An improved piloting system for aircraft towed by sails
Patent Information
- Application Number
- PCT/IB2025/053282
- Authority / Receiving Office
- WO · WO
- Patent Type
- Applications
- Current Assignee / Owner
- Filing Date
- 2025-03-28
- Publication Date
- 2026-10-01
Smart Images
Figure IB2025053282_01102026_PF_FP_ABST
Abstract
Description
[0001] An improved piloting system for aircraft towed by sails
[0002] Technical Field
[0003] The present invention relates to a piloting system for aircraft towed by sails stationed in the stratosphere and / or the troposphere. In particular, but not exclusively, the present system is applicable to aircraft for telecommunications and Internet connectivity.
[0004] Background Art
[0005] The stratosphere and the troposphere are parts of the Earth's atmosphere of interest for different technological sectors, including telecommunications and Internet connectivity. With the need to make telecommunications and Internet connectivity available even in remote areas of the planet, systems known as high-altitude platform stations (HAPS) have been developed.
[0006] HAPS systems are typically unmanned aircraft and / or airships that are piloted and maintained at altitude for a very long time to reduce takeoffs and landings, operations that subject the system to significant stress. To keep them at specific altitudes and latitudes during use, these systems are normally powered by batteries and / or engines. Furthermore, the batteries and engines are also used to power the connectivity and telecommunications devices that the systems have onboard. However, these forms of power supply have duration limitations; in fact, they need to be recharged or refueled, reducing the system's time in the air.
[0007] An alternative power solution for HAPS systems that has been implemented instead of batteries and engines is the use of solar cells. However, this solution has the disadvantage of adding mass to the system's own weight, requiring more energy to keep them in the stratosphere.
[0008] Systems for piloting aircraft at altitude in which a lifting device, for example in the form of a wing equipped with a frame, is connected to the aircraft by a cable and arranged at a lower altitude than the aircraft in such a way as to take advantage of the variation in winds to whichthe lifting device is subjected to pilot the aircraft are known in the art. See, for example, patent document WO 2000000387 A2.
[0009] Patent WO 2019 / 108686 Al describes an aerial vehicle comprising two kites connected by a cable, each immersed in a wind and equipped with a flight control device arranged to control the kite's altitude. Such a vehicle also includes a system for generating electricity by exploiting the difference between the winds to which the kites are subjected.
[0010] Patent document WO 2012 / 125639 Al describes an airship piloting system comprising an airship and a propulsion unit including one or more sails and a connected balloon that is attached to the airship by a cable and is disposed at an altitude higher than the airship itself.
[0011] Document US 9611025 B2 describes a long-duration altitude operation system comprising two airships connected by a cable. For stationing at altitude, each airship can be equipped with deflectors integrated with the airship itself, creating a channel for air passage. The integrated deflectors are also used for system propulsion but have limited freedom of movement to capture winds at altitudes different from the wind to which the airship is subjected.
[0012] Summary of the Invention
[0013] One object of the present invention is to make an improved piloting system for aircraft that allows for more stable, precise, and fast maneuvers, propulsion, and piloting in the stratosphere and / or the troposphere under different wind conditions.
[0014] Another object is to allow greater freedom of maneuver, offering the possibility of piloting an aircraft even in directions different from the directions of the winds present in the stratosphere and / or the troposphere.
[0015] The above and other objects and advantages, which will be better understood later, are achieved according to the present invention having the characteristics stated in independent claim 1. Preferred embodiments of the invention are defined in the dependent claims.In summary, the present invention discloses a piloting system for an aircraft stationed in the stratosphere or troposphere that includes an aircraft configured to be positioned at a first altitude and be immersed in a first wind, at least one sail towing means, at least one nodal device, a flying lifting device, at least two connection cables that connect the aircraft respectively to the at least one sail towing means and the flying lifting device, first and second sensor means, and a control unit. The aircraft includes at least one communication device and at least one generator and at least one battery. The at least one sail towing means includes at least one sail, is orientable, and is configured to be positioned at a second altitude, higher than the first altitude of the aircraft, to capture a respective wind and exploit its propulsive force to adjust the altitude of the aircraft and / or pilot its advancement in a desired direction. At least one nodal device is arranged on the at least one sail towing means, which is connected to a sail of the at least one sail towing means to allow a variation in the orientation. The flying lifting device includes at least one sail and an aerostat connected to each other and is configured to be positioned at a third altitude, higher than the first and the second altitude, to capture at least one respective wind at said third altitude. The first sensor means, arranged on the aircraft, acquire data on the altitude of the aircraft and on a direction and speed of the first wind, while the second sensor means, arranged on the sail towing means and the flying lifting device, acquire data on the altitude of the sail towing means and on a direction and speed of the wind. The control unit is configured to acquire data relating to altitudes, speeds, and directions of the winds from the first and second sensor means, acquire control data indicative of a desired direction or destination, correlate and process the acquired data, and generate control signals which are supplied to the at least one nodal device to adjust the orientation of the at least one sail.
