Safety and stabilization device for aircraft

Abstract

Systems and methods for a gyroscopic rotary wing of an aircraft are disclosed. In one embodiment, a safety and stabilization device for an aircraft includes an inner ring, an outer ring that rotates relative to the inner ring, and a motor connected to the inner ring that drives rotation of the outer ring relative to the inner ring. In some embodiments, the safety and stabilization device rotates in a substantially horizontal plane, and the rotational speed is sufficient to provide gyroscopic stability to the aircraft.

Description

[0001] This application is a divisional application of the patent application with the application number 202380025557.8, the application date of July 25, 2023, and the invention title of "Safety and Stability Device for Aircraft". The patent application with the application number 202380025557.8 is the Chinese national phase application of the PCT application with the application number PCT / US2023 / 070942.

[0002] Priority Statement

[0003] This application claims the priority of U.S. Patent Application 17 / 815,483, entitled "SAFETY AND STABILITY DEVICE FOR AN AIRCRAFT", filed on July 27, 2022, which is hereby incorporated by reference herein. Technical Field

[0004] The present invention generally relates to aircraft. More specifically, the present invention relates to systems and methods for using rotating gyroscopic wings for aviation purposes. Background Art

[0005] Air travel is a common mode of transportation. However, since the aviation industry is strictly regulated and there are relatively limited flights between some locations, commercial air travel can be uncomfortable, expensive, and inconvenient. In addition, since the learning curve for flying an aircraft is extremely steep, for example, steeper than driving a car, aircraft are flown by a small number of people who are qualified to be licensed pilots. However, air travel is an efficient mode of travel because air travel is usually the shortest path between point A and point B, and because air travel can occur safely at a much faster speed than other modes of transportation (e.g., cars, trains, or walking).

[0006] Although air travel has increased human mobility, there is still a desire for better travel options. For example, commercial flights can effectively transport people thousands of miles, but the places where aircraft can land are relatively limited. In fact, not all tourist destinations have commercial airports, and even in towns with airports, the airports are not necessarily particularly close to people's final destinations. In addition, traditional air travel is usually limited to long-distance travel because air travel is neither efficient nor feasible for short-distance travel.

[0007] In view of the above, there is a need to continuously improve air travel systems and methods. Brief Description of the Drawings

[0008] Figures 1 to 4 Shows a safety and stability device for an aircraft according to an exemplary embodiment;

[0009] Figures 5 to 6 Shows the internal mechanism of a safety and stability device according to an exemplary embodiment;

[0010] Figure 7 Shows an aircraft implementing a safety and stability device according to an exemplary embodiment; and

[0011] Figure 8 and Figure 9 Shows components for connecting a fuselage and other compartments to a safety and stability device according to an exemplary embodiment. Detailed Description

[0012] Although the present invention may be embodied in many different forms of embodiments, specific embodiments thereof are shown in the drawings and will be described in detail herein, where it should be understood that the present disclosure is considered an exemplification of the principles of the present invention. It is not intended to limit the present invention to the specifically shown embodiments.

[0013] The embodiments disclosed herein may include a safety and stability device for use in aerospace or aviation. More specifically, the embodiments disclosed herein may include a safety and stability device that rotates around the fuselage of an aircraft. When the aircraft is in the air, the safety and stability device may rotate substantially horizontally relative to the ground. The safety and stability device is capable of rotating at a specific speed such that the safety and stability device can operate as a gyroscope to keep the aircraft stable and level. Additionally, when the aircraft accelerates forward, the safety and stability device may rotate for aerodynamic purposes to cut through the air and reduce the forward drag on the aircraft fuselage. Further, the safety and stability device may protect the fuselage and cockpit from damage, such as in the case where the aircraft is about to hit a structure such as a building, tree, bridge, utility pole, or any other obstacle.

[0014] Due to the above advantages, the safety and stability device described herein may allow more operators to safely pilot personal aircraft or drones. The safety and stability device increases safety and also provides flight stability, which will reduce the learning curve required to become an effective operator of an aircraft having the safety and stability device described herein. In one embodiment, a drone having the safety and stability device described herein may fly safer and more stable than a conventional drone. In another embodiment described herein, a personal aircraft having the safety and stability device described herein may allow for more air travel, even for shorter distances that are inefficient or infeasible for conventional air travel.

