Modularized airplane structures and methods

A modularized airplane includes two separably interconnected modules. A first module, incorporating substantial airplane styles, includes a fuselage portion and at least one wing or stabilizer with an associated control surface. A second module carries a set of essential flight components sufficing airplane operations, including propulsion unit, servo for moving control surface, and power source. Magnetic connectors affixed on the modules facilitate inter-modular structural connection. A control linkage assembly, linking control surface on first module and associated servo on second module, is formed with two portions longitudinally movable and separably connected by two magnetic connectors oppositely affixed on each portion. The structural connection and the servo-to-control surface linkage assembly facilitate substantially effortless inter-modular connections to form a functional airplane, as well as nondestructive inter-modular disconnection. The second module can be connected to different aerodynamic styled first modules to form airplanes for different applications, using same essential components.

BACKGROUND

1. Field of Invention

The present invention relates generally to modularized airplanes. More specifically, it relates to radio controlled and/or autonomously controlled modularized airplane structures and methods which enable rapid and substantially effortless inter-modular connection to form modularized airplanes, enable differing airplanes to be formed using the same set of essential airplane components, and allow nondestructive module-wise disconnection to protect the airplane modules and the components from damage in high impact events.

2. Description of Prior Art

The technology advancement in microelectronics, propulsion components, powerful lightweight batteries and new materials have enabled unmanned airplanes to be built ever lighter and smaller. Radio controlled and/or autonomously controlled airplanes of a few grams in weight and a few inches in wingspan have already become reality. Airplanes of such scale have a range of applications from sport recreation to scientific and military applications that conventional larger airplanes are unable to carry out. For an owner of such airplanes it is often desirable to have multiple airplanes of differing specifications to meet various application requirements.

Conventionally airplanes in general have been designed and constructed as integral units with fixedly-mounted components and inseparable control linkages, and each has its own designated body and essential components. For radio controlled and/or autonomously controlled airplanes the main disadvantage of the conventional construction is that it is costly to own multiple airplanes for applications of various natures due to the lack of mechanisms for conveniently sharing expensive components and structures among airplanes. Another disadvantage is its relatively high susceptibility to damages during high impact events due to its inseparable integral structure and interconnections. Yet another drawback of the conventional integral airplane construction is that it makes maintenance and repair more laborious.

Therefore, it would be advantageous for radio controlled and/or autonomously controlled airplanes to be modularized into a component module collectively carrying essential airplane components and another style-specific module incorporating substantial airplane style characteristics and aerodynamic specifications, wherein the module members are arranged to operatively and separably interconnect to one another to form a functional airplane. The component module is relatively more expensive than the style-specific module because of the essential airplane components therein, and it can be selectively integrated with differing style-specific modules to form differing airplanes, thus enabling the sharing of essential airplane components among multiple airplanes.

For airplanes that weigh a few grams the handling of the small and delicate structures and components poses challenges to untrained hands. Therefore modularized airplanes of small scale would be more practical if substantially effortless and automatic means were provided for inter-modular structural and functional connection and disconnection without involving extensive physical handling.

There have been attempts to modularize airplane structure. A simple and popular method is to render the main lifting wings structurally separate from, yet attachable to, the rest of the airplane body to form a functional airplane. This modular wing method is typically used for convenient airplane transportation and storage, and is unable to offer substantial airplane variation. U.S. Pat. No. 5,046,979 to Ragan et al. disclosed a chassis module for radio controlled airplanes to collectively mount essential components, which can be removably mounted inside the fuselages of differing airplane. However the invention lacks means for non-strenuously transferring the module from airplane to airplane, and it also lacks means for substantially effortlessly linking and de-linking the airplane control linkages. U.S. Pat. No. 6,126,113 to Navickas revealed a method for modularizing helicopters, which provides the mechanism to mix differing helicopter modules into helicopters. However the processes for disintegrating and reintegrating a modular helicopter are still complex and laborious.

