MULTI-PURPOSE MISSION INTEGRATED TACTICAL UAV PLATFORM

Abstract

The invention is defined as an unmanned and / or unarmed aerial vehicle (H) which includes a control antenna (1) to enable the aircraft (H) to be controlled and communicated with by changing the angle between the antennas, a power unit (7) to provide the necessary energy production for the operation of the engine blocks of the aircraft (H) and a fan (4) to provide cooling for the power units (7) located in the aircraft (H).

Description

1 TARIFF MULTI-PURPOSE MISSION INTEGRATED TACTICAL UAV PLATFORM TECHNICAL FIELD The invention provides functional features for currently used unmanned and / or unarmed aerial vehicles. It is about making a profit. 5 STATE OF THE ART Unmanned aerial vehicles (UAVs) and unarmed unmanned aerial vehicles (AUAVs), aviation and defense. It is finding increasing use in both industrial and civilian applications. Specifically, surveillance, reconnaissance, target tracking, mapping, emergency response, environmental monitoring, and logistics. They are actively used in tasks such as transportation. These vehicles, flight control systems, task 10 various hardware and software such as computers, sensors, camera systems and communication modules They are complex structures composed of various components. However, most of these systems are designed for specific tasks. It has optimized fixed configurations and adapts dynamically to different scenarios. It has limitations in terms of being. Attempts to introduce functional flexibility into existing systems generally begin with 15 years prior. mounting defined mission modules onto the platform, hardware-based modifications, or This is carried out by manually updating software task scenarios. This type of The approaches depend on the preparations made before the operation and allow for flexibility during the mission. It does not provide that. Therefore, this structure is not suitable for emergencies where sudden job changes are needed in unexpected situations. It falls short in the scenarios. 20 In addition, modular systems were developed to increase the versatility of UAV / UAS platforms. Certain shortcomings are also noticeable in these systems. Modularity is often only physical. It boils down to easy interchangeability of components, hardware-software integration, power and critical aspects such as standardization of data lines and synchronized operation of mission control software These factors are not given sufficient consideration. This situation leads to problems in inter-system communication, 25 This leads to an extended integration period and a decrease in overall operational efficiency. is happening. Additionally, existing solutions include those that can change the payload during flight or multiple Structures capable of managing functions simultaneously are rarely seen. However, modern tasks... Its profiles have a multi-functional, modular structure with both physical and digital capabilities. It can optimize itself and adapt to different task scenarios. 2 They need platforms. Most existing systems are either single-party systems in terms of workload or not. It is directional or allows load changes only on the ground and through manual interventions. An examination of examples found in various patent literature reveals that these systems have limited functional capabilities. It offers integration, it is dependent on pre-mission configuration, and integration times It appears to be lengthy and does not allow for payload changes during flight. 5 For example, some solutions prioritize modular structure but also have roles in software architecture. No adaptation is being made. In others, even if there is software flexibility, the hardware... The platform is not designed for adaptability. This means that in practice, the system's true nature is compromised. This prevents it from achieving a functional gain in that sense. In addition, cross-platform payload portability and compliance with universal standards 10 There are also shortcomings in the current systems in this regard. This situation affects different manufacturers. This makes task module switching almost impossible, therefore inter-system Interoperability is severely limited. In conclusion, the solutions in the known technical field are:  It does not offer a holistic approach to software-hardware synchronization, 15  They include systems with high hardware dependency and low flexibility,  Leaving task-based optimizations to user initiative and manual processes,  It increases integration time and cost due to non-standard interfaces,  It offers single-task solutions instead of multi-task solutions. For these reasons, a significant problem that remains unresolved in this technical field is the current 20 Multi-purpose, mission-oriented UAV / UAS systems require minimal in-flight or pre-mission modifications. The problem is the lack of solutions that would provide an adaptive and modular structure. Some findings have been identified as a result of research conducted on the known state of the art. The documents and explanations are provided below. Whatever 25 is on the aircraft obtained with the American document with application number US20180123456A1 Although it provides modularity in load carrying, the system focuses solely on physical connection. The integration of electrical and data interfaces has been overlooked. This situation affects mission equipment. prevents data exchange between them and adapts the system to real-time task changes. This makes it difficult. 3 Inter-capsule communication in the aircraft obtained with EPO document number EP2767890B1 The transition takes place only on the ground, and the system readjusts itself during flight. It cannot be configured. Furthermore, the task control algorithms are automated along with the capsules. No software flexibility, such as installation flexibility, is offered. This focuses solely on physical variability. This approach is far from intelligent task management. 5 The aircraft system is obtained with the Chinese document with application number CN108975432A. It has a complex and heavy structure. This reduces energy efficiency and increases flight time. This reduces safety and jeopardizes overall security. Furthermore, electronic and task control systems... The adaptability of the systems is weak. While mechanical transformation is available, it is based on mission scenarios. Software optimization has not been performed. 10 The aircraft is used for duty with the Turkish document numbered TR2019112345A. The assembly of the modules can only be done by technical personnel; an automated process is not possible. The structure is not relevant. Furthermore, for software and hardware synchronization of task modules... An advanced interface is not offered. The system is suitable for static tasks; flexible tasks are not possible. It is not optimized for changes. 15 The documents obtained as a result of research conducted using known techniques. It has been understood that it does not provide a complete solution to the aforementioned shortcomings, and a new invention... It has been determined that it needs to be presented. THE PURPOSE OF THE INVENTION The main purpose of the invention is to add 20 features to currently used unmanned and / or unarmed aerial vehicles (UAVs / UASs). The aim is to create a multi-purpose and functional structure. The purpose of the invention is to provide mission-oriented hardware or software modules for UAV / UAS platforms. It can be easily integrated. Another aim of the invention is to standardize the connection between the mission modules and the flight control system. To provide a secure and high-speed communication infrastructure. 25 Another purpose of the invention is to ensure hardware-software compatibility by allowing the addition or removal of modules. The goal is to minimize the need for manual intervention in these processes. Another aim of the invention is to reduce operational costs, enabling the system to perform a multi-functional task. to transform it into a platform. 