Inert barrier system for airships

Abstract

An airfoil includes an inner gas cell adapted for holding a first gas that is lighter than oxygen, an outer gas barrier substantially completely encompassing and enveloping the inner gas cell and defining a protective barrier layer adapted for holding a second gas that is inert, at least one gas sensor disposed within the protective barrier layer adapted to detect presence of the first gas, and at least one pressure sensor disposed within the protective barrier layer adapted to measure pressure of the second gas within the outer gas barrier.

Description

Docket No.: ANDR-NP0001WO INERT BARRIER SYSTEM FOR AIRSHIPS RELATED APPLICATION

[0001] This patent application claims the benefit of U.S. Non-Provisional Patent Application No. 18 / 816,112 filed on August 27, 2024 which claims priority to U.S. Provisional Patent Application No.63 / 543,995 filed on October 13, 2024, which are both incorporated herein in its entirety. FIELD

[0002] The present disclosure relates generally to gas-filled vehicles, and in particular to an inert barrier system (IBS) for an airship. BACKGROUND

[0003] Airships, often known as dirigibles or zeppelins, are a fascinating mode of aerial transportation that combines elements of aviation and lighter-than-air technology. These majestic flying vessels have a rich history dating back to the late 19th century and have captured the imagination of many. However, their development and use have been marked by both triumphs and tragedies, especially due to the use of flammable gases in some airship designs.

[0004] The history of airships can be traced back to the pioneering work of inventors like Count Ferdinand von Zeppelin in Germany and Alberto Santos-Dumont in Brazil. In the early 20th century, airships reached their zenith, serving as luxurious passenger liners, military reconnaissance vessels, and symbols of technological progress. They were renowned for their grace and elegance as they floated silently across the skies.

[0005] However, the use of hydrogen gas as a lifting agent in many early airships posed a significant danger. Hydrogen, while providing excellent buoyancy, is highly flammable. Tragic incidents such as the infamous Hindenburg disaster in 1937, when the hydrogen-filled German airship caught fire while attempting to dock in Lakehurst, New Jersey, resulted in a catastrophic loss of life and marked a turning point in the history of airships.

[0006] In the wake of such disasters, helium, a non-flammable gas, gained prominence as a safer alternative for lifting airships. The use of helium significantly reduces the risk of fire but adds to the operational costs due to its relative scarcity.

[0007] Despite the challenges and risks associated with flammable gases, the allure of airships persists. Modern airship designs continue to evolve, offering potential applications in surveillance, advertising, tourism, military, and cargo transport. They provide a unique perspectiveDocket No.: ANDR-NP0001WO on the world from above and a reminder of the enduring fascination with these graceful giants of the sky. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] FIG.1 is a perspective view of an exemplary embodiment of the inert barrier system according to the teachings of the present disclosure;

[0009] FIG. 2 is a longitudinal cross-sectional view of an exemplary embodiment of the inert barrier system according to the teachings of the present disclosure;

[0010] FIG. 3 is a perspective partial cut-away view of the nose portion of an exemplary embodiment of the inert barrier system according to the teachings of the present disclosure;

[0011] FIG. 4 is a perspective partial cut-away view of the tail portion of an exemplary embodiment of the inert barrier system according to the teachings of the present disclosure;

[0012] FIG.5 is a perspective cross-sectional view an exemplary embodiment of the inert barrier system according to the teachings of the present disclosure; and

[0013] FIG. 6 is an illustration of a processor-based system for monitoring gas pressures and detecting gas leaks according to the teachings of the present disclosure. DETAILED DESCRIPTION

[0014] Until 1937 the airship was still a relatively new technology. These aircraft were used as a transportation platform to carry people and even ordinances into global conflicts. Germany was the leader in the manufacturing of airships via the Zeppelin Company. The previously incorporated Zeppelin Company still to this day has the most expertise in creating this type of airship due to the lack of preventative research on the explosiveness of hydrogen.

[0015] The first flaw of hydrogen airships was the immediate / thin barrier between the highly flammable hydrogen-filled space to the surrounding oxygen-filled atmosphere. The gas cells of these airships were originally made of cow entrails which were sown and fused together with water. Although the material to fabricate the gas cells was eventually replaced with cotton fabric, the walls of these gas cells are thin, fragile, and can be easily breached.

