Parafoil winged autonomous aircraft with vertical takeoff capability

Abstract

The invention pertains to an autonomous aerial vehicle capable of vertical takeoff and equipped with a parafoil wing, which is used in various fields such as military, civil, agricultural, surveillance, and exploration in the aviation sector. The invention particularly concerns an autonomous aerial vehicle with a parafoil wing, where the entire parafoil wing is folded and stored inside a compartment, and vertical takeoff is achieved with its multiple motor structure; subsequently transitioning to efficient flight by deploying the parafoil wing in the air.

Description

[0001] PARAFOIL WINGED AUTONOMOUS AIRCRAFT WITH VERTICAL TAKEOFF CAPABILITY

[0002] Technical Field

[0003] The invention pertains to an autonomous aerial vehicle capable of vertical takeoff and equipped with a parafoil wing, which is used in various fields such as military, civil, agricultural, surveillance, and exploration in the aviation sector.

[0004] The invention particularly concerns an autonomous aerial vehicle with a parafoil wing, where the entire parafoil wing is folded and stored inside a compartment, and vertical takeoff is achieved with its multiple motor structure; subsequently transitioning to efficient flight by deploying the parafoil wing in the air.

[0005] State of the Art

[0006] Unmanned aerial vehicles (UAVs) are widely used for various purposes today, and there has been rapid development in UAV technologies in recent years. Their applications span across military, civilian, agricultural, surveillance, and other fields. However, the widespread use of UAVs has also led to some challenges. For instance, fixed-wing UAVs can stay airborne for extended periods and carry heavy payloads. Nevertheless, they require a long runway for takeoff and landing, making them unable to operate if a suitable runway is unavailable. Rotary- wing UAVs, on the other hand, do not need a runway but have limited payload capacities and endurance.

[0007] In current fixed-wing vertical takeoff and landing (VTOL) aircraft, multiple motors are used for speed control during takeoff, while angular control is achieved through fixed control surfaces during flight. Additionally, sensors located on the fuselage are used to measure the position and orientation of the wings. Fixed-wing VTOL aircrafts have a single mass with six degrees of freedom, including three angular controls and two-directional thrust control. Currently, there exist numerous patents, utility model applications, and articles related to this topic.

[0008] The patent with the number "US9738383B2" pertains to an UAV that is controlled remotely or autonomously. This UAV is equipped with both fixed-wing and paragliding capabilities, achieved through a fixed-wing structure and a deployable parachute. The UAV flies to its mission area as a fixed-wing aircraft, deploys the parachute to navigate as a motorized paraglider, and then discards the parachute to return to base with the fixed wing. Compared to traditional paragliders, which are limited to speeds of approximately 32.2 kilometers per hour due to the drag of the parachute, the fixed-wing configuration allows the UAV to fly at much higher speeds to operational areas. It includes a controllable parachute release system and a thrust source mounted on the top of the fuselage to provide power to the UAV. This allows the UAV to fly at higher speeds when arriving at its destination as a fixed-wing aircraft.

[0009] The application with the reference number "US2016090179A1" relates to an aircraft launch system incorporating a riser attachable to the aircraft. The riser includes an actuator and a tether connected to the actuator. The structure is specified as an aircraft and is vertically launched and vertically landed. It includes wing locks to secure rigid wings to the aircraft. The system features a parachute that enables vertical positioning in the air. The parachute structure has an aerodynamic, non-rigid, flexible nature induced by the wind flowing into it.

[0010] The application with the reference number "EP2329217A1" concerns an unmanned surveillance vehicle comprising a fuselage and a parachute. Before launch, the vehicle is loaded into an air tube to be directed towards a target area of interest. The parafoil wing is stowed within the fuselage during pre-launched, just launched, and post-launch conditions. The vehicle includes a canister with a stowage space for the parachute, a parachute deployer triggerable to release the parachute from the stowage space, a propulsion device for aerial movement, a controller ascertaining arrival at the area of interest and triggering the parachute deployer to deploy the parachute upon arrival at the area of interest, and a collector for gathering visual survey data from the area of interest.