4 A BRIEF DESCRIPTION OF THE INVENTION The invention is an unmanned and / or unarmed aerial vehicle. An alternative configuration of the invention would allow for the control of the aircraft and the establishment of communication. a control antenna used to change the angle between the antennas. There are 5. In another alternative configuration of the invention, the engine blocks of the aircraft would operate. There is a power unit to provide the necessary energy production. In another alternative configuration of the invention, the power units located in the aircraft It has a fan to provide cooling. In another alternative configuration of the invention, the batteries are stored in the aircraft's 10 In sudden changes of temperature, the batteries can be dislodged, disabling the flight computer. to prevent it from getting stuck and losing control of the aircraft. It is located. In another alternative configuration of the invention, the batteries are attached to the housing and placed inside the housing. It has a lid to prevent it from coming out. 15 In another alternative configuration of the invention, the power units are connected to the power units from both sides and by providing bearing support for the power units and restricting the movement of the power units. There are conservatives. Another alternative configuration of the invention would allow the power units to be fixed to the chassis. It has a tensioning strap. 20 In another alternative configuration of the invention, the power source is positioned on the underside of the side holders. to prevent the unit from being affected by vibrations occurring within the area where it is located It has a front holder. In another alternative configuration of the invention, the side holders are symmetrical on both sides. positioned in a way that prevents the power units from making direct contact with the chassis, 25 The transmission of vibrations and other movements directly to the power unit is prevented. There is a sled on it. Another alternative configuration of the invention involves a hanger to secure the tension straps. It contains iron. In another alternative configuration of the invention, the power unit is a battery. In another alternative configuration of the invention, the slides act as insulators. BRIEF DESCRIPTION OF THE FIGURES Figure 1 shows the view of the chassis. Figure 2 shows another view of the chassis. 5 Figure 3 shows the top view of the chassis. Figure 4 shows the front view of the chassis. Figure 5 shows the position of the power unit on the chassis. Figure 6 shows the position of the tension strap. Figure 7 shows the chassis in its disassembled state. 10 Figure 8 shows the appearance of the sleds. EXPLANATION OF REFERENCES IN THE FIGURES H. Aircraft 1. Control antenna 2. Cover 15 3. Nest 4. Fan 5. Hanging bracket 6. Side absorber 7. Power unit 20 8. Tension belt 9. Front holder 10. Sled 6 DETAILED DESCRIPTION OF THE INVENTION This section is intended solely to help to better understand the subject. Explanations are being provided. The invention, described in detail below, is for the development and functional improvement of aircraft (H). It is related to giving it special properties. 5 Figure 1 shows the view of the chassis of the aircraft (H). As shown in Figure 1 The control antenna (1) is located on the underside of the chassis. The aforementioned control antenna (1) the means by which users control the aircraft (H) and ensure reliable communication This allows for changing the angle between the antennas in order to provide the aircraft with the necessary control. (H) The measure of the angle between the antennas during sudden movements such as landing, takeoff, altitude loss and acceleration is 10 The situation is changing, and communication signals are decreasing or disappearing. These situations... If this happens, the angle between the antennas together with the control antenna (1) The settings are being adjusted and continuity of communication is being ensured. Figure 2 shows another view of the chassis. As shown in Figure 2, inside the chassis... The fan (4), housing (3) and cover (2) on the top of the housing (3) are located. The mentioned fans (4) 15 Cooling of the power units (7) located in the aircraft (H) is ensured through this. The mentioned slots (3) are considered as auxiliary power units located inside the aircraft (H). This is the area where the batteries that power the flight computer are located. Since the flight computer and batteries are not included in the scope of protection within the specification kit Therefore, it is not specified by references, and the function of the housing (3) and cover (2) structures is exactly 20 In order to describe it, the relevant elements have also been included. Flight of the aircraft (H) During this time, the necessary controls and directions are provided via the flight computer, It operates with an independent power line from the power units (7). As a result, the most suitable units These are batteries, and their configurations can vary. If the batteries are replaced, the housing and... The necessary changes are taking place in the dimensions of the cover (3,2) structures. The aforementioned 25 In the event of sudden situations, the storage of these batteries is necessary to protect the aircraft (H) from the sudden events it may experience. In order to prevent the flight computer from being disabled by the batteries coming out during changes, the socket (3) It is located. The mentioned cover (2) is attached to the housing (3) and the batteries to prevent it from coming out of the nest (3). Figure 3 shows the top view of the chassis. As shown in Figure 3, the 30 located in the middle section... There is a hanger (5) located on the underside of the fans (4). In Figure 4, As shown, each side holder is positioned symmetrically on the chassis (6) It is located. In Figure 5, the power unit is positioned between the side holders (6). (7) is located. Primarily, the aircraft's (H) engine is powered by the power unit (7). 7 The necessary energy production for the operation of the blocks is carried out. Power units (7) both Side-mounted side holders (6) serve as bearings for the power units (7). and restricts the movement of power units. Figure 6 shows the appearance of the tension belt (8). The mentioned tension belt (8) is the power unit's (7) is positioned to extend from one end of the chassis to the other. In Figure 6, 5 As shown in more detail, two separate suspension brackets run end-to-end on the chassis. (5) are positioned and the mentioned tension straps (8) are connected to the suspension irons to provide power. It wraps around the unit (7). The power units (7) are connected together with the said tension belt (8). It is secured to the chassis. In an alternative configuration of the invention, the aforementioned power The unit is a battery. 10 Figures 7 and 8 show the chassis in its disassembled state. As shown in Figure 7... The front holder (9) is positioned below the side holders (6). The aforementioned front holders (9) vibrations occurring within the area where the power unit (7) is located, together with the means The impact is prevented. For each power unit (7) used in the aircraft (H) one A structure consisting of a combination of side and front grippers (6,9) is used. Finally, 15 In Figure 8, the side holders (6) are positioned symmetrically on either side of each other. There are sleds (10). Through the mentioned sleds (10), the power units (7) are connected to the chassis. Direct contact is prevented, and vibrations and other movements occurring in the chassis are minimized. Direct transfer to the power unit (7) is prevented. An alternative to the invention The sleds (10) mentioned in its structure act as insulators. 20

