPS, and a micro radar used as a radar altimeter. Additional sensors can be integrated with different lift generating module 200 systems as the situation demands. For example, collision avoidance sensors can be provided on pitot tubes on hover lift generating modules, multi-rotor VTOL lift generating modules 200a, or fixed wing lift generating modules (e.g., long endurance lift generating modules 200b and high speed lift generating modules 200c). The avionics and communication system 120 can be modular to achieve forward compatibility with newly developed sensors and hardware.

[0087] Structure. Depending on the desired size, the structural components of the airframe module 100 and / or the lift generating module(s) 200 can be made of one or more of metal, foam, carbon fiber, or another composite material. For example, a small lightweight modular UAS can utilize foam, while larger aircraft utilize composite materials, metals, or combinations thereof (e.g., a metal alloy frame, spars, and stringers and / or a composite skin). Generally, the structure is concentrated on the top and bottom within a semi-monocoque structure. The top carries the main flight bending and attachment loads, while the bottom is strengthened for belly landing. Spars and stringers can be used to carry the loads between the top and bottom sections. Depending on the architecture platform configuration, the airframe module 100 can also incorporate skids or landing gear. For example, the airframe module 100 can include landing gear when configured in a hover configuration 300a (e.g., skids) or a long endurance configuration 300b, but when configured in a high speed configuration 300c, the landing gear can be coupled to the high speed lift generating module 200c.

[0088] Modular payload 114. The system is characterized by the ability to interface with a number of different modular payloads 114. The modular payload 114 can utilize one or more of the structures and / or communication / power connection interfaces described above with respect to the attachment interface 110 and the lift generating module 200. For example, Figures 1a - 1c the modular payload 114 shown can be replaced by simply swapping the head of the aerial vehicle. However, depending on the scale of the vehicle, the head can permanently have a swappable payload bay or assembly located within the head (e.g., accessible via an access panel).

[0089] Communication from the flight controller to the modular payload 114 (or other payload) can be the same as the communication technology used between the flight controller and the lift generating module 200 (e.g., servo channels, Ethernet, I 2 C / SPI, and power). Any required voltage conversion can be performed by using power conditioning electronics that incorporate the payload. Just as with the lift generating module 200, the flight controller will be able to detect the type of payload in use and receive feedback (if any) from the payload in use, enabling the possibility of tight payload integration, and payload sensors for the flight controller can be used.

[0090] Payload sensors can include, but are not limited to: ultrasonic sensors, infrared sensors, radar, LIDAR (Light Imaging, Detection, and Ranging), thermal cameras (e.g., FLIR), etc. To collect data and monitor an area, the modular payload 114 can be equipped with traditional intelligence, surveillance, and reconnaissance (ISR) payloads. For example, the modular payload 114 can be equipped with one or more cameras, audio devices, and other sensors. Any video, image, audio, telemetry, and / or other sensor data collected can be stored locally or wirelessly communicated from the aircraft in real time to a remote location (e.g., a ground control station) using an antenna coupled (e.g., via the avionics and communication system 120) to an airborne wireless communication device (e.g., a transmitter / receiver). Alternatively, such information can be communicated or otherwise transmitted to a remote location or another party via a wired connection (e.g., if the aircraft is tethered or landed).

[0091] Lift generation module 200. Figure 1e Shows the airframe module 100 with multiple different lift generation modules 200, including a multi-rotor VTOL lift generation module 200a that provides VTOL operation, a long endurance lift generation module 200b that provides increased flight time, and a high-speed lift generation module 200c that provides high-speed operation. Depending on the configuration, the various lift generation modules 200 provide, for example, lift surfaces, thrusters, onboard circuitry 218 (e.g., power conditioning electronics), speed controllers (e.g., an electronic speed controller (ESC) 226), flight control actuators, and surface / flight control surfaces. The lift generation module 200 can also include additional systems, such as fixed or retractable landing gear and / or specialized sensors for a particular configuration. Flight control inputs to the lift generation module 200 originate from the main flight control system of the airframe module 100. Although the lift generation modules 200 vary in characteristics and hardware, each lift generation module includes an attachment interface that is sized, shaped, and otherwise configured to mate with the attachment interface 110 of the airframe module 100. As will be appreciated by those skilled in the art, the airframe module 100 and the multiple lift generation modules 200 can be scaled up or down for a particular purpose or mission.