In view of the prior art at the time the present invention was made, while many took the advantages that the modularization concept offers, such as component sharing and maintenance accessibility, it was not obvious to those of ordinary skill in the pertinent art that a modularized airplane with connection means capable of substantially automatic and effortless inter-modular integration and disintegration is desirable, nor was it obvious how such a modularized airplane could be provided.

SUMMARY OF THE INVENTION

The general purpose of the present invention, which will be described subsequently in greater detail, is to provide a new modularized radio controlled and/or autonomously controlled airplane construction that enables effortless and substantially automatic inter-modular integration and nondestructive disintegration. Such modularized airplanes allow for swift, routine and effortless module mixing to form differing airplanes, sharing essential airplane components among differing airplanes, and improving crash damage resistance, which makes modularized airplanes, especially small modularized airplanes, highly practical and reduces the cost of owning multiple airplanes.

To attain this, the present invention generally comprises:

a style-specific airplane module having a fuselage portion, wings and stabilizers with control surfaces and incorporating substantial airplane style characteristics and aerodynamic specifications;

a shared component airplane module carrying essential airplane components including power supply units, propulsion units, control actuating devices, control-commands providing electronics units, interconnected operatively;

structural connection means having magnetic-attraction operated connection interfaces and alignment structures that enables substantially effortless inter-modular structural connection and excessive structural tension induced nondestructive inter-modular disconnection;

control linkage means having a control linkage assembly formed by two linkage portions separably connected by magnetic attraction means that facilitates substantially automatic forming of control motion transmission linkage as well as excessive-tension induced nondestructive linkage disconnection.

Upon being brought to physical proximity within the magnetic attraction range of the structural connecting means, the style-specific module and the shared-component module will structurally connect to one another by the structural connection means substantially automatically, which in turn will result in the two control linkage portions of the linkage assembly being brought to within the magnetic connecting force range, and control link connection will subsequently take place by the control linkage means substantially automatically, thus forming a structurally and functionally complete modular airplane, which allows modular disconnection and control transmission de-linking in excessive structural and transmission linkage tension situations, thus preventing airplane module and component damage, and facilitating routine substantial effortless methods for disassembling airplane.

A primary object of the present invention is to provide modularized airplane structures and methods that facilitate routine, rapid and substantially automatic inter-modular connection and disconnection to maximize efficiency and practicality for forming and unforming modularized airplanes, especially light-weight unmanned modularized airplanes.

Another object of the present invention is to provide inter-modular connection means for modularized airplanes to allow nondestructive inter-modular disconnection in situations of excessive structural stress and control linkage tension, such as airplane crash, to minimize possible structural and component damages.

Another object of the present invention is to provide a modularized airplane design enabling routine sharing of common and essential airplane components among differing airplanes to reduce costs of owning and maintaining multiple airplanes.

Another object of the present invention is to provide a modularized airplane design that allows substantial airplane style characteristics and aerodynamic specifications to be incorporated into interchangeable modules which can routinely and effortlessly integrate to a commonly shared module of essential airplane components to form airplanes for various applications.

Yet another object of the present invention is to provide a modularized airplane construction that facilitates greater structural and component accessibility for maintenance and repair.

Other objects and advantages of the present invention will become obvious to the reader and it is intended that these objects and advantages be within the scope of the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

Turning now descriptively to the drawings, in which similar reference characters denote similar elements throughout the several views.

Referring to the drawings, and in particular toFIGS. 1 to 3,FIG. 4A,FIG. 5A,FIG. 8a modularized airplane according to the present invention is referenced generally by reference numeral5in the preferred embodiment. The modularized airplane5comprises an airplane style-characteristics-specific module (“character module” hereinafter), denoted10inFIG. 1, and a shared component module (“component module” hereinafter), denoted20inFIG. 1.