[0016] Brief Description of the Drawings
[0017] The features and advantages of the present invention will be evident from the following description, given by way of example and not limited to. Reference is made to the attached drawings, in which:
[0018] - Figure l is a perspective view of a piloting system according to the present invention; - Figure 2 is a perspective view of an alternative embodiment of a piloting system according to the present invention;- Figures 3 A and 3B are respectively a perspective view and a front view of an embodiment of a sail towing means;
[0019] - Figures 4A and 4B are respectively a perspective view and a front view of an alternative embodiment of a sail towing means;
[0020] - Figure 5 is a perspective view of a piloting system of the present invention wherein a communication device and at least one generator arranged on the aircraft are visible;
[0021] - Figure 6 is a front view of the aircraft wherein first sensor means, communication devices, and systems for motion detection and / or heat detection are visible;
[0022] - Figure 7 is a top view of an aircraft wherein first sensor means, a communication device, and a generator for generating electrical energy are visible;
[0023] - Figure 8 is a longitudinal section view of the aircraft wherein the connection cables, at least one rotatable bearing, and second winding and unwinding means are visible;
[0024] - Figure 9 illustrates a rotatable bearing and second winding and unwinding means;
[0025] - Figure 10 is a sectional view of winding and unwinding means of connecting cables forming a generator for electrical energy; and
[0026] - Figure 11 is a schematic illustrating a connecting device in connection with respective rotational transmission means secured for rotation to drums of the winding and unwinding means.
[0027] Detailed Description
[0028] Referring to the drawings, the reference number 10 indicates as a whole a piloting system for an aircraft 12 stationed in the stratosphere or troposphere that includes, in addition to the aircraft 12, at least one sail towing means 14, at least one nodal device 20, a flying lifting device 16, at least two connection cables 24, 26, first and second sensor means 28, 30, and a control unit 32 (figures 1 and 2). The aircraft 12 of the piloting system 10 of the present invention includes also at least one communication device 34 (figures 5-8), at least one generator 36, and at least one battery 46 (figures 5, 7, 8, 10, 11). For example, the at least one generator 36 of electrical energy can be a wind generator, a solar panel, and / or an electromagnetic generator.The aircraft 12 is devoid of a propulsion engine but is connected to propulsion means, in the form of sail towing means 14 and a flying lifting device 16, capable of adjusting the altitude of the aircraft, to maintain it at a predetermined altitude or vary its altitude, and / or to move it in a desired direction, to vary the geographic coordinates of its position. The aircraft 12 can be in the form of an aerostat, such as a balloon or an airship, or it can be in the form of an aerodyne, such as a glider, and is stationed in the stratosphere or troposphere at a first altitude ql and is immersed in a first wind vl.
[0029] To be able to station for long periods in the stratosphere or troposphere, the aircraft 12 can be unmanned and be controlled in the stationing and movements by means of the piloting system 10 as described below.
[0030] The aircraft 12 is connected to the at least one sail towing means 14 and the flying lifting device 16 by means of a respective connection cable 24, 26 (figures 1 and 2) in such a way that the at least one sail towing means 14 and / or the flying lifting device 16 can be commanded and / or oriented independently of each other, and thus can be positioned at altitudes q2, q3 different from each other and different from the altitude ql, capturing different winds v2, v3.
[0031] The at least one sail towing means 14 includes at least one sail 18. The flying lifting device 16 includes at least one sail 16a and an aerostat 16b connected to each other.
[0032] The use of a flying lifting device 16 comprising at least one sail 16a and an aerostat 16b simultaneously allows further increasing the stability of the piloting system 10 and the aircraft 12 during stationing, even in case of temporary absence of wind at the altitude q3 at which the flying lifting device is positioned.
[0033] Advantageously, the aircraft 12 and / or the aerostat 16b of the flying lifting device 16 may have one or more stabilizing elements 60 (figures 1 and 2) to increase the stability of the aircraft 12 and / or the aerostat 16b itself during stationing and / or during piloting maneuvers. These stabilizing elements, for example in the form of a wing, can be positioned in differentpositions on the aerostat 12, for example, in a front part and / or in a central part and / or in a rear part of the aerostat 12 (figures 6 and 7).
[0034] The at least one sail towing means 14 and the sail 16a of the flying lifting device 16 may have a closed or folded shape, or they may have a permanently open shape. When in an open form, they are suited to capture a wind and exploit its propulsive force to keep the aircraft 12 at an altitude or pilot it in a desired direction.
[0035] The at least one sail towing means 14 and / or the flying lifting device 16 may include a sail made of canvas or other flexible material; alternatively, the sail may be constituted by a flexible wall having a certain thickness and consistency, capable of assuming a concave shape for wind capture. According to other embodiments, the sail towing means may be in the form of a shell comprising a rigid or semi-rigid wall, having a concave surface.
[0036] The at least one sail towing means 14 and the flying lifting device 16 each include at least one sail 18, 16a (figures 3 A and 3B) that can be made, for example, in the form of a parachute, paraglider, parafoil, "ram-air," or "power-kite."
[0037] A sail configured as "ram-air" (figures 3A and 3B) can be advantageous and more perfor-mant to sail against the wind, that is, to go to windward, which will be the typical sailing mode of the at least one sail towing means 14.