Claims

8 REQUESTS 1. The invention is an unmanned and / or unarmed aerial vehicle (H), the characteristic of which is;  Antennas for controlling the aircraft (H) and establishing communication. control antenna (1) to enable the change of the angle between them;  The energy production required for the operation of the aircraft's (H) engine blocks is 5 to provide power unit (7);  To ensure the cooling of the power units (7) located in the aircraft (H) fan (4);  Protecting the batteries from sudden changes that the aircraft (H) may experience. ensuring the batteries don't come loose, disabling the flight computer, and maintaining air quality. Socket (3) to prevent loss of control of the vehicle (H);  Connected to the housing (3) and the batteries coming out of the housing (3) cover to prevent (2);  Connected to the mentioned power units from both sides and the power units (7) by acting as a bearing and restricting the movement of the power units (7) 15 side holder (6);  Tension strap (8) to ensure the power units (7) are fixed to the chassis;  The power unit (7) is located on the underside of the side holders (6). to prevent it from being affected by vibrations occurring within the area. holder (9); 20  The side holders (6) are positioned symmetrically on either side of each other and by preventing the power units (7) from coming into direct contact with the chassis, on the chassis direct transmission of vibrations etc. to the power unit (7) sled to be prevented (10); It is characterized by its inclusion. 25 2. The aircraft is (H) conforming to Claim 1, and its characteristic is that it has the aforementioned tension straps (8) It includes a hanger bar (5) to ensure it is fixed.

3. The aircraft (H) conforming to Claim 1 is characterized by its power unit (7) being a battery.

4. The aircraft (H) conforming to Claim 1 is characterized by the fact that the mentioned runners (10) are insulators.

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