[0011] The application with the reference number "US8152096B2" relates to a compact fixed-wing aircraft capable of VTOL, suitable for use as a personal air vehicle or an unmanned aerial vehicle. The invention includes a power boosted parachute that enables the aircraft to remain airborne or be used in flight conditions in the event of one or more engine failures, allowing the pilot to safely land the aircraft. Additionally, the aircraft includes fixed wings to facilitate forward flight in airplane mode. The aircraft fixed wings are designed with bolt-on or removable features to create various wing lengths for different applications.

[0012] In previous applications, fixed-wing vertical takeoff and landing UAVs are significantly disadvantaged in terms of weight and volume. Fixed-wing UAVs stand out in applications where flight duration and payload capacity are essential. In fixed-wing systems with vertical takeoff capability, only one of the multiple motors enabling vertical takeoff is utilized for horizontal flight, while the other motors remain inactive as deadweight during flight. The stationary wing structure also poses aerodynamic disadvantages both in terms of its area and during takeoff. Furthermore, inefficiencies are observed in models capable of vertical takeoff and landing, where separate motors are used for fixed-wing or rotary-wing modes. The weight of the gasoline engines used to provide sufficient thrust contributes to size increases, consequently increasing costs. For versions with propeller surfaces changing modes through axis alterations, the transition times for takeoff and landing are considerably lengthy due to mode changes.

[0013] Parafoil wing UAVs, on the other hand, are disadvantaged due to the lengthy preparation process for takeoff. This preparation process leaves the user with essential tasks such as laying out the large parachute wing neatly on the ground, manually positioning the lines to prevent motor and propeller contact and adjusting the nose angle of the entire system according to the instantaneous wind direction. Additionally, frequent takeoff cancellations in crosswinds are also a drawback of the current system. In parafoil wing UAVs, challenges such as oscillation issues and disruption of body stability may arise due to the independent structure of the parafoil wing.

[0014] In conclusion, due to the aforementioned drawbacks and the inadequacy of current solutions on the subject, there is a need for an autonomous aircraft that offers longer flight duration, lighter, occupies less space, and cost-effective compared to existing systems. This autonomous aircraft also provides rapid flight preparation with minimal user involvement and possesses autonomous flight capability in a reliable and robust manner.

[0015] Summary of the Invention

[0016] The invention pertains to an autonomous aerial vehicle capable of vertical takeoff and features a parafoil wing; used in various fields such as military, civilian, agriculture, surveillance, and reconnaissance in the aviation sector. The developed autonomous aircraft features automatic deployment of a parafoil wing in addition to its vertical takeoff capability. The sensitivity of parafoil-wing aircraft to crosswinds during takeoff is prevented in this invention by deploying the parafoil wing in the air. The inflation of the parafoil wing with air contributes to the formation of an aerodynamic surface with a wing profile. Another objective of the invention is to provide a longer flight duration compared to existing autonomous aircrafts. Additionally, it has a slow cruising speed due to its parafoil wing. Consequently, it can allow sufficient time for high-resolution imaging and data collection processes with an integrated camera to be conducted in a more detailed and comprehensive manner.

[0017] Another objective of the invention is to provide a stable fuselage with multiple thrust. The fuselage carrying the propulsion system and other payloads moves suspended from the parafoil wing. Therefore, the autonomous aircraft system is modeled as two interconnected masses. The oscillation of the fuselage from the points where it is attached to the parafoil wing will be damped through the asymmetric control of multi-rotor systems, ensuring that the fuselage remains at a compatible angle with the parafoil wing. This enables the flight controller to manipulate the control surfaces of the parafoil wing similar to fixed-wing systems using sensor data from the fuselage.

[0018] The autonomous aircraft developed with the invention is environmentally friendly and user- friendly due to the use of the same thrust generating multi-motors during takeoff and flight stages. Additionally, autonomous aircraft features low energy consumption compared to existing autonomous aircrafts.