[0092] Hover configuration 300a. Figure 2a Shows an exemplary multi-rotor VTOL lift generation module 200a, while Figure 2b Shows the airframe module 100 configured with the multi-rotor VTOL lift generation module 200a in a hover configuration 300a. As Figure 2aAs shown, the multi-rotor VTOL lift generation module 200a generally includes a support frame 204, a plurality of longitudinal cantilevers 206 radially extending from the support frame 204, a plurality of thrusters 202, and a plurality of ESCs 226 that control the speed of the thrusters 202. As shown, each thruster 202 can be coupled to an ESC 226 via a drive power link 226a (e.g., a cable). The ESC 226 is in turn coupled (through an attachment interface) to a power unit 116 via one or more input power links 226b and is coupled to a flight controller via one or more data links 226c. The ESC 226 can be directly coupled to the power unit 116 via the input power link 226c or through the flight controller. Each of the plurality of thrusters 202 can be placed at the distal end of the longitudinal cantilever 206 and be oriented to direct thrust downward (relative to the vehicle).

[0093] Although the multi-rotor VTOL lift generation module 200a is shown as having four thrusters 202, those skilled in the art will recognize that additional or fewer thrusters 202 can be used depending on the aircraft size and weight (e.g., from about 1 to 12 thrusters, more preferably from about 2 to 8 thrusters, and most preferably from about 4 to 6 thrusters). The multi-rotor VTOL lift generation module 200a can also include various types of collision avoidance sensors to enable the aircraft to perform multi-rotor tasks (e.g., precision inspection, maneuvering through a defined area, aerial photography) under the same flight time and payload limitations provided by a conventional multi-rotor configuration system.

[0094] Long endurance configuration 300b. Figure 3a An exemplary long endurance lift generation module 200b is shown, while Figure 3b a fuselage module 100 configured with a long endurance lift generation module 200b in a long endurance configuration 300b is shown.

[0095] As Figure 3a shown, the long endurance lift generation module 200a generally includes two wings 208a (together defining a wing set), a plurality of longitudinal cantilevers 206 extending rearward from the wing set, a plurality of thrusters 202 (e.g., as shown, rotors with motor / engine-driven propellers), a plurality of ESCs 226 (not shown) that control the speed of the thrusters 202, and a tail fin 210. The ESC 226 can be embedded, for example, within the body of the lift generation module 200 (such as a fuselage section 228 or a wing 208).

[0096] The wing 208a (and the tail 210) can utilize one or more control surfaces 302, such as a single conventional aileron configuration, or alternatively, multiple spanwise-distributed, independently actuated ailerons (e.g., wing-supported control surfaces) or flaperons, which are aircraft control surfaces that combine aspects of both flaps and ailerons. As shown, one or more control surfaces 302 can be positioned at the trailing edge of the wing 208a and / or the tail 210. A flaperon can incorporate one or more types of flaps or flap features, including but not limited to: plain flaps, split flaps, slotted flaps, Fowler flaps, Junker flap cutouts, drag-reducing Youngman flaps, easy-to-operate flaps, Krueger flaps, Gurney flaps, and in some aspects, leading-edge flaps such as leading-edge droop and blown flaps. Winglets 214 can be provided at the distal end of each wing 208a to particularly facilitate aircraft handling characteristics, enhance safety, and improve the efficiency of the aerial vehicle. The wing 208a can further utilize a continuous set of sensors (e.g., strain / torque measurement sensors) along each wing 208a to manipulate the continuous trailing-edge surface (e.g., flaperon) along the span, much like a bird knows to change the shape of its wings.

[0097] In some aspects, although a landing gear 216 can be included, the aircraft in the long-endurance configuration 300b can take off manually and land belly-down. A pitot tube can be included on the wing 208a to feed data back to the flight control system. The wing 208a, the longitudinal cantilever 212, and the tail 210 can be disassembled for ease of transportation. Although the long-endurance lift generation module 200b is shown as having two thrusters 202, those skilled in the art will recognize that additional or fewer thrusters 202 can be used depending on the size and weight of the aircraft.

[0098] High-speed configuration 300c. Figure 4a An exemplary high-speed lift generation module 200c is shown, while Figure 4b the fuselage module 100 configured with the high-speed lift generation module 200c in the high-speed configuration 300c is shown. The high-speed configuration may be desirable when maximum speed rather than flight time is needed, e.g., when performing rapid assessment operations or delivering emergency supplies.