[0038] The at least one sail 18, 16a of the at least one sail towing means 14 and / or the flying lifting device 16 can be made of polyester to resist ultraviolet rays and the stresses exerted by the wind on it and to maintain a reduced weight.
[0039] Optionally, the at least one sail towing means 14 and / or the flying lifting device 16 may include a rigid or semi-rigid frame 48 (figures 4 A and 4B) attached to the sail 18, 16a, designed to keep the respective sail deployed, made of resistant and lightweight materials, such as carbon fiber or Kevlar; alternatively, the frame can be hollow and filled, for example, with air or expanded polyurethane.The frame 48 can include one or more fixed or articulated elements to form an articulated mechanism, such as an articulated polygon. When the at least one sail towing means 14 and / or the flying lifting device 16 incorporate a frame 48 they can be, for example, in the form of a kite.
[0040] The overall shape of the at least one sail towing means 14 and / or the flying lifting device 16 can be substantially flat or concave, depending on the needs, to increase or optimize wind capture capacity or the sail surface in contact with the wind. Furthermore, the at least one sail towing means 14 and / or the flying lifting device 16 may have the same shape and size as each other or different shapes and / or sizes. The at least one sail towing means 14 and / or the flying lifting device 16 may be tension-resistant and may have an indicative weight between about 5 kg and about 30 kg.
[0041] The frame 48 can allow the sail 18, 16a to unfold and remain open during the stationing of the piloting system 10 in the stratosphere and / or the troposphere, increasing its stability. Furthermore, the frame 48, when in the form of an articulated mechanism, can be adjustable to regulate the opening width of the sail 18 to better exploit the wind's propulsive force.
[0042] In one embodiment, the at least one sail towing means 14 and / or the flying lifting device 16 may each include at least two tie rods 38, 40 (figures 1-4) acting on the sail 18, 16a and adjustable in length. These tie rods 38, 40 can be connected at their distal end 38a, 40a to the sail 18, 16a of the at least one sail towing means 14 and / or the flying lifting device 16, or they can be connected to the frame 48 of the at least one sail towing means 14 and / or the flying lifting device 16, or any combination of the above. In particular, each tie rod 38, 40 can be connected at its distal end 38a, 40a to a different point of the at least one sail towing means 14 and / or the flying lifting device 16.
[0043] The at least one sail towing means 14 is orientable and configured to be positioned at a second altitude q2, higher than the first altitude ql of the aircraft. The flying lifting device 16 is configured to support the aircraft 12 and be positioned at a third altitude q3, higher than the first altitude ql and the second altitude q2.Several piloting or maneuvering modes of the aircraft are possible, selectable according to needs and atmospheric situation. For example, the components of the piloting system can be arranged with the aerostat 12 and the sail towing means 14 in the troposphere and the flying lifting device 16 in the stratosphere. For example, the components of the piloting system can be arranged as follows: with the aircraft at an altitude ql between 15,000 m and 16,000 m, the at least one sail towing means 14 can be positioned at an altitude q2 higher than 16,000 m and lower than 17,000 m, the flying lifting device 16 can be positioned at an altitude q3 between about 19,000 m and 30,000 m. In this piloting mode, the at least one sail towing means 14 and the flying lifting device 16 can be subject to winds (vl, v2, v3) with different speeds and directions.
[0044] The at least one sail towing means 14 and the sail 16a of the flying lifting device 16 can have different sizes. For example, the sail 16a of the flying lifting device 16, i.e., the one positioned at the higher altitude q3, can be larger than the at least one sail towing means 14 positioned at the lower altitude q2.
[0045] In one embodiment, the sail 16a of the flying lifting device 16 at the higher altitude q3 is provided with a frame 48 to be more rigid than the at least one sail towing means 14 positioned at the lower altitude q2. Alternatively or additionally, the flying lifting device 16 may have a sail 16a of rigid or semi-rigid consistency.
[0046] In one embodiment (not illustrated), a reserve sail towing means can be provided onboard the aircraft 12 to be deployed in case of emergency, for example, if the at least one sail towing means 14 suffers structural damage.
[0047] Positioning at the altitude q3 allows the flying lifting device 16 to capture at least a third wind v3 present at the third altitude q3. Positioning at the altitude q2 allows the at least one sail towing means 14 to capture at least a second wind v2, present at the second altitude q2, and exploit its propulsive force to adjust the altitude ql of the aircraft and / or pilot its advancement in a desired direction and possibly different from the directions of the winds present at that time, thus offering a considerable freedom of piloting and maneuvering of the aircraft.At least one nodal device 20 is also associated with the piloting system 10 (figures 1 and 2) and is arranged on the at least one sail towing means 14. The at least one nodal device 20 is connected to a sail 18 of the at least one sail towing means 14 and is configured to allow a variation in the orientation of the sail 18.
[0048] The nodal device 20 can be directly connected to the sail 18 of the at least one sail towing means 14, or it can be connected to the frame 48 of the at least one sail towing means 14, or to the tie rods 38, 40 connected to the at least one sail towing means 14.