Character module10comprises a fuselage portion50, airplane wings38,38′ and stabilizers39,39′ conjoint to the fuselage portion, control surfaces including ailerons51,52, elevators53,54and rudder55operatively attached to the wings, horizontal stabilizers and vertical stabilizer, respectively. A plurality of torque transmitting rods64,65,66,67, are fixedly joined with control surfaces51,52,53,55, respectively, transmitting rod66is also fixedly joined with control surface54. A plurality of control levers60,61,62,63, are fixedly mounted on torque rods64,65,66,67of control surfaces, respectively, for the purpose of transmitting control motion to control surfaces by control linkage means which is shown inFIGS. 4A,5A and will be described later herein. A plurality of magnetic inter-modular structural connector members56,57,58,59are distributed in fuselage portion50and affixed at selected locations. Inter-modular structural connection alignment structures34,35,36,37are provided for assisting inter-modular structural connection by connection means which is shown inFIG. 3and will be described in detail later in this document.

It is to be understood that the numbers, locations and configurations of wings, stabilizers, and the number of control surfaces can vary according to the airplane design, and should not be limited by the embodiment herein presented.

It is to be appreciated substantial airplane style characteristics and aerodynamic specifications can be incorporated into character module10.

Component module20comprises a fuselage portion88complementing fuselage portion10to form a complete airplane fuselage, essential airplane components sufficient for airplane operations including a propulsion unit having engine69and propeller68, electronics unit70for processing remote control and/or auto-piloting signals to control on-board components, power sources71to provide power for onboard power consuming components, actuating devices40,41,42, to provide mechanical control motion for control surfaces rudder55, elevators53,54, and ailerons51,52, respectively, and support structures adhered to fuselage portion88provided for attaching essential airplane components thereto. Said essential airplane components are mounted on said support structures. In current embodiment said support structures are incorporated into the fuselage portion88, and therefore not explicitly shown. Operative interconnection of essential airplane components, as shown inFIG. 8, are implied, but not explicitly shown inFIGS. 1 and 2.

A plurality of inter-modular structural connectors72,73,74,75, magnetically attractive to the inter-modular structural connectors56,57,58,59of character module10, respectively, are distributed on fuselage portion88and affixed at locations opposite and properly connectable to inter-modular structural connector members56,57,58,59, respectively, forming magnetically attractive connector member pairs. Inter-modular structural interface alignment structures76,77,78,79are provided on the component module opposite to complementary structures34,35,36,37on the character module for assisting inter-modular structural connection by connection means which is shown inFIG. 3and will be described in detail later herein.

A plurality of control motion transmission rods80,81,82,83, have one end operatively coupled to motion output levers99,99′,97,98of servo devices42,40,41, respectively. Cylindrically shaped and axially magnetized magnet elements84,85,86,87are fixedly and coaxially attached to the free end of rods80,81,82,83, respectively, so that the free end surfaces of the magnets are perpendicular to the axes of the rods to which the magnets are attached. A plurality of control rod guide members43,44,45,46, attached to said support structure incorporated in the fuselage portion88, each having an aperture through which the control motion transmission rods80,81,82,83pass, respectively, provide both support and lateral movement limits for said control motion transmission rods. Optional landing gear89,90are removably attached to the component module. Optional openings91,92are provided on fuselage portion88for control coupling inspection and adjustment after module members are interconnected.

It is to be understood that the number and type of components onboard the component module should be sufficient for the types of airplane intended by the modular system, and not be limited to those embodied herein.

It is also to be understood that although not reflecting the advantages represented by this invention fins, with or without control surfaces, are not excluded by this invention in the component module embodiment.

It is to be appreciated that said support structures for attaching essential airplane components can take various forms, such as a frame mounted with essential components attached to fuselage portion88, or fuselage portion88itself incorporating support structures for attaching said essential components. The specific structure, however, does not directly relate to the advantages of this invention.

The embodiment FIGS presented herein do not show interconnections among said essential components, however it is to be understood that an operatively interconnected electrical, control and power environment sufficient for normal functioning of components shown is implied.FIG. 8illustrates operational interconnection of the essential airplane components in the form of a simplified schematic diagram.