[0099] As Figure 4aAs shown, the high-speed lift generation module 200c can utilize a flying wing design, which generally includes a fuselage portion 228, two wings 208b (collectively defining a wing set), and winglets 214. Similar to the long-endurance lift generation module 200a, the wings 208b can utilize one or more control surfaces. Although not shown, a tail can be located at the trailing end of the high-speed lift generation module 200c. The high-speed lift generation module 200c also includes a plurality of thrusters 202, which are coupled, for example, to the wings 208b and / or the fuselage portion 228. The thrusters 202 can be arranged in a tractor configuration or, as shown, a pusher configuration. Due to the higher wing loading, the high-speed lift generation module 200c can utilize landing gear 216, which can be fixed or retractable. Although the high-speed lift generation module 200c is shown as having two thrusters 202, those skilled in the art will recognize that additional or fewer thrusters 202 can be used depending on the size and weight of the aircraft.

[0100] The foregoing three configurations are intended to be illustrative and not an exhaustive listing. Configurations providing hybrid fixed-wing / VTOL capabilities can also be considered, including but not limited to, tilt wings and tilt rotors and additional multi-rotor helicopter / fixed-wing options. The modular UAS concept is also capable of scaling up to create larger vehicles as needed. For example, two fuselage modules 100 can be combined into a single wing to achieve greater lift / longer endurance capabilities, but adjustments to the flight control system are required. To provide a strong lift capability, additional payload and / or power can be incorporated into some lift generation module 200 configurations, which are still controlled by a common flight control system.

[0101] Similar to the modular payload 114 and the lift generation module 200, when a tail is used on the aircraft, the tail can be modular and removably coupled to the fuselage module 100 and / or the lift generation module 200. By way of example, different types of tail configurations include, for example, V-tails, inverted V-tails, H-tails, etc.

[0102] Figure 5Shows a block diagram of an exemplary aircraft control system 500 for the above-described aircraft and aviation systems (e.g., the fuselage module 100 is configured with lift generation modules 200 in a hover configuration 300a, a long endurance configuration 300b, a high speed configuration 300c, etc.). The aircraft control system 500 can be configured to control various aircraft components and functions of the aircraft. As shown, the aircraft control system 500 includes one or more flight controllers 514 (e.g., the aircraft processor 502 and associated control circuitry 504), which are communicatively coupled with at least one memory device 506, a communication system 508 (e.g., a wireless transceiver 512 and an antenna 108), and a navigation system 520. The aircraft processor 502 can be configured to perform one or more operations based at least in part on instructions (e.g., software, firmware, etc.) stored to the memory device 506 (e.g., a hard disk drive, flash memory, or similar device) and / or one or more databases. In some aspects, at least one memory device 506 can be integrated with the flight controller 514. The one or more flight controllers 514 can also be operably coupled with a power unit 116 and an ISR payload 522. The power unit 116 can provide the power required to operate the various components of the aircraft control system 500, but some of the power connection lines are not shown in Figure 5 . For example, the power unit 116 can provide both power and data (e.g., status data) to the aircraft controller 514. Status data (e.g., battery voltage, amperage, fuel level, temperature, etc.) can be used by the flight controller 514 to determine the remaining capacity of the power unit 116 and / or the state of charge or health of the battery in a battery-powered system.

[0103] The aviation system or aircraft control system 500 can further include other desired services, such as a communication system 508 (e.g., a wireless transceiver 512 coupled with an antenna 108) to perform data communication between the aircraft (e.g., the flight controller 514) and a remote device 518 (e.g., a portable electronic device, such as a smartphone, a tablet computer, and a laptop computer) or other remote controllers (e.g., a base station). For example, the aircraft can communicate data (processed data, unprocessed data, etc.) with the remote device 518 via a network 516. In some aspects, the wireless transceiver 512 can be configured to communicate using one or more wireless standards, such as Bluetooth (e.g., shortwave, industrial, scientific, and medical (ISM) band ultra-high frequency (UHF) radio waves from 2.4 GHz to 2.485 GHz), near field communication (NFC), Wi-Fi (e.g., Institute of Electrical and Electronics Engineers (IEEE) 802.11 standard), etc. The remote device 518 can facilitate monitoring and / or controlling the aircraft and its (one or more) payloads, including the ISR payload 522.