[0049] The piloting system 10 can also include a nodal device 22 arranged on the flying lifting device 16 (figures 1 and 2). This nodal device 22 can be connected to a sail 16a of the flying lifting device 16 and be configured to allow a variation in the orientation of said sail 16a. The nodal device 22 can be connected directly to the sail 16a, to the frame 48, or to the tie rods 38, 40 of the flying lifting device 16.
[0050] In one embodiment (figure 1), the at least one nodal device 20, 22 associated with said at least one sail towing means 14 and / or the flying lifting device 16 may include first winding and unwinding means 42, such as winches or rollers, to adjust the length of each tie rod 38, 40 connected to the at least one sail towing means 14 and / or the flying lifting device 16, and consequently vary the orientation of the respective sail 18, 16a.
[0051] In an alternative embodiment, the at least one nodal device 20, 22 can be configured to adjust the orientation of the sail 18, 16a by modifying the shape of the frame 48 when in the form of a mechanism or articulated polygon, for example, by opening and widening, or narrowing or closing the frame 48.
[0052] The connection cables 24, 26 that connect the aircraft 12 to the at least one sail towing means 14 and the flying lifting device 16 can, for example, be made of synthetic fiber materials with high molecular weight, such as Gel Spun Polyethylene (Dyneema®) having a reduced weight and high resistance to tensile stresses. When fully deployed, the connection cables 24, 26 can reach high lengths, for example, up to 10,000 m.A distal end 24a, 26a of the connection cable 24, 26 can be directly connected to the sail 18, 16a of the at least one sail towing means 14 and / or the flying lifting device 16, or to the nodal device 20, 22, or to the frame 48, or to the tie rods 38, 40 of the at least one sail towing means 14 and / or the flying lifting device 16. It should be understood that each connection cable 24, 26 can be associated with the at least one sail towing means and / or the flying lifting device at one of the indicated points.
[0053] The connection cables 24, 26 can include at least one rotatable bearing 50 arranged on the aircraft 12 (figure 8). Specifically, the proximal ends 24b, 26b of the connection cables 24, 26 can be connected to the aircraft 12 by means of at least one rotatable bearing 50. This at least one rotatable bearing 50 can allow for tilting, oscillation, and / or relative vertical and / or horizontal orientation of the aircraft 12 with respect to the at least one sail towing means 14 and the flying lifting device 16 to which it is connected, allowing the aircraft 12 to orient freely with respect to the wind vl .
[0054] In an embodiment not illustrated in the figures, the connection cables 24, 26 can each include a respective rotatable bearing 50.
[0055] In one embodiment, the connection cable 24, 26 can include second winding and unwinding means 44, such as winches or rollers or reels or drums, used to adjust its length during use, bringing the at least one sail towing means 14 and / or the flying lifting device 16 closer to or further from the aircraft 12. Thus two winding and unwinding means 44 are each configured to wind or unwind a respective connection cable 24, 26 independently of each other. Specifically, the second winding and unwinding means 44 can be arranged on the aircraft 12 and / or on the at least one rotatable bearing 50 and can be associated with a proximal end 24b, 26b of the connection cable 24, 26 (figures 8 and 9).
[0056] In one embodiment, the winding and unwinding means 44 may each comprise a rotatable drum 45, around which the connection cable 24, 26 is wound or unwound to move the sail towing means 14 and / or the flying lifting device 16 closer to or further away from the aircraft 12. Each drum 45 can include a plurality of magnets 47 and be configured to rotate withrespect to a stator 49 equipped with windings 51, in such a way that the drum 45 and the stator 49 together form the generator 36 for the generation of electrical energy, i.e. an electromagnetic generator. The electrical energy can be stored in the battery 46. The drum 45 can advantageously be made to rotate passively by the unwinding of the connection cable 24, 26 due to the movement of the sail towing means 14 and / or the flying lifting device 16 away from the aerostat 12 because of winds v2 and v3.
[0057] In a preferred embodiment, the winding and unwinding means 44 may each comprise a rotatable drum 45, including a plurality of magnets 47 and configured to rotate around a stator 49 equipped with windings 51 and arranged inside the drum 45 (figure 10). The drum 45 with the magnets 47 can form an electromagnetic generator 36 with the stator 49 to generate electrical energy.
[0058] When the sail towing means 14 and / or the flying lifting device 16 must be brought closer to the aerostat 12, that is the connection cables 24, 26 must be wound around the drum 45, the generator 36 can function as a motor, i.e. by making the drum 45 rotate in the opposite direction and winding the connection cables 24, 26 around the drums 45.
[0059] In an alternative and not illustrated embodiment, the drum 45 is secured for rotation with a magnetic rotor of an external generator that rotates with respect to an electromagnetic stator of the external generator in such a way as to generate electrical energy when the drum 45 is caused to rotate by the movement of the sail towing means 14 and / or the flying lifting device 16 away from the aerostat 12 due to winds v2, v3.