[0016] The second flaw of existing airship designs is the lack of gas leak detection. Ships typically maintained manned watches, similar to the maritime industry, to detect if anything was out of place. The reliability of manned watches to identify technical abnormalities was not the most practical option due to the complexity and size of the vessels. Hydrogen is a lighter-than-air gas and will most likely cause catastrophic problems if allowed to leak and accumulate. For any crewmember to identify any leaks or potential fire hazards in these areas, the crewmember wouldDocket No.: ANDR-NP0001WO have to work aloft with a safety harness mid-flight at dangerous altitudes to investigate potential problems and mitigate hazards.

[0017] Finally, following gas detection, the isolation of gas cells to prevent the cause of a chain reaction caused by the fire was not in place. The Hindenburg, for example, contained sixteen gas cells to provide the lift needed. Each gas cell was separated by an aluminum bracing wire to hold the cells in place followed by a void of empty air. This led to a disastrous chain reaction between cells when the airship caught fire.

[0018] This is not an all-inclusive list of potential flaws with prior airship designs, however, having an answer for these few identified problems can drastically decrease the likelihood of another Hindenburg disaster.

[0019] For modern airships that use helium, potential helium shortages can permanently ground airships due to the large size and quantity of helium needed to generate lift. Although the largest reserve of helium in the world is situated in the United States, helium is used in many other industries. This helium shortage gives the aviation industry an ultimatum to allow / switch to the use of hydrogen-filled airships or watch the airship technology fade in history. The introduction of helium-filled airships will further hasten the depletion of our planet's helium reserves, while also increasing the cost and the price burden on industries. Few today realize that the U.S. monopoly and the scarcity of helium were reasons why the LZ-129 Hindenburg was filled with flammable hydrogen rather than helium that was contemplated by the original design of the airship.

[0020] Finally, with the growing concern for the changing world climate, airships will need to be built to a standard that reduces the carbon footprint of the aviation industry. Some airships currently in development use electric motors to achieve a greener posture for the environment, however, the battery density is not deep enough to allow for total electric-fueled airships. Even if solar panels were placed on airships to allow for the constant recharging of the batteries, this would add more weight. More weight equals more lifting gas (assuming helium), which will finally equal higher costs.

[0021] The proposed solutions described herein include fail-safe devices that provide security procedures, gas detection and fire procedures, and novel engineering techniques.

[0022] FIGS. 1-5 are various views of an exemplary embodiment of the inert barrier system (IBS) 100 according to the teachings of the present disclosure. The IBS 100 includes an inert buffer layer 102 between the dangerous hydrogen gas chamber or cell 104 and the oxidizer atmosphere. This inert barrier space 102 is filled with an inert gas such as nitrogen and lined with an impermeable film 106 such as a polyester (e.g., BoPET or biaxially oriented polyethyleneDocket No.: ANDR-NP0001WO terephthalate, or any suitable material) film. This inert gas barrier 102 is an outer buffer layer that envelopes the entire inner gas chamber / cell 104 and provides the necessary protection not only from the atmosphere but also forms a blanket of fire protection for the passenger cabin or gondola (not explicitly shown) attached to the IBS 100. The entirety of the inner hydrogen gas cell 104 resides within the outer nitrogen gas cell 102. The inner cell 104 is formed by creating a wide fused seam 108 along the entire periphery of the inner cell 104. The outer cell 102 is formed by creating or fusing a seam along the entire periphery of the outer gas cell 102 along the same seam 108 around the inner gas cell 104. The material of the gas cells 102 and 104 can be fused by applying heat at an appropriate temperature, for example. This substantially wide fused seam 108 includes two openings 110 and 112 to allow the controlled separate flows of the gases into and out of the gas cells 102 and 104 to fill and deflate them. In a preferred embodiment, the combined shape of the gas cells 102 and 104 have the shape of an aerodynamic airfoil.