[0104] Referring to flight controller 514, the aircraft processor 502 can be operably coupled to control circuitry 504 to control the operation of various actuators 524 (e.g., those that control the movement of flight surfaces), thrusters 202 (e.g., propellers driven by electric motors 510 coupled to ESC 226) in response to commands from an operator, an autopilot, a navigation system 520, or other advanced systems via wireless transceiver 512. In some aspects, the aircraft processor 502 and the control circuitry 504 can be integrated to provide the flight controller 514 as a single component (e.g., a single printed circuit board (PCB)) or circuit. In operation, the flight controller 514 can dynamically (i.e., in real time or nearly real time) and independently adjust the thrust from each electric motor 510 via ESC 226 during various phases of flight (e.g., takeoff, cruise, landing) to control the yaw, pitch, or roll of the aircraft 300. In other words, the flight controller 514 can independently control each electric motor 510 to generate a desired lift thrust for each electric motor 510, either directly or via ESC 226.

[0105] Although ESC 226 is generally shown as being located on the lift generation module 200, it can also be located within (or on) the fuselage module 100 or the lift generation module(s) 200. Thus, the flight controller 514 can be operably coupled to the power unit 116 either directly or via ESC 226. When using rotors with rotor blades (e.g., propellers), the flight controller 514 can change the revolutions per minute (RPM) of the rotors, and / or change the pitch of the rotor blades when desired. Specifically, the electric motors 510 can be controlled by adjusting the power supplied from the power unit 116 (e.g., a battery pack, a battery bank, a hybrid electric power system, etc.) to each electric motor via ESC 226.

[0106] The aircraft processor 502 can be operably coupled to a navigation system 520, which can include a global positioning system (GPS) 520a communicatively coupled to an inertial navigation system (INS) 520b and / or an inertial measurement unit (IMU) 520c. The inertial measurement unit can include one or more gyroscopes and accelerometers. The GPS 520a provides an absolute non-offset azimuth value, which can be used to reset the INS scheme or can be mixed with the INS scheme using a mathematical algorithm (e.g., a Kalman filter). The navigation system 520 can communicate inertial stability data to the aircraft processor 502 in particular.

[0107] To collect data and / or monitor an area, the aircraft or aircraft control system 500 may further be equipped with an intelligence, surveillance, and reconnaissance (ISR) payload 522, which includes, for example, one or more cameras 522a (such as payload camera 104, or another optical device for recording or capturing images and / or video, including a light detection and ranging (LIDAR) device), audio devices 522b (such as microphones, echolocation sensors, etc.), and other sensors 522c that facilitate ISR functionality and provide ISR data (such as photos, videos, audio, sensor measurements, etc.). The ISR payload 522 is operatively coupled to the aircraft processor 502 to facilitate communication of ISR data between the ISR payload 522 and the aircraft processor 502. The ISR data can be used for aircraft navigation. The ISR payload 522 may be rotatably and pivotally coupled to, for example, the underside surface of the airframe 102 (or another structural component, such as longitudinal cantilevers 206, 212) via a gimbal system so that the ISR payload 522 can be more easily oriented downward to monitor objects below and / or on the ground. For example, as Figure 1a shown, the sensor payload may be located at the front end of the airframe module 100 as part of the modular payload 114. Data can be communicated from the aircraft (such as the aircraft control system 500) to the remote device 518 dynamically or periodically via the wireless transceiver 512 over the network 516, or stored in the memory device 506 for later access or processing.

[0108] Performance evaluation. Refer to Figure 6 and Figure 7 for performance evaluations conducted for several example configurations to evaluate the advantages of the modular UAS. The evaluations focus on the 20-pound-class original vehicle. Larger vehicles in the 30-pound to 40-pound range with hybrid-electric power systems may also be studied. In all cases, an onboard payload of 5 pounds is assumed. The common airframe module 100 can be sized based on existing power generation systems (hybrid-electric or battery) and known weight fractions / subsystem weights. The lift generation module 200 system weight is calculated based on existing aircraft and known weight fractions of subsystem weights. Then, the performance of the system is evaluated using existing analytical methods.

[0109] Figure 6The displayed vehicle performance is based on the propulsion system weight and the performance developed for the hybrid electric multi-rotor helicopter program. Energy generation can involve batteries or a hybrid electric system. The endurance numbers for both variants are shown. The hybrid electric system offers the potential for a rapidly improved system performance at the cost of higher costs and increased logistics and system complexity. This makes the architecture particularly attractive for hybrid electric systems as these systems are highly reusable across a variety of missions.