[0015] Figure 1FIG. 0 shows a safety and stability device 100 according to an exemplary embodiment. The safety and stability device 100 may include an inner ring 12 and an outer ring 10 that rotates relative to the inner ring 12. The inner ring 12 may operate as a hub, and the inner ring 12 may be connected to the outer ring 14 via a plurality of bearings 24, 26, 28, which may assist the outer ring 14 in rotating. The safety and stability device 100 may include a plurality of bearings to meet redundancy requirements for flight set by aviation regulatory bodies (such as the Federal Aviation Administration (FAA) in the United States). In Figures 1 to 6 the illustrated embodiment, the safety and stability device 100 may include three bearings, but may include more bearings. Additionally, if aviation regulations change, a safety and stability device 100 with a single bearing or two bearings is conceivable. The plurality of bearings 24, 26, 28 may be ball bearings, roller bearings, or sliding bearings, but in the preferred embodiment, the bearings are sliding bearings. In any embodiment, when the outer ring 14 rotates relative to the inner ring 12, the plurality of bearings 24, 26, 28 may reduce the friction between the outer ring 14 and the inner ring 12. The inner ring 12 may include a spool having two grooves, and the bearings 24, 26, 28 and the outer ring 14 may travel within the grooves.

[0016] As Figure 2 shown, the outer ring 14 may be connected to or include a ring gear 22. The ring gear 22 may include teeth capable of receiving and engaging another gear. When another gear transfers rotational motion to the ring gear 22 through torque and speed, the ring gear 22 may drive the outer ring 14 to rotate. Since the outer ring 14 is connected to the ring gear 22, the rotational motion of the ring gear 22 also results in the rotational motion of the outer ring 14.

[0017] The inner ring 12 may further include double flanges 16 formed on both sides of the inner ring 12. The double flanges 16 may include holes for receiving and holding a shaft 20. The shaft 20 may extend through the double flanges 16 such that the shaft 20 is held within each hole of the double flanges 16. In some embodiments, the shaft 20 may serve as the shaft of a motor 18. The motor 18 may extend through a hole 14 in the inner ring 12, and the motor 18 may engage the ring gear 22 through the hole 14. The motor 18 may also include gear teeth that engage and mesh with the ring gear 22. Thus, when the motor 18 rotates, the gear of the motor 18 may engage the ring gear 22, causing the outer ring 10 to rotate. The motor 18 may drive the safety and stability device 100 to very high speeds and high revolutions per minute (RPM). With sufficient rotational speed, the safety and stability device 100 may generate gyroscopic stability for the safety and stability device 100 and any aircraft components (such as drones or personal aircraft) formed within the inner ring 12. Additionally, when rotating at a given speed, the safety and stability device 100 may serve as a wing of an aircraft.

[0018] The rotational speed of the safety and stability device 100 can vary according to the translational speed of the aircraft. For example, at a higher translational speed, the rotational speed of the safety and stability device 100 can increase, while at a lower translational speed, the rotational speed of the safety and stability device 100 can decrease. The increased rotational speed at a higher translational speed promotes the stability of the aircraft. In some embodiments, the rotational speed of the safety and stability device 100 can have a direct relationship with the translational speed of the aircraft. In another embodiment, the rotational speed of the safety and stability device 100 can have an exponential relationship with the translational speed of the aircraft.

[0019] More precisely, the rotational speed of the safety and stability device 100 can vary according to sensor readings, which help to keep the aircraft fuselage straight and stable during flight. For example, the aircraft can include one or more gyroscopic sensors to determine whether the aircraft is stable during flight. The processor can receive measurements from the gyroscopic sensors, and the processor can adjust the rotational speed of the safety and stability device 100 to balance the aircraft fuselage. It should be noted that rotating the safety and stability device 100 changes the weight ratio of the entire aircraft. Those skilled in the art will be aware that flight requires a balance between lift and the weight of the aircraft as well as a balance between thrust and drag. Since the change in the rotational speed of the safety and stability device 100 can change the weight ratio, the amount of lift required for flight also changes, and the aircraft can be stabilized according to the change in the rotational speed of the safety and stability device 100. The processor is programmed with various formulas and software to control the rotational speed of the safety and stability device 100 in response to gyroscopic sensor readings, thereby stabilizing the flying aircraft.

[0020] In addition, those skilled in the art recognize that an aircraft with a rotating object for flight has a "left-turn tendency", and the processor is further programmed to eliminate this known phenomenon. In any embodiment, the processor can control the rotational speed of the safety and stability device 100, and the safety and stability device 100 can include a processor. The processor can receive or measure the translational speed of the aircraft, and the processor can apply any formula by referring to the formulas or other relationships programmed into the computer-readable memory, and the processor can also send a signal to the motor 18 to increase or decrease the rotational speed of the safety and stability device 100 based on the gyroscopic readings.