InFIG. 3the inter-modular structural connection means is shown in detail. It is to be understood that although said plurality of connector member pairs and said plurality of alignment structures collectively contribute to the inter-modular structural connection means it is sufficient to illustrate the operation using only one of the connector pairs58,75and one section of the alignment structures37,79of current embodiment.

The inter-modular structural connection means comprises a mutually magnetically attractive member pair58,75oppositely affixed on opposing module members10,20at predetermined locations for ensuring airplane structural and aerodynamic integrity when the module members are connected and held together by mutual magnetic attraction force. The magnetic attraction strength between members in said pair is selected to ensure the airplane's structural integrity under allowable operating conditions and also to enable nondestructive inter-modular structural disconnection under intentional or unintentional excessive structural tension situations.

An interlocking mechanism comprises physically matching structural members37,79joined at or being an extension of opposing modules10,20, respectively. Structure member79forms a valley shaped opening wider at the top than at the bottom. The shape and size of structure member37substantially complements the valley shape and size of structure member79. During the process of inter-modular structural connection modules10and20are brought to physical proximity where member79starts to accept member37. The wider opening of the valley of member79provides relative position tolerance for the two approaching modules. The structure79provides guidance for the approach to interconnection. The matching shapes of members37,79provide precise inter-modular structural connection alignment and inter-modular lateral interlocking once modules10,20, are structurally interconnected.

As the modules10,20approach one another and reach the proximity of the range of sufficient attractive magnetic force between members58and75the subsequent inter-modular structural connection will proceed substantially automatically by the attractive magnetic force.

The magnetic attraction strength between the connector members58and75is chosen such that in the event of excessive inter-modular structural parting stress of intentional or unintentional cause, inter-modular structural disconnection will occur before the stress exceeds the maximum allowed structural stress for modules10and20, resulting in nondestructive module-wise disconnection.

It is to be appreciated that the interlocking mechanism can be achieved with differing structure forms, and in cases where requirements on inter-modular structural alignment and lateral displacement are not stringent the interlocking mechanism may not be necessary.

There are four similar control linkages in current embodiment, coupling the rudder, elevator and two ailerons to the associated servo devices, respectively. A representative control linkage assembly according to current invention in current embodiment is illustrated inFIGS. 4A,5A, and is sufficient to illustrate the principle.

It is to be understood that the purpose ofFIG. 4Ais to illustrate the operation principle of the control linkage means. Although the numerical notations of the linkage between rudder55and associated servo device40inFIGS. 1,2are used, the illustration inFIG. 4Ais not intended to scale or to be graphically identical to any of the linkage assemblies shown inFIGS. 1,2.

As shown inFIG. 4A, the control linkage means provides control motion linkage from a servo device40having motion lever97to a control surface member55via a control motion linkage assembly.

Said control motion linkage assembly comprises a rod member82with one end operatively coupled to servo lever97, a linkage guide member45secured on component module20and having an aperture through which the rod member82passes, a cylindrically shaped magnet86attached coaxially to the free end of rod member. The aperture of the guide member45defines a limited spatial orientation region for the rod82while not restricting the control motion transmission movement of the rod.

Said control linkage assembly further comprises a control-motion-receiving lever62perpendicularly affixed to a torque rod67extended from the control surface55, a magnetically attractive member95fixedly attached to the coupling end of lever62extending substantially perpendicular to both the lever body62and the torque rod67toward the servo lever97. The exposed surface of member95is smooth and spherical in shape.

The relative angle between lever62and control surface55is chosen such that the control surface is at neutral position when controlling servo lever97is at its neutral position.

When the magnetic end surface of the magnet member86on the rod82connects to the magnetic attractive member95on the lever62, shown as86′ in dashed lines inFIG. 4A, the attractive magnetic force will maintain the contact so long as the linkage tension at the connection point does not exceed the magnetic attraction force. This connection means allows the lever62to pivot about the connecting point and therefore it allows control motion to be transmitted from the servo arm97through the rod82to the lever62which in turn moves the control surface, thus forming a control motion linkage. The magnetic attraction strength between the coupling members86and95is chosen to sustain the coupling linkage under allowed operation conditions.