[0019] The autonomous aircraft developed with the invention is capable of gliding and performing emergency landings in avionics and propulsion issues, by virtue of its parafoil wing. Consequently, the developed autonomous aircraft eliminates the risk of crashes and hazards.

[0020] Figures

[0021] Figure-1 : Perspective view of the autonomous aircraft of the present invention.

[0022] Figure-2A: Front view of the autonomous aircraft of the present invention.

[0023] Figure-2B: Side view of the autonomous aircraft of the present invention.

[0024] Figure-2C: Top view of the autonomous aircraft of the present invention.

[0025] Figure-3 A: Front view of the autonomous aircraft of the present invention, with the parafoil wing folded and stored inside. Figure-3B: Side view of the autonomous aircraft of the present invention, with the parafoil wing folded and stored inside.

[0026] Figure-4: Perspective view of the autonomous aircraft of the present invention, with fully deployed parafoil wing.

[0027] Figure-5 A: Front view of the autonomous aircraft of the present invention, with fully deployed parafoil wing.

[0028] Figure-5B: Side view of the autonomous aircraft of the present invention, with fully deployed parafoil wing.

[0029] Figure-6: Schematic diagram illustrating the transition of the autonomous aircraft of the present invention from vertical takeoff to horizontal flight by deploying the parafoil wing.

[0030] Figure-7: Schematic diagram illustrating the transition of the autonomous aircraft of the present invention from horizontal flight to vertical landing by releasing the parafoil wing.

[0031] Figure-8: Representation of the avionic system and mechanical hardware of the autonomous aircraft of the present invention.

[0032] References

[0033] The components and elements depicted in the figures have been numbered to facilitate better understanding of the autonomous aircraft developed with this invention, and each number corresponds to the following:

[0034] 1. Autonomous aircraft with the parafoil wing folded inside the fuselage

[0035] 2. Fuselage

[0036] 3. Parafoil wing compartment

[0037] 4. Motor mount

[0038] 5. Propeller guard

[0039] 6. Motor

[0040] 7. Propeller

[0041] 8. Landing gear

[0042] 9. Folded parafoil wing

[0043] 10. Autonomous aircraft 11. Parafoil wing

[0044] 11A. Pilot chute

[0045] 12. Parafoil wing lines

[0046] 13. Motor driver

[0047] 14. Battery pack

[0048] 15. Parafoil wing attachment point

[0049] 16. Parafoil wing deployment mechanism

[0050] 17. Parafoil wing control mechanism

[0051] 18. Flight controller

[0052] 19. Parafoil wing release system

[0053] 20. Camera

[0054] Detailed Description of the Invention

[0055] The invention pertains to an autonomous aircraft (10) equipped with vertical takeoff capability and a parafoil wing (11), used in various fields such as military, civilian, agricultural, surveillance, and reconnaissance within the aviation industry. During pre-flight and vertical takeoff stages of the present invention, the folded parafoil wing (9) stored inside the parafoil wing compartment (3) involved within the fuselage (2). After vertical takeoff is achieved using at least two thrust-generating motors (6), the autonomous aircraft (10) transitions to efficient flight by deploying the parafoil wing (11) in the air. As a result, all takeoff procedures of such an autonomous aircraft (10) are autonomously performed, eliminating the need for user intervention in the takeoff preparations.

[0056] Two or more motors (6) produce power to rotate the propellers (7) attached to each of them and generate thrust. This multiple motor (6) configuration provides thrust for vertical takeoff and vertical landing and, during horizontal flight, eliminates the oscillation problem of the fuselage (2) attached to the fully deployed parafoil wing (11). The weight of the folded parafoil wing (9) stored within the fuselage (2) is considerably lighter compared to the weight of the autonomous aircraft (10). Additionally, the fully deployed parafoil wing (11) enables the capability of gliding with a slow cruising speed.