[0023] The inner and outer gas cell walls are cut from a single sheet of film material in the shape of the airfoil. Once there are two pieces of material 106 in the appropriate shape of the airfoil, both pieces are laid on top of each other and carefully fused together to form a wide seam along the outer perimeter using a heat source. A substantially wide seam 108 is formed by this fusing step. However, depending on the material chosen to form the inner and outer gas cells 102 and 104, the seam 108 can be formed using other suitable methods. There are one or more openings provided in the seam 108 to form a gas inlet and / or outlet to the gas cells. Once the fusing is completed, the gas cell is filled with air to check for leaks. If there are leaks present, attention is focused on the leak to properly seal the leak and retested. This process is repeated until all leaks are eliminated. Constructing the outer inert gas cell 102 involves fusing two pieces of cut film 106 over the inner gas cell 104, sandwiching the inner gas cell 104 where the outer cell outlines fuses above the incisions on the inner cell’s substantial seam 108 with an equidistant fuse. Again, one or more openings are formed in the seam to provide air inlet / outlet to the outer cell space. The process to check for leaks in the outer gas cell is then performed until it is determined that there are no leaks.

[0024] It should be noted that the formation of the seam (fusing the materials to form the gas cells and the cutting of the materials may take place sequentially in either order or simultaneously. In other words, heat may be applied to two sheets of material in the shape of the airfoil to form a wide seam with two gaps for the inlet and outlet and then the materials cut along the fused seam. The material fusing and cutting steps may also be performed simultaneously by a specialized tool / machine to form the inner gas cell and then the outer gas cell surrounding it.Docket No.: ANDR-NP0001WO

[0025] The IBS 100 may further incorporate an outer frame and / or shell (not shown) constructed of a light-weight material, such as aluminum, Kevlar, graphite, titanium, carbon composites, magnesium alloys, plastics, and / or other suitable materials. The IBS 100 may also include an inner frame or skeleton constructed of such light-weight materials. The IBS 100 is coupled to one or more cabins or compartments that accommodate passengers, cargo and / or instrumentation.

[0026] As shown in fig.6, the IBS 100 further incorporates a series of gas detectors 600 to detect hydrogen and nitrogen gas leaks. Along with the gas detectors 600 are pressure sensors 602 to monitor gas pressure and detect the loss of pressure in the gas cells. These gas and pressure sensors 600 and 602 are capable of communicating status data (via suitable wired and / or wireless means) to a processing unit or microcontroller 604 to generate alerts / alarms to notify personnel located onboard the airship and / or at a remote operating station so that immediate corrective action may be taken. The real-time alert / alarm may be audible, visual, text, and may be delivered by one or more suitable means. The IBS outer envelope 102, when filled, allows the air vehicle to retain its shape when the inner gas cell 104 is not filled with hydrogen.

[0027] The IBS 100 is a novel airship airfoil construction that incorporates a protective outer inert gas cell around the inner gas cell that may contain a flammable gas such as hydrogen. The outer inert gas cell acts as a protective barrier layer around the inner flammable gas cell.

[0028] The Emergency Fire and Release System (EFRS) is a system that is deployed in a fire emergency. This system includes six parts:

[0029] 1. Fire Detection

[0030] 2. Deluge System

[0031] 3. A-60 Fire Boundary / “Fire Ceiling”

[0032] 4. Manual Gondola / Bridge Separation

[0033] 5. Manual Parachute Array System

[0034] 6. Sea / Life Raft Deployment system

[0035] The deluge system protrudes past the fire boundary and cover every gas-dangerous space on the gondola to emit a spray of water for 5 minutes, protecting personnel from fire. The A-60 fire boundary is part of the EFRS to provide fire, heat, and smoke protection for 60 minutes. After detecting the fire, there will be an audible and visual alarm to enable bridge separation; detaching personnel onboard from the burning envelope above. The cage used to hold the gondola / payload can also be used to release the gondola, for the cage will have a base slanted towards the ground at an angle of around 5 degrees. The gas cells will connect to the load-curtain, the load-Docket No.: ANDR-NP0001WO curtain will connect to the EFRS, and the EFRS will connect to the gondola. The manual parachute and sea / life raft deployment systems operate almost simultaneously. After bridge separation, an array of parachutes will deploy to stop the gondola from free-falling if above a certain altitude, providing a safe landing. Meanwhile, the Sea Deployment System will turn the gondola into an inflatable life raft over a body of water.

[0036] The purpose of the Aloft Solar Array (ASA) is to capture solar energy from high altitudes and relay the captured energy to appliances or systems below. The utility of the aerostat vehicle is perfect for hurricane-prone areas where restoration of power and limited access to generators are essential for recovery efforts. Also, the aerostat will not generate noise pollution due to the nature of its operation. The system will comprise an aerostat that hosts solar panel arrays around the midpoint between the top and bottom of the vessel, electrical lines to transfer the energy, and a junction box to process the electrical energy to different voltages, frequencies, and types of current.