With reference toFIG. 5A, the preferred embodiment of means for isolating the control surface from excessive pulling tension present in the control linkage is disclosed, based on the preferred control linkage embodiment shown inFIG. 4A. The lever62has an end portion162extending beyond coupling member95and forming a spatial relationship with coupling member95, such that as the rod82is pulled in the direction away from lever62causing the angle between rod82and lever62to increase from the neutral position of about 90 degrees, at a certain angle the flat coupling surface of the coupling magnet86will be in contact with both the spherical surface of the coupling member95on lever62and the end portion162of the lever62, as shown inFIG. 5Ain the solid lined position, which will prevent further increase in angle without disconnecting member86from member95and therefore de-linking the control linkage. Continued pulling of the rod82along the same direction will cause decoupling of the linkage. This mechanism isolates and therefore protects the control surface and associated structures from excessive tension present in the control linkage.

The length of the motion transmitting rod82and the location of the guide member45are adjusted such that when airplane modules10and20are structurally interconnected the magnetic coupling member95on lever62will be able to operatively couple with the coupling magnet member86on the rod82to form a control linkage.

The size and shape of the guide aperture is adjusted to limit the rod orientation to ensure the magnetic coupling members95and86stay within sufficiently close range of one another while not restricting control motion transmission, where magnetic attraction induced coupling will occur substantially automatically when the two modules are interconnected structurally.

The main advantage of the inter-modular structural connection and control linkage means of the current invention of the modularized airplane is that the processes for inter-modular connection and disconnection can be achieved by simply placing the modules together allowing magnetic auto-connection and simply pulling the modules apart from one another, and therefore it enables swift, effortless and substantially automatic inter-modular structural connections and control linkage couplings to form a functional airplane, as well as nondestructive module-wise disconnection under excessive structural and control linkage stress situations facilitating both rapid, substantially effortless module-wise disconnection of an airplane and heightened resistance to high impact damage.

With reference toFIG. 2, a modularized airplane having module members10and20as inFIG. 1interconnected by inter-modular connection means and control linking means according to current invention is revealed.

Referring now toFIGS. 4B to 4G, a number of alternative embodiments of control linkage means are disclosed.

The first alternative embodiment is illustrated inFIG. 4B, in which the control surface member55has no torque rod attached, and the control motion receiving lever62is directly mounted on the control surface.

A variation of the embodiment revealed inFIG. 4Bis illustrated inFIG. 4C, in which the control surface member55has no transmission lever, and the magnetically attractive coupler95is attached to a mounting structure95′ provided on the control surface55, linking the control surface to the control rod82substantially perpendicularly. The distance between the coupling member95and the operation axis55′ of the control surface serves effectively as a lever.

An alternative of the preferred embodiment disclosed inFIG. 4Ais disclosed inFIG. 4D, in which the magnetically attractive coupling member195is cylindrical in shape and coaxially secured on a base member102which in turn is pivotally coupled to the control motion receiving lever62.

With reference toFIG. 4E, another alternative of the preferred embodiment shown inFIG. 4Ais disclosed, in which the methods for linking the servo lever member97to the control surface lever62is the exact reverse of the linkage shown inFIG. 4A. An alternative embodiment for the means for isolating the control surface from excessive pulling tension, involving member110, is shown which will be described in detail later herein. The main advantage of the alternative embodiment for the control linkage means shown inFIG. 4Eis that it allows more dimensional freedom in designing the airplane style-characteristics-specific module member, denoted as character module10in current embodiment by varying the length of control link rod82, now linked pivotally to control surface lever62by coupling end102, as shown inFIG. 4E.