[0060] In one embodiment, the piloting system 10 may comprise rotation transmission means 53, for example toothed wheels, secured for rotation with the drums 45 of the winding and unwinding means 44. The piloting system 10 can also include a connecting device 52, for example a toothed wheel, which can be activated and is configured to connect and disconnect the two winding and unwinding means 44. In other words, the connecting device 52 is configured to connect and disconnect the rotation transmission means 53 attached to the drums 45 (figure 11).When the connecting device 52 is activated, the drums 45 of the winding and unwinding means 44 of the sail towing means 14 and / or the flying lifting device 16 are coupled and rotated simultaneously in such a way as to allow the sail towing means 14 to move away from the aircraft 12 by the wind v2 and the simultaneous approach of the flying lifting device 16 to the aircraft 12, or vice versa. Advantageously, the alternating movement of the sail towing means 14 and the flying lifting device 16 away from the aircraft 12, exploiting winds v2 and v3, allows for a continuous generation of electrical energy by means of the generator 36. Furthermore, in this embodiment, no electrical energy is consumed for winding the connection cable 24, 26 of the sail towing means 14 or of the flying lifting device 16.
[0061] In other words, when the aircraft 12, the sail towing means 14 and the flying lifting device 16 are positioned at the relative altitudes ql, q2, q3, the generator 36, in the form of an electromagnetic generator, can generate electricity by activating the connecting device 52 that allows the sail towing means 14 and the flying lifting device 16 to alternately move away from the aircraft 12 due to the winds v2 and v3 to which they are subjected.
[0062] The connecting means 52 can include a reduction mechanism placed between the winding and unwinding means 44 of the two connection cables 24, 26 in such a way as to regulate the speed of rotation of the drums 45 and therefore the speed of approach and speed of departure of the sail towing means 14 and the flying lifting device 16 with respect to the aircraft 12, which may differ from each other.
[0063] In an alternative embodiment, the connection cables 24, 26 may have a fixed length and may have the proximal end 24b, 26b directly connected to the aircraft 12 and the distal end 24a, 26a directly connected to the nodal device 20, 22, or to the sail 18, 16a, the frame 48, or the tie rods 38, 40 of the sail towing means 14 and / or the flying lifting device 16. Optionally, in this embodiment, the connection cable 24, 26 can be folded during the launch phase of the aircraft 12 and unfold to its full length once the aircraft 12 reaches the desired altitude.
[0064] Installed on board the aircraft 12 are the first sensor means 28 (figure 1), which are configured to acquire data on the altitude ql at which the aircraft 12 is located and on a direction dl and a speed si of the first wind vl present at that first altitude ql.The second sensor means 30 are installed on the at least one sail towing means 14 and the flying lifting device 16 (figures 1 and 2) and are configured to acquire data on the altitude q2, q3 at which the at least one sail towing means 14 and the flying lifting device 16 are located and on a direction d2, d3 and a speed s2, s3 of the wind v2, v3 present at the altitude q2, q3.
[0065] The first and second sensor means 28, 30 may include GPS systems, for example.
[0066] The first sensor means 28 can be arranged in a front area, or in a rear area, or at the top of the aircraft 12, or in a combination of these positions, consistent with the shape of the aircraft 12 itself. Preferably, the first sensor means 28 are arranged on an outer surface of the aircraft 12, so as to be able to intercept the wind vl in which the aircraft 12 is immersed.
[0067] The second sensor means 30 can be arranged on the sail 18, 16a, or on the frame 48, or on the tie rods 38, 40 of the at least one sail towing means 14 and the flying lifting device 16, or in a combination of the previous positions based on the shape of the at least one sail towing means 14 and the flying lifting device 16 to maximize the wind v2, v3 detected by the second sensor means 30. In an alternative embodiment, the second sensor means 30 can be arranged on the nodal device 20, 22 associated with the respective sail towing means 14 and / or the flying lifting device 16.
[0068] The piloting system 10 also includes a control unit 32 which can be arranged on the aircraft 12 (figures 1 and 2) or on the ground. The control unit 32 can communicate with the first sensor means 28, the second sensor means 30, the nodal devices 20, 22, and / or with a programmable memory (not illustrated) provided on board the aircraft.
[0069] The control unit 32 is configured to acquire data relating to the first altitude ql of the aircraft 12, the second altitude q2 of the at least one sail towing means 14, the third altitude q3 of the flying lifting device 16, and the speeds si, s2, s3 and directions dl, d2, d3 of the winds vl, v2, v3 from the first and second sensor means 28, 30. This data acquisition can occur in real-time or the acquisition can be carried out with a predetermined sampling frequency.Furthermore, the control unit 32 is configured to acquire command data indicative of a desired direction or destination. Such command data can be a signal transmitted from the ground or can be provided in the programmable memory on board the aerostat 12 supplied in real-time or at a certain frequency.
[0070] In one embodiment, the control unit 32 can be configured to acquire data (speed and directions) of winds at altitudes different from ql, q2, and q3 so as to map winds present in surrounding areas and capture them with the at least one sail towing means 14 and / or with the flying lifting device 16 to move the aircraft 12 towards a desired destination. Such data can be provided to the control unit 32 by aerostatic devices, arranged in the stratosphere and / or the troposphere, which are not part of the present invention, or by probes (not illustrated) connected to the at least one sail towing means 14 and / or the flying lifting device 16 by means of a cable.