[0021] In addition to stability and safety, the rotational safety and stability device 100 also has additional benefits. During translational motion, as the translational speed increases, the heat at the head of the aircraft typically increases due to air resistance. This is also the case for the aircraft disclosed herein, but because the foremost point of the aircraft disclosed herein is the rotational safety and stability device 100, the rotation of the safety and stability device 100 can dissipate the heat generated on the entire safety and stability device 100. This dissipation can reduce the thermal load on the aircraft and also reduce the need for a heat sink on the head or front end of the aircraft.

[0022] During takeoff, the safety and stability device 100 can apply the disk loading principle by slowly increasing the rotational motion of the safety and stability device 100 to a stable rotational speed (e.g., 2500 RPM). The rotation of the safety and stability device 100 can provide some lift, but not enough to take off or extend flight, so the aircraft disclosed herein can have additional propellers, etc. to provide extended flight. Additional propellers are especially needed during takeoff, and the additional propellers lift the self-weight even if the weight of the aircraft changes due to the rotation of the safety and stability device 100.

[0023] Figure 3 is a side view of the safety and stability device 100, and Figure 4 is a top view of the safety and stability device. In some embodiments, the outer ring 10 can include a soft material such as rubber and can be filled with air, similar to a tire. Alternatively, the outer ring 10 can include any material that cushions the impact of the outer ring 14 with any solid structure it impacts, and such materials can include inflatable polymers, polyethylene foam, gels, or any other soft material that reduces the impact of any forceful impact with solid objects.

[0024] Figure 5 shows the safety and stability device 100 at the cross-section shown by Figure 1 the center line 5-5, and Figure 6 shows the safety and stability device 100 at the cross-section shown by Figure 5 the center line 6-6. Figure 5 and Figure 6 better shows the interaction between the gear motor 18 and the gear ring 22, which causes the rotation of the outer ring 14.

[0025] Importantly, the safety and stability device 100 rotates within a plane at a basic level. Since the safety and stability device 100 rotates horizontally, the safety and stability device 100 provides gyroscopic stability, which stabilizes the safety and stability device 100 and anything connected to the safety and stability device 100 within the circular area generated by the inner ring 12. Additionally, the horizontal rotation of the safety and stability device 100 provides protection for the aircraft fuselage on all sides of the aircraft. That is, if the aircraft impacts any structure during translational motion, the safety and stability device can protect the aircraft.

[0026] It should be noted that the safety and stability device 100 does not have a hub within the circular inner area generated by the inner ring 12. The absence of a hub in the safety and stability device 100 allows additional aviation equipment to be present within and connected to the safety and stability device 100. The additional aviation equipment can include any aviation equipment, including drone equipment, a cockpit, a fuselage, a passenger cabin, a cargo hold, a jet engine, flaps, motors, propellers, canards, or any other equipment used in aviation.

[0027] Figure 7 An aircraft embodiment 700 showing the implementation of the safety and stability device 100 as referenced above Figures 1 to 6 is shown. As Figure 7 shown, the aircraft 702 is assembled within the hole formed by the inner ring 12 (since the safety and stability device 100 does not have a hub). Additionally, the outer ring 14 rotates around the aircraft 702. In one embodiment, the aircraft 702 can include a plurality of propellers 710, all of which are formed within the inner ring 12 of the safety and stability device 100. The number of propellers 710 can vary, where Figure 7 an embodiment with six propellers is shown, but other embodiments can have a single propeller, two propellers, four propellers, or any number of propellers. Each propeller can be associated with a corresponding motor that drives the propeller. Additionally, the propellers 710 can increase the rotational speed to increase the altitude of the drone embodiment 700, and the propellers 710 can decrease the rotational speed to lower the altitude of the drone embodiment 700. Further, in embodiments where the propellers 710 are used to turn the drone embodiment 700, turning the propellers clockwise can decrease the speed while turning the propellers counterclockwise increases the speed 700 to turn the drone 700 to the left, while turning the counterclockwise propellers can decrease the speed while turning the clockwise propellers increases the speed 700 to turn the drone 700 to the right. In another embodiment, flaps on the wings or tail fins in combination with the aircraft tilt can cause the drone embodiment 700 to turn left or right. In some embodiments, the aircraft 702 can include a drone, while in another embodiment, the aircraft 702 can include a human-piloted aircraft or an aircraft that transports humans and enables them to fly as a means of transportation.