With reference toFIG. 4F, another alternative embodiment of the control linkage method is shown, in which the methods for linking the servo lever member97to the control surface lever62is the exact reverse of the linkage shown inFIG. 4D. An alternative embodiment for the means for isolating control surface from excessive pulling tension, involving member110, is shown which will be described in detail later herein. This alternative embodiment has the same advantage as that described in the embodiment shown inFIG. 4E.

With reference toFIG. 4G, another alternative control linkage embodiment is disclosed, in which the control rod comprises two separate portions,182with coupling end101and82with coupling end102, pivotally coupled to servo lever97and control surface lever62, respectively. Two mutually magnetically attractive members86,103, cylindrical in shape, are coaxially attached at the free ends of the two control rod portions182and82, respectively. Two guide members,45affixed on module20and145affixed on module10, are provided to guide the two control rod portions182and82, respectively. An alternative embodiment for the means for isolating the control surface from excessive pulling tension, involving member110, is shown which will be described in detail later herein. This alternative embodiment has the same advantage as that described in the embodiment shown inFIG. 4E.

Referring now toFIGS. 5B to 5D, a number of alternative embodiment for the means for isolating the control surface from excessive pulling tension according to current invention are disclosed.

With reference toFIG. 5B, an embodiment variation of the means for isolating the control surface from excessive pulling tension shown inFIG. 5Ais disclosed, the control linkage embodiment herein is based on that shown inFIG. 4C, in which the control surface55has no control lever, and the coupling member95is attached to a mounting structure95′ provided on the control surface55having a portion162extending beyond coupling member95in the direction away from the control surface operation axis55′. The functional principle in this embodiment is identical to that disclosed in the embodiment shown inFIG. 5A.

With reference toFIG. 5C, an alternative embodiment of the means for isolating the control surface from excessive pulling tension present in the control linkage is disclosed, based on the control linkage embodiment disclosed inFIG. 4D. The lever62has an end portion162extending beyond the lever coupling point and forming a spatial relationship with coupling base member102, such that as the rod82is pulled in the direction away from lever62causing the angle between rod82and lever62to increase from the neutral position of about 90 degrees, at a certain angle the coupling base member102will be in physical contact with the end portion162of the lever62, as shown inFIG. 5Cin the solid lined position, which will prevent further increase in angle without disconnecting member86from coupling base member102and therefore de-linking the control linkage. Continued pulling of the rod82along the same direction will cause decoupling of the linkage. This mechanism isolates and therefore protects the control surface and associated structures from excessive tension present in the control linkage.

With reference toFIG. 5D, an alternative embodiment of the means for isolating the control surface from excessive pulling tension present in the control linkage is disclosed, based on the control linkage portion from the control surface lever62to the member103in the embodiments disclosed inFIGS. 4E to 4G. A rigid structure110is extended transversely from a predetermined location on rod82, impassible through the aperture in guide45, forming a spatial relationship with the guide member45, such that as the rod82is pulled in the direction away from lever62causing the angle between rod82and lever62to increase from the neutral position of about 90 degrees, at a certain angle the rigid structure110will be in physical contact with the guide member45, as shown inFIG. 5Din the solid lined position, which will prevent further increase in angle without disconnecting member103from the other linkage portion and therefore de-linking the control linkage. Continued pulling of the rod82along the same direction will cause decoupling of the linkage. This mechanism isolates and therefore protects the control surface and associated structures from excessive tension present in the control linkage.

Referring now toFIG. 6, an alternative embodiment of the modularized airplane is disclosed, in which control linkages for the tail control surfaces and for the ailerons are based on the alternative embodiment revealed inFIGS. 4G and 4C, respectively, the means for isolating the control surface from excessive pulling tension for the tail control surface linkages and for the aileron linkages are based on the alternative embodiment disclosed inFIG. 5DandFIG. 5B, respectively. This embodiment has the advantages of permitting variable length of the character module10and independently variable control surface longitudinal locations.

With reference toFIG. 7, a differing modularized airplane formed with the component module shown inFIG. 6and a plane module different from the one shown inFIG. 6is illustrated, which represents one aspect of the advantages represented by current invention.