[0057] The takeoff of the autonomous aircraft subject to the invention is illustrated in Figure-6. The parafoil wing (11) of the autonomous aircraft (10) is folded and placed inside the fuselage (2). During the maneuver of deploying the folded parafoil wing (9), the parafoil wing compartment (3) opens, and with the assistance of the pilot chute (11 A) and the spring, the parafoil wing (11) is pulled out from the parafoil wing compartment (3). The parafoil wing compartment (3) and the parafoil wing attachment point (15) is positioned in the direction of the airflow generated by the thrust, allowing to utilize this airflow during the deployment of the folded parafoil wing (9) and throughout the horizontal flight. During the time until the parafoil wing (11) achieves full deployment, forward flight is continued with multiple motors (6) in a stable autonomous aircraft mode. With this method, the balance between thrust and ground speed is ensured during the flight mode transitions.

[0058] The autonomous aircraft (10) is controlled like a fixed-wing aircraft by adjusting the angular position of the fuselage (2) based on the instantaneous angular position of the parafoil wing (11). Thus, the low-frequency and large-amplitude oscillations of the fuselage (2) are damped by maintaining suitable angles for flight characteristics through the asymmetric driving of the multiple motor (6) system.

[0059] The flight controller (18) facilitates the transition from vertical takeoff to horizontal flight and prevents oscillations during horizontal flight. It monitors the changing flight dynamics during the transition from multiple motor (6) vertical takeoff dynamics to parafoil wing (11) horizontal flight dynamics. Additionally, during the transition from vertical takeoff to horizontal flight, the flight controller (18) executes maneuvers and mode transitions of the autonomous aircraft (10), enabling the deployment of the parafoil wing (11). Furthermore, during horizontal flight, it resolves the fuselage (2) oscillation problem, caused by the independent parafoil wing (11) structure by asymmetrically driving the multiple motor (6) system to maintain the desired angles relative to the parafoil wing (11) orientation and commands.

[0060] The parafoil wing deployment mechanism (16) opens the parafoil wing compartment (3) by ensuring the desired levels of shock and speed when deploying the parafoil wing (11) during the transition to horizontal flight. The control of the autonomous aircraft's (10) direction and speed is facilitated by intervening in the parafoil wing lines (12) through the parafoil wing control mechanism (17), which alters the surface of the parafoil wing (11).

[0061] Electric power is utilized throughout the entire autonomous aircraft (10). The electrical power for the propulsion system and electronic components is supplied by a modular battery pack (14). Since the autonomous aircraft (10) takes off directly, the takeoff distance is 0 (zero). With the developed autonomous aircraft (10), the need for a runway and the crosswind sensitivity of the parafoil wing (11) during takeoff are eliminated.

[0062] The landing of the autonomous aircraft (10) is illustrated in Figure-7. As the autonomous aircraft (10) descends to the designated altitude, the parafoil wing control mechanism (17) initiates braking on the parafoil wing surfaces (11), causing the nose of the autonomous aircraft (10) to pitch upwards. During this maneuver, known as flare, the probabilities of drift are evaluated, and the parafoil wing release system (19) disengages the connection between the parafoil wing (11) and the fuselage (2), allowing the parafoil wing (11) to be released. Subsequently, vertical takeoff is achieved using the system consisting of at least two motors (6). Meanwhile, the parafoil wing (11) glides near the fuselage (2) and lands on the ground.

[0063] The extended flight duration of the autonomous aircraft (10), compared to existing vehicles, expands its applications in logistics, search and rescue, humanitarian aid delivery, field surveillance, large-area mapping, remote sensing, security, and similar operations.

[0064] In the logistics sector, the ability of the autonomous aircraft (10) to carry multiple materials or products simultaneously accelerates logistical operations and reduces costs. Additionally, ensuring the safe transportation of sensitive and fragile cargo is of critical importance. Therefore, the ability of the developed autonomous aircraft (10) to maintain stable flight enhances efficiency in the logistics sector, enabling swift and secure deliveries.

[0065] In search and rescue operations, being able to survey large-scale areas during a race against time is crucial. Conducting these surveys from the air with stable and slow flight allows for precise and detailed observation during search and rescue operations, especially in critical times. As a result, locating the whereabouts of missing or endangered individuals and safely rescuing them becomes easier. The autonomous aircraft (10), capable of low speed and stable flight, is suitable for search and rescue operations as it can collect detailed data and transport necessary materials to desired locations without the need for a runway.