[0071] When the acquired data is available, the control unit 32 correlates and processes said data and based on the results generates command signals which are supplied to the at least one nodal device 20 to adjust the orientation of the at least one sail 18. The orientation of the sail towing means 14 and / or the flying lifting device 16 can take place as previously described by means of the adjustment of the tie rods 38, 40 or by means of the adjustment of the frame 48.
[0072] In one embodiment, the command signals from the control unit 32 are supplied to the nodal devices 20, 22 arranged on the at least one sail towing means 14 and on the flying lifting device 16 to adjust the orientation of the respective sails 18, 16a.
[0073] Alternatively or additionally, when the acquired data is available, the control unit 32 is configured to generate command signals that are supplied to the second winding and unwinding means 44 to adjust the length of the connection cable 24, 26, bringing the at least one sail towing means 14 and / or the flying lifting device 16 closer to or further from the aircraft 12 itself.The command signals to the nodal devices 20, 22 for adjusting the orientation of the at least one sail towing means 14 and / or the flying lifting system 16 and those to the second winding and unwinding means 44 for adjusting the length of the connection cable 24, 26 of the at least one sail towing means 14 and / or the flying lifting device 16 allow the regulation of the at least one sail towing means 14 and / or the flying lifting device 16 which can quickly position themselves at the respective altitude q2, q3 and capture the wind v2, v3 to pilot the aircraft 12 in the desired direction.
[0074] The piloting system 10 can also include a plurality of transmission means that can be operatively associated with the first and second sensor means 28, 30, for the transmission of the data acquired by said sensor means to the control unit 32, for example, by means of wireless data transmission.
[0075] In an alternative embodiment, when the control unit 32 is arranged on board the aerostat, it is possible to provide that the first sensor means 28 transmit the acquired data to the control unit 32 by means of a wired connection and that transmission means are provided for wireless communication between the second sensor means 30 and the control unit 32.
[0076] The at least one communication device 34 (figures 5-8) provided on the aircraft 12 is set up to receive and transmit signals for telecommunications and Internet connectivity. The communication device 34 can be an antenna, for example a radio antenna, or an antenna that uses 5G communication protocols or a radar. The communication device 34 can advantageously be housed in a protective housing 34a, for example in the form of a dome, and arranged in the lower part of the aircraft 12 (figure 8).
[0077] Furthermore, the aerostat 12 is also provided with at least one generator 36 for generating electrical energy by exploiting the wind vl in which the aerostat 12 is immersed and at least one battery 46 for storing said electrical energy (figures 5, 7, 8, 10, 11). The generated electrical energy can be used to power the at least one communication device 34, the nodal systems 20, 22, the winding and unwinding means 42, 44, the control unit 32, and / or other electronic devices installed on board the piloting system 10. For example, the at least one generator 36 of electrical energy can be a wind generator and / or a solar panel (figure 5, 7,8). For example, the at least one 36 electrical energy generator can be an electromagnetic generator (figure 10).
[0078] An additional generator for generating electrical energy can be arranged on the at least one sail towing means 14 and may be able to exploit the wind v2 in which the at least one sail towing means 14 is immersed to generate electrical energy.
[0079] In one embodiment, the aircraft 12 can also be equipped with systems for motion detection and / or heat detection 55 (figures 6 and 8). For example, the motion detection systems can be cameras and / or radar, and the heat detection systems can be infrared cameras.
[0080] Advantageously, having the at least one communication device 34, the at least one generator 36, the at least one battery 46, and / or the systems for motion detection and / or heat detection 55 on board the aircraft 12 allows the piloting system to concentrate most of the mass carried by the piloting system at the lower altitude ql compared to the altitudes q2 and q3 at which the at least one sail towing means 14 and a flying lifting device 16 are located, and thus, advantageously allows the piloting system 10 to be more stable during stationing in the stratosphere and / or troposphere.
[0081] Various modes of arrangement of the piloting system 10 of the aircraft in the stratosphere and / or troposphere are possible, usable depending on the configuration of the aircraft 12 and the at least one sail towing means 14 and the flying lifting device 16.
[0082] The operation of the piloting system 10 of the present invention is as follows. When the piloting system 10 reaches the desired altitude in the stratosphere and / or troposphere, it remains there by exploiting the winds vl, v2, v3 present in the stratosphere and / or the troposphere itself at different altitudes. In particular, the aircraft 12 is positioned at the first altitude ql where the first wind vl is present, for example, an altitude ql in the troposphere. The aircraft 12 can be positioned against the wind, for example, when in the form of an airship or glider. When in the form of a glider, the aircraft can also be positioned to receive the wind laterally. Advantageously, by positioning against the wind, the airflow impacting the wind generators will be greater, and thus, the energy produced will be greater. The atleast one sail towing means 14 and the flying lifting device 16, having their respective sails 18, 16a deployed and / or the aerostat 16b, are positioned at the second altitude q2, for example, in the troposphere, and at the third altitude q3, for example, in the stratosphere, to capture the second wind v2 and the third wind v3 and are utilized to maintain the position of the aircraft 12 or to generate propulsion and pilot the advancement of the aircraft 12 in a desired direction or to maintain the position. The first wind vl, the second wind v2, and the third wind v3 can have a speed si, s2, s3 between 20 km / h and 180 km / h. Preferably, the aircraft 12 is positioned at an altitude ql where there is a wind vl with a speed si of about 80 km / h.