[0028] The aircraft 702 may also include a top plate 720 and a chassis (not shown), where the radii of the top plate and the chassis 720 may be substantially the same as the radius of the inner ring 12. In this way, the aircraft 702 can be connected to the inner ring 12 of the safety and stability device 100. In some embodiments, the top plate and the chassis 720 may be welded to the inner ring 12 or together form the inner ring 12, but other connection methods may also be contemplated, such as replacing one aircraft 702 with another in a removable and replaceable option. The propellers 710 may rotate between the top plate and the chassis 720, and the top plate and the chassis 720 may include grilles placed above and below each propeller 710.

[0029] Referring again to Figure 7 , the aircraft 702 may include canards 730 as additional wings for flight control of the drone embodiment 700. As shown, the canards 730 may include a combination of a front wing and a rear wing, which is well known in the aviation field. The canards 730 may be connected to the body 735 and extend outward from the body, which may house important internal components such as a fuel tank, a battery, a main computer, a propeller motor, a wireless connection device to a control unit operated by a person to fly the drone, or any other internal components, which are well known in the drone aviation field.

[0030] In Figure 7 the illustrated embodiment, flight may be controlled by a combination of multiple propellers 710, canards 730, the safety and stability device 100, and the propulsion engine 740. In this embodiment, the propulsion engine 740 may cause the aircraft to translate or move forward, the multiple propellers 710 may primarily provide upward lift for the drone embodiment 700, the canards 730 may provide lift, control, and stability for the drone embodiment 700, and the safety and stability device 100 may provide stability, some lift, and aerodynamic benefits by passing through the air at a high rate, thereby reducing drag on the aircraft 702. In some embodiments, the propellers 710 may only provide lift until the canards 730 and the safety and stability device 100 can individually maintain lift, which may occur at a high translational speed caused by the propulsion force provided by the propulsion engine 740, at which time the propellers may stop rotating at a high rate. In some embodiments, the propulsion engine 740 may be omitted, which is beneficial for the drone embodiment 700 in which the propellers 710 provide translational motion and lift. In yet another embodiment, the canards 730 and / or the propulsion engine 740 may be omitted. In other words, any drone configuration that can be connected to the safety and stability device 100 is conceivable.

[0031] Referring now to Figures 8 to 9 , Figures 8 to 9An embodiment 800 of a personal aircraft is shown, which is configured to be used with a safety and stability device 100. More specifically, Figures 8 to 9 Components for connecting the fuselage and other compartments to the safety and stability device 100 are shown. In some embodiments, the personal aircraft embodiment 800 may operate similar to a personal helicopter for providing relatively short-distance air travel. In this way, the personal aircraft embodiment 800 may include a main rotor and a tail rotor for control, steering, and reaction torque to prevent the rotation of the personal aircraft embodiment 800. The main rotor and the rear rotor are not shown as those skilled in the art will well understand these features.

[0032] Figure 8 A first personal aircraft embodiment 800A is shown, in which the safety and stability device 100 is connected to the fuselage 802 via an upper rib 804 and a lower rib 806. Figure 8 A cross-section of an upper rib 804 and a lower rib 806 is shown, but the first personal aircraft embodiment 800A may include a plurality of upper ribs 804 and a plurality of lower ribs 806 uniformly arranged around the safety and stability device 100. That is, the ribs 804, 806 may surround or encircle the fuselage 802 and connect to multiple points of the circular safety and stability device 100. As Figure 8 shown, the upper rib 804 and the lower rib 806 are connected to the inner ring 12, and also surround the plurality of bearings 24, 26, 28, and the upper rib 804 and the lower rib 806 may also be connected to the fuselage 802 and the lower cargo compartment 810. In some embodiments, the fuselage may include a cockpit of the personal aircraft embodiment 800, and a human operator may sit in the cockpit and fly the personal aircraft embodiment 800. The upper rib 804 and the lower rib 806 may include holes for aerodynamic purposes to reduce drag during the translational movement of the first personal aircraft embodiment 800A.

[0033] Figure 9 A second personal aircraft embodiment 800B is shown, in which the safety and stability device 100 is connected to the fuselage 802 via a bracket 910. Figure 9 A cross-section of a bracket 910 is shown, but the second personal aircraft embodiment 800B may include a plurality of brackets 910 uniformly arranged around the safety and stability device 100. That is, the brackets 910 may surround or encircle the fuselage 802 and connect to multiple points of the circular safety and stability device 100. As Figure 9As shown, the support 910 is connected to the inner ring 12, the fuselage 802, and the lower cargo hold 810. The support 910 may include holes for aerodynamic purposes to reduce drag during the translational movement of the personal aircraft embodiment, but the holes may also include bracing to increase the strength of the support 910. Additionally, the support 910 may include one or more L-shaped brackets 912 that connect the inner ring 12 of the safety and stability device 100 to the support 910. Although L-shaped brackets are shown in the Figure 9 illustrated embodiment, any other connection mechanism may be contemplated.