[0066] In emergencies, providing fast and effective assistance is crucial, especially for people living in remote or hard-to-reach areas away from urban settlements, who may require urgent supplies such as water, food, and medical supplies. The autonomous aircraft (10) can serve humanitarian organizations for this purpose. The discipline of cartography requires the collection of precise data to create detailed and accurate maps. The autonomous aircraft (10), capable of flying at slow cruising speeds for extended periods, can provide the necessary time for high-resolution imaging and data collection operations using a camera (20) which can be mounted on the fuselage (2). The stable flight capability of the autonomous aircraft (10) ensures a steady and vibration-free platform for obtaining clear and meticulous maps.

Claims

Claims1. An autonomous aircraft (10) structured for vertical takeoff, characterized in comprising:• At least two motors (6) that generate thrust by rotating each attached propeller (7), enabling vertical takeoff, and ensuring fuselage (2) stability during horizontal flight, as well as facilitating vertical landing.• A parafoil wing (11) that is fully deployed by being pulled out from the parafoil wing compartment (3) after the vertical takeoff of the system with at least two motors (6), connected to the fuselage (2) via the parafoil wing attachment point (15), and released freely from the fuselage (2) by the parafoil wing release system (19).• A flight controller (18) that performs maneuvers and mode transitions of the autonomous aircraft to facilitate the deployment of the parafoil wing (11) during the transition from vertical takeoff to horizontal flight of the system comprising at least two motors (6), dampens the fuselage (2) oscillation induced by the independent parafoil wing (11) structure by asymmetrically driving the system with at least two motors (6).

2. An autonomous aircraft (10) according to claim 1, comprising a pilot chute (11 A) facilitates the extraction of the parafoil wing (11) from the parafoil wing compartment (3) using a spring.

3. An autonomous aircraft (10) according to claim 1, comprising a parafoil wing compartment (3) where the pilot chute (11 A) and spring enable the extraction of the parafoil wing (11) during the deploying maneuver of the folded parafoil wing (9).

4. An autonomous aircraft (10) according to claim 1 , comprising a folded parafoil wing (9) which stored within the fuselage (2) during the pre-flight and vertical takeoff phases of the autonomous aircraft (10).

5. An autonomous aircraft (10) according to claim 1 , wherein the parafoil wing lines (12) and the fuselage (2) are connected at the parafoil wing attachment point (15).

6. An autonomous aircraft (10) according to claim 1 , comprising a parafoil wing deployment mechanism (16) that opens the parafoil wing compartment (3) during the transition from vertical takeoff to horizontal flight, allowing the parafoil wing (11) to open at desired shock levels and speeds.

7. An autonomous aircraft (10) according to claim 1 , comprising a parafoil wing control mechanism (17) that modifies the parafoil wing (11) surface shape by intervening in the parafoil wing lines (12), thereby controlling the direction and speed of the autonomous aircraft (10).

8. An autonomous aircraft (10) according to claim 1, compromising a parafoil wing release system (19) that releases the parafoil wing (11) by disengages its connection with the fuselage (2), allowing the system, consisting of at least two motors (6), to perform vertical landing thereafter.

9. An autonomous aircraft (10) according to claim 1, comprising a battery pack (14) consisting of modular batteries that provide power for thrust generating at least two motors (6) and the electronic hardware.

10. An autonomous aircraft (10) according to claim 1, comprising motor drivers (13) for each thrust generating at least two motors (6), which enables vertical takeoff, fuselage (2) stability, and vertical landing.

11. An autonomous aircraft (10) according to claim 1, comprising propellers (7) rotated with the power generated by each of at least two motors (6), thereby creating thrust.

12. An autonomous aircraft (10) according to claim 1 , comprising a fuselage (2) including a parafoil wing compartment (3) and connected to the parafoil wing (11) via the parafoil wing attachment point (15).

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