[0110] Figure 7 Performance estimates for a smaller variant of the setup dimensions around the fixed-wing 20 propulsion system and payload are shown. The system is an all-electric system and includes a third high-speed variant as well as long endurance and hover configurations. The figure shows performance similar to that of the Figure 6 all-electric system in. In this case, the main benefit of placing it on a larger aerial vehicle is that they will be able to use a hybrid electric system. Those skilled in the art will appreciate that the size of the inventive concept can be scaled up and down for almost any desired payload or mission capability.

[0111] The subject modular UAS can be applied to various markets using sUAS systems because the vast majority of consumers of sUAS systems need different capabilities at different times. For example, first responders in disaster relief efforts may need to quickly map the affected area, set up persistent surveillance capabilities, and carefully inspect areas of concern as well as deliver high-value medical supplies. However, doing all the work with one vehicle forces excessive trade-offs in vehicle design or means doing all the work with multi-rotor aircraft, which can be logistically limiting. Long endurance variants can be developed to provide persistent surveillance from open areas, while high-speed aerial vehicles can take off from roads to provide mapping and rapid delivery capabilities. The multi-rotor variants will be used for those tasks best suited to their capabilities - precision delivery, inspection, and maneuvering through combined areas. Police, firefighters, surveyors, and news broadcasters require similar delivery capabilities. Many events occur in over 20 minutes or 30 minutes (the typical flight time of multi-rotor systems) where using fixed-wing vehicles is not always feasible or desirable. Thus, many consumers of sUAS systems need different capabilities at different times, but operating many different fleets of aerial vehicles is expensive and hindered by non-common command and control and data systems. The modular UAS concept disclosed herein provides various capabilities within an integrated system.

[0112] The patents and patent publications cited above are hereby incorporated by reference in their entirety. Although various embodiments have been described with reference to specific arrangements of parts, features, etc., these embodiments are not intended to be exhaustive of all possible arrangements or features, and in fact many other embodiments, modifications, and variations will be apparent to those skilled in the art. Accordingly, it is understood that the teachings of the present disclosure may be practiced in ways other than those specifically described above.

Claims

1. An aircraft vehicle fuselage, comprising: A flight controller operably coupled to a power unit; And A communication system operably coupled to the flight controller, Wherein the aircraft vehicle fuselage is configured to be removably coupled to one of a plurality of lift generating modules via an attachment interface at an attachment point of the aircraft vehicle fuselage, and Wherein a plurality of electrical contacts are located at the attachment point to facilitate electrical communication between the flight controller and the one of the plurality of lift generating modules.

2. The aircraft vehicle fuselage according to claim 1, wherein the power unit, the flight controller, and the communication system are positioned within the fuselage to define a fuselage module, wherein the attachment interface is coupled to the fuselage and is configured to be structurally coupled to a second attachment interface of the one of the plurality of lift generating modules via one or more retaining means.

3. The aircraft vehicle fuselage according to claim 2, wherein the one or more retaining means comprise magnetic connectors.

4. The aircraft vehicle fuselage according to claim 1, wherein the plurality of lift generating modules comprise multi-rotor vertical takeoff and landing (VTOL) lift generating modules and fixed-wing lift generating modules.

5. The aircraft vehicle fuselage according to claim 4, wherein the fixed-wing lift generating module is a long endurance lift generating module or a high-speed lift generating module.

6. The aircraft vehicle fuselage according to claim 1, wherein the flight controller is configured to electrically couple the power unit to the one of the plurality of lift generating modules via one or more of the plurality of electrical contacts.

7. The aircraft vehicle fuselage according to claim 1, wherein at least one of the flight controller or the communication system is configured to communicate data with the one of the plurality of lift generating modules via one or more of the plurality of electrical contacts.

8. The aircraft vehicle fuselage according to claim 1, wherein the power unit is a hybrid electric system configured to generate electricity via an engine-driven generator.

9. The aircraft vehicle fuselage according to claim 1, wherein the power unit is a rechargeable battery.

10. An aircraft vehicle system, comprising: A fuselage module including a first attachment interface, a flight controller operably coupled to a power unit, and a communication system operably coupled to the flight controller; And A lift generating module including a second attachment interface and a plurality of thrusters, Wherein the fuselage module is configured to be removably coupled to the lift generating module via the first attachment interface and the second attachment interface, and Wherein the first attachment interface and the second attachment interface include (1) a plurality of electrical contacts to facilitate electrical communication between the fuselage module and the lift generating module and (2) one or more retaining means to structurally couple the lift generating module to the fuselage module.

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