[0034] In Figures 8 to 9 any of the illustrated embodiments, in an emergency, the fuselage 802 may be easily separated from the support 910 or the upper rib 804 and the lower rib 806. By separating the fuselage 802, the fuselage 802 may be ejected or dropped from the rest of the aircraft, and the fuselage 802 may include a parachute to allow the fuselage 802 to land safely.

[0035] Although Figures 8 to 9 the embodiments described in

[0036] describe a personal aircraft, the embodiments described herein may be increased in size by increasing the perimeter of the safety and stability device 100 to allow for the accommodation of more passengers. The exemplary embodiments described herein are not limited to single-seat aircraft.

[0037] Although several embodiments have been described in detail above, other modifications may also be made. For example, other components may be added to or removed from the described system, and other embodiments may be within the scope of the present invention.

[0038] From the foregoing, it can be seen that various changes and modifications can be made without departing from the spirit and scope of the present invention. It should be understood that no limitation or inference should be made to the specific systems or methods described herein. Of course, it is intended to cover all such modifications that fall within the spirit and scope of the present invention.

Claims

1. An aircraft, comprising: A safety and stability device, the safety and stability device comprising: An inner ring, which forms a circular inner region; An outer ring, which rotates relative to the inner ring; and A motor, which is connected to the inner ring, the motor driving the outer ring to rotate relative to the inner ring, wherein the safety and stability device rotates in a substantially horizontal plane, and the rotation speed is sufficient to provide gyroscopic stability for the aircraft; A fuselage, which is connected to the inner ring formed within the circular inner region; and At least one propeller, which is connected to the fuselage and is formed within the circular inner region, wherein the outer ring surrounds the inner ring and the fuselage, and wherein the outer ring rotates during flight.

2. The aircraft according to claim 1, wherein the fuselage further comprises a cockpit.

3. The aircraft according to claim 1, wherein the fuselage comprises a main body and canards.

4. The aircraft according to claim 3, further comprising a top plate connected to the inner ring and a bottom plate connected to the inner ring, wherein aviation equipment is formed between the top plate and the bottom plate.

5. The aircraft according to claim 4, wherein the aviation equipment comprises a propeller.

6. The aircraft according to claim 1, further comprising at least one upper rib and a lower rib, wherein the upper rib is connected to the inner ring and the fuselage, and wherein the lower rib is connected to the inner ring and the cargo hold.

7. The aircraft according to claim 1, further comprising at least one bracket, wherein the bracket is connected to the inner ring and the fuselage.

8. The aircraft according to claim 1, further comprising a propulsion engine for generating translational movement of the aircraft.

9. The aircraft according to claim 1, further comprising a plurality of bearings present between the inner ring and the outer ring, which are used to reduce friction when the outer ring rotates relative to the inner ring.

10. The aircraft according to claim 9, wherein each of the plurality of bearings comprises a ball bearing, a roller bearing or a sliding bearing.

11. The aircraft according to claim 1, further comprising a gear ring connected to the outer ring.

12. The aircraft according to claim 11, wherein the motor further comprises a gear, the gear engaging with the gear ring and transmitting rotational movement to the gear ring and thereby to the outer ring.

13. The aircraft according to claim 12, wherein the gear engages with the gear ring through a hole formed in the inner ring.

14. The aircraft according to claim 12, wherein the inner ring further comprises a pair of flanges for holding a shaft, and wherein the shaft holds the gear and allows rotational movement of the gear.

15. The aircraft according to claim 1, wherein the outer wheel comprises a soft material for absorbing any shock generated by the structure, the soft material comprising an inflatable polymer, a polyethylene foam or a gel.

16. The aircraft according to claim 1, wherein the rotational speed sufficient to provide gyroscopic stability to the aircraft depends on the translational speed of the aircraft, and wherein the rotational speed sufficient to provide gyroscopic stability to the aircraft increases as the translational speed of the aircraft increases.

17. An aircraft, comprising: A safety and stability device, the safety and stability device comprising: An inner ring that forms a circular inner region; An outer ring that rotates relative to the inner ring; and A motor connected to the inner ring, the motor driving the outer ring to rotate relative to the inner ring, wherein the safety and stability device rotates in a substantially horizontal plane, A fuselage connected to the inner ring; and At least one propeller formed within the circular inner region, wherein the outer ring surrounds the inner ring and the fuselage, and wherein the outer ring rotates during flight.

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