[0083] The wind vl to which the aircraft 12 is subjected, the second wind v2 to which the at least one sail towing means 14 is subjected, and the third wind v3 to which the flying lifting device 16 is subjected can have directions that are either consistent or different from each other, forming an angle.
[0084] By exploiting the different directions of the winds vl, v2, v3 in which the aircraft 12, the at least one sail towing means 14, and the flying lifting device 16 are respectively located, the piloting system can advantageously maintain the aircraft 12 in a desired stationary position, even against the wind. Alternatively, when the winds are opposite, the piloting system can ascend the strong wind present at low altitudes using the flying lifting device 16 that exploits the wind v3 present at high altitudes, a wind with different directions, for example opposite, to that at low altitudes, as propulsion and using the at least one sail towing means 14 that serves as a guide.
[0085] When immersed in a wind v2, v3, the sail 18 of the at least one sail towing means 14 and the sail 16a of the flying lifting device 16 are subject to an aerodynamic force that can be broken down into aerodynamic drag D, with a direction dD parallel to the direction d2, d3 of the wind v2, v3, and lift L which has a direction dL perpendicular to the direction d2, d3 of the wind v2, v3 and allows the sail 18, 16a to change its altitude q2, q3 by rising or lowering. Drag D and lift L acting on the sail 18 of the at least one sail towing means 14 and the sail 16a of the flying lifting device 16 will have different intensities iD, iL based on the orientation of the at least one sail towing means 14 and the flying lifting device 16 with respect to the direction d2, d3 of the wind v2, v3.By appropriately defining the direction dD, dL and intensity iD, iL of the drag D and lift L, it is possible to pilot the at least one sail towing means 14 and / or the flying lifting device 16. In fact, by keeping the orientation of the at least one sail towing means 14 and / or the flying lifting device 16 constant with respect to the direction d2, d3 of the wind v2, v3, it is possible to maintain the altitude q2, q3 of the at least one sail towing means 14 and / or the flying lifting device 16. By changing the orientation of the at least one sail towing means 14 and / or the flying lifting device 16, by adjusting the lengths of the tie rods 38, 40, with respect to the wind v2, v3 to which it is subjected, it is possible to vary the intensities iD, iL of the drag D and lift L and thus change the altitude q2, q3 of the at least one sail towing means 14 and / or the flying lifting device 16, which will find itself at a higher or lower altitude than the previous one. This change of altitude q2, q3 of the at least one sail towing means 14 and / or the flying lifting device 16 occurs quickly following its change of orientation, immersing the sail towing means 14 and / or the flying lifting device 16 in a different wind than the previous one.
[0086] The at least one sail towing means 14 and the flying lifting device 16, positioned at a relative altitude q2, q3, exert a traction force on the respective connection cable 24, 26 to the aircraft 12 that is transferred to the aircraft 12 itself. The aircraft 12, positioned at the first altitude ql, is therefore subjected to the wind vl and a traction force received from the at least one sail towing means 14 and the flying lifting device 16. By balancing the force of the wind vl and the traction forces, it is possible to maintain the aircraft 12 at a defined altitude, thus keeping it in balance. Alternatively, by varying the contribution of the traction force transferred to it by the at least one sail towing means 14 and / or the flying lifting device 16, it is possible to pilot the aerostat 12 forward towards a desired direction, for example, making movements at the same altitude, or it is possible to vary its altitude ql by making it rise or lower. The presence, in the piloting system 10 for the aircraft 12, of at least one sail towing means 14 and a flying lifting device 16 independent of each other, advantageously makes it possible to maneuver the aircraft 12 in the stratosphere and / or troposphere in a stable, fast, and precise manner at desired points in the stratosphere and / or troposphere.While specific embodiments of the invention have been described, it must be understood that this disclosure has been provided purely for illustrative purposes and that the invention should not be limited in any way by it. Various modifications will be evident to those skilled in the art in light of the preceding examples. The scope of the invention is limited only by the appended claims.