[0037] The features of the present invention which are believed to be novel are set forth below with particularity in the appended claims. However, modifications, variations, and changes to the exemplary embodiments of inert barrier system (IBS) for airships described above will be apparent to those skilled in the art, and the described herein thus encompasses such modifications, variations, and changes and are not limited to the specific embodiments described herein.

Claims

Docket No.: ANDR-NP0001WO WHAT IS CLAIMED IS:

1. An airship comprising: an airfoil comprising: an inner gas cell adapted for holding a first gas that is lighter than oxygen; an outer gas barrier substantially completely encompassing and enveloping the inner gas cell and defining a protective barrier layer adapted for holding a second gas that is inert; at least one gas sensor disposed within the barrier layer adapted to detect presence of the first gas; at least one pressure sensor disposed within the protective barrier layer adapted to measure pressure of the second gas within the outer gas barrier; and a microprocessor communicatively coupled to the at least one gas sensor and at least one pressure sensor, and adapted to automatically generate an alert in response to at least one of a detection of the first gas within the protective barrier layer and a determination of a pressure differential greater than a predetermined setting.

2. The airship of claim 1, wherein the inner gas cell includes a wide seam formed by fusing two pieces of materials.

3. The airship of claim 2, wherein the outer gas barrier is formed by fusing two pieces of material around the inner gas cell along the same wide seam.

4. The airship of claim 1, wherein the inner gas cell includes a gas inlet and a gas outlet.

5. The airship of claim 1, wherein the outer gas barrier includes a gas inlet and a gas outlet.

6. The airship of claim 1, further comprising a light-weight frame around the airfoil.

7. An airship comprising:Docket No.: ANDR-NP0001WO an airfoil comprising: an inner gas cell adapted for holding a first gas that is lighter than oxygen; and an outer gas barrier substantially completely encompassing and enveloping the inner gas cell and defining a protective barrier layer adapted for holding a second gas that is inert.

8. The airship of claim 7, further comprising: at least one gas sensor disposed within the protective barrier layer adapted to detect presence of the first gas; at least one pressure sensor disposed within the protective barrier layer adapted to measure pressure of the second gas within the outer gas barrier; and a microprocessor communicatively coupled to the at least one gas sensor and at least one pressure sensor, and adapted to automatically generate an alert in response to at least one of a detection of the first gas within the protective barrier layer and a determination of a pressure differential greater than a predetermined setting.

9. The airship of claim 7, wherein the inner gas cell includes a wide seam formed by fusing two pieces of materials.

10. The airship of claim 9, wherein the outer gas barrier is formed by fusing two pieces of material around the inner gas cell along the same wide seam.

11. The airship of claim 7, wherein the inner gas cell includes a gas inlet and a gas outlet.

12. The airship of claim 7, wherein the outer gas barrier includes a gas inlet and a gas outlet.

13. The airship of claim 7, further comprising a light-weight frame around the airfoil.

14. An airfoil comprising: an inner gas cell adapted for holding a first gas that is lighter than oxygen; an outer gas barrier substantially completely encompassing and enveloping the inner gas cell and defining a protective barrier layer adapted for holding a second gas that is inert;Docket No.: ANDR-NP0001WO at least one gas sensor disposed within the protective barrier layer adapted to detect presence of the first gas; and at least one pressure sensor disposed within the protective barrier layer adapted to measure pressure of the second gas within the outer gas barrier.

15. The airfoil of claim 14, further comprising a microprocessor communicatively coupled to the at least one gas sensor and at least one pressure sensor, and adapted to automatically generate an alert in response to at least one of a detection of the first gas within the protective barrier layer and a determination of a pressure differential greater than a predetermined setting.

16. The airfoil of claim 14, wherein the inner gas cell includes a wide seam formed by fusing two pieces of materials.

17. The airfoil of claim 16, wherein the outer gas barrier is formed by fusing two pieces of material around the inner gas cell along the same wide seam.

18. The airfoil of claim 14, wherein the inner gas cell includes a gas inlet and a gas outlet, and the outer gas barrier includes a gas inlet and a gas outlet.

19. The airfoil of claim 14, further comprising a light-weight frame around the airfoil.

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