Claims
CLAIMS1. A piloting system (10) for aircraft (12) stationed in the stratosphere or in the troposphere, the piloting system comprising:an aircraft (12) configured to reach a first altitude (ql) and be immersed in a first wind (vl);at least one sail towing means (14) orientable and configured to reach a second altitude (q2), higher than the first altitude (ql), to capture at least a second wind (v2) at said second altitude (q2), and exploit the propulsive force thereof in order to adjust the altitude (ql) of the aircraft (12) and / or pilot its advancement in a desired direction, wherein the at least one sail towing means (14) comprises at least one sail (18);at least one nodal device (20) arranged on the at least one sail towing means (14), wherein the at least one nodal device (20) is connected to a sail (18) of the at least one sail towing means (14) and is configured to allow a variation in the orientation of the sail (18);a flying lifting device (16) configured for lifting the aircraft (12), comprising at least one sail (16a) and one aerostat (16b) connected to each other and configured, further, to reach a third altitude (q3), higher than the first altitude (ql) and the second altitude (q2), to capture at least a third wind (v3) at said third altitude (q3);at least two connection cables (24, 26) that connects the aircraft (12) respectively to the at least one sail towing means (14) and to the flying lifting device (16);first sensor means (28) arranged on the aircraft (12) and configured to acquire data on the altitude (ql) of the aircraft (12) and on a direction (dl) and a speed (si) of the first wind (vl) at said first altitude (ql);second sensor means (30) arranged on the at least one sail towing means (14) and on the flying lifting device (16) and configured to acquire data on the altitude (q2, q3) of the sail towing means (14) and of the flying lifting device (16) and on a direction (d2, d3) and a speed (s2, s3) of the wind (v2, v3) at said altitude (q2, q3);a control unit (32) configured to acquire data relating to altitudes (ql, q2, q3), speed (si, s2, s3) and directions (dl, d2, d3) of the winds (vl, v2, v3) from the first (28) and second (30) sensor means, acquire control data indicative of a desired direction or destination, correlate and process the acquired data and generate control signals which are supplied to the at least one nodal device (20) to adjust the orientation of the at least one sail (18);wherein the aircraft (12) comprises:at least one communication device (34) adapted for receiving and transmitting signals for telecommunications and Internet connectivity; andat least one generator (36) for generating electrical energy and at least one battery (46) for electrical energy storage.
2. A piloting system (10) according to claim 1, wherein the aircraft (12) and / or the aerostat (16b) of the flying lifting device (16) have one or more stabilizing elements (60).
3. A piloting system (10) according to claim 1 or 2, comprising a nodal device (22) arranged on the flying lifting device (16), wherein the nodal device (22) is connected to a sail (16a) of the flying lifting device (16) and is configured to allow a variation in the orientation of said sail (16a).
4. A pilotage system (10) according to any of the preceding claims, wherein the aircraft (12) comprised systems for motion detection and / or heat detection (55).
5. A piloting system (10) according to any one of the preceding claims, wherein the at least one sail towing means (14) and / or the flying lifting device (16) comprise a frame (48) attached to the respective sail (18, 16a), the frame being rigid or semi-rigid or adjustable by means of one or more articulated elements.
6. A piloting system (10) according to any one of the preceding claims, wherein the at least one sail towing means (14) and / or the flying lifting device (16) each comprise at least two tie rods (38, 40) acting on the respective sail (18, 16b) and being adjustable in length, and wherein the at least one nodal device (20, 22), associated with said at least one sail towing means (14) and / or the flying lifting device (16), comprise first winding and unwinding means (42) to adjust the length of each tie rod (38, 40) and consequently vary the orientation of the sail (18, 16a).
7. A piloting system (10) according to any one of the preceding claims, the connection cables (24, 26) include at least one rotatable bearing (50) arranged on the aircraft (12).
8. A piloting system (10) according to any one of the preceding claims, wherein the connection cables (24, 26) comprise second winding and unwinding means (44) arranged on the aircraft (12) and / or on the at least one rotatable bearing (50) for adjusting the length of the relative connection cables (24, 26).
9. A piloting system (10) according to claim 8, wherein the winding and unwinding means (44) each comprise a rotatable drum (45) that includes a plurality of magnets (47) and is configured to rotate with respect to a stator (49) provided with windings (51), wherein the drum (45) and the stator (49) form the generator (36) for the generation of electrical energy.
10. A drive system (10) according to claim 8 or 9, wherein the winding and unwinding means (44) each comprise a rotatable drum (45) that includes a plurality of magnets (47) and is configured to rotate about a stator (49) provided with windings (51) and disposed internally of the drum (45), wherein the drum (45) and the stator (49) form the generator (36) for the generation of electrical energy.
11. A drive system (10) according to claim 9 or 10, comprising rotation transmission means (53) secured for rotation with the drums (45), and a connecting device (52) that can be activated and is configured to connect and disconnect the rotation transmission means (53) of the two drums (45) in such a way as to make them rotate simultaneously.
12. A piloting system (10) according to claim 11, wherein the connecting means (52) includes a reduction mechanism configured to rotate the drums (45) of the winding and unwinding means (44) at different rotational speeds, unwinding and winding the connection cables (24, 26) at different speeds.
13. A piloting system (10) according to any one of claims 8 to 12, wherein the control unit (32) is configured to generate control signals which are supplied to said second winding and unwinding means (44) for adjusting the length of at least one of the connection cables (24, 26).
14. A piloting system (10) according to any one of the preceding claims, wherein the at least one sail towing means (14) and / or the flying lifting device (16) comprises: a sail made of canvas or other flexible material, or a flexible wall capable of taking a concave shape for capturing the wind, or a rigid wall having a concave surface.