Flat-stock aerial vehicles and methods of use

A flat-stock aerial vehicle includes a body having a plurality of flat-stock sheets connected to one another, at least one motor, and at least three aerodynamic propulsors driven by the at least one motor. The aerodynamic propulsors can provide lifting thrust, pitch, yaw, and roll control in both helicopter-like hover flight and airplane-like translational flight.

BACKGROUND OF THE INVENTION

1. Field of the Disclosure

The present disclosure relates to flat-stock aerial vehicles. In particular, the present disclosure pertains to a class of flying aircraft which are remotely controlled and built primarily from thin material stock which is planar or bent in non-compound curves. At least one embodiment of which is able to hover like a helicopter, then convert and fly like an airplane using a plurality of propellers and wings for lift and flight control.

For more than two centuries, multi-propeller aircraft have been experimented with, starting with the fabled toy of Launoy and Bienvenu of 1783. These devices were and are limited mostly to hover-type flight modes, flying at low speeds for limited endurances and distances. Airplanes and gliders have similarly been in existence for many hundreds of years, flying much faster with greater endurances and range. A handful of aircraft are capable of converting between helicopter-type and airplane-type flight modes and flying between either mode.

Convertible aircraft typically have comparatively high propulsion demands to fly in both hover and translational flight due to added complexity of the mechanics and/or the need to reroute thrust from an aerodynamic propulsor in various directions. Providing a simple, lightweight, easily packaged, and easily assembled convertible aerial vehicle may therefore be desirable.

Conventionally, a number of flying aircraft have been used for advertising and message delivery, including banks of dynamic lights on the sides of blimps and semi-rigid airships. Aircraft for advertising and message delivery are conventionally very large to provide the area necessary on the body of the aircraft for an advertisement to be visible over the long distances from which consumers may view them. Alternatively, some aircraft may be used to pull banners, which places additional costs and engineering requirements on the aircraft. The large banners and/or heavy banks of dynamic lights increase weight, placing restriction on the locations from which the aircraft can takeoff and land. To safely get advertisements and promotional materials as close to consumers as possible and in densely occupied areas, such as sports and entertainment arenas, a convertible aircraft with proportionately large surface area and vertical takeoff and landing capability may be desirable.

BRIEF SUMMARY

In an embodiment, a flat-stock aerial vehicle includes a body, at least one motor, and at least three aerodynamic propulsors. The body has a forward body edge and an aft body edge and a longitudinal axis. The body includes a first flat-stock sheet and a second flat-stock sheet. The first flat-stock sheet has a first forward edge and a first aft edge, and has an aft slot therein extending forward from the first aft edge. The second flat-stock sheet has a second forward edge and a second aft edge and a forward slot therein extending aft from the second forward edge, wherein the aft slot is configured to engage with the forward slot. The least three aerodynamic propulsors are positioned between the forward body edge and aft body edge and define a forward wing portion and an aft wing portion. The at least three aerodynamic propulsors are driven by the at least one motor. The at least three aerodynamic propulsors are configured to provide lifting thrust, pitch, yaw, and roll control to the aerial vehicle.

In another embodiment, a flat-stock aerial vehicle includes a body, at least one motor, and at least three aerodynamic propulsors. The body has a forward body edge, an aft body edge, and a longitudinal axis. The body includes a plurality of flat-stock sheets and the plurality of flat-stock sheets are joined together along the longitudinal axis and arranged around the longitudinal axis at equal angular intervals. The at least three aerodynamic propulsors are positioned between the forward body edge and aft body edge and define a forward wing portion and an aft wing portion. The at least three aerodynamic propulsors are driven by the at least one motor. The at least three aerodynamic propulsors are configured to provide lifting thrust, pitch, yaw, and roll control to the aerial vehicle.

In yet another embodiment, a flat-stock aerial vehicle includes a body, a keyway, at least one motor, and at least four aerodynamic propulsors. The body has a forward body edge, an aft body edge, and a longitudinal axis. The body includes a first flat-stock sheet and a second flat-stock sheet. The first flat-stock sheet has a first forward edge and a first aft edge, and has first cutout area therein located between the first forward edge and first aft edge. The second flat-stock sheet has a second forward edge and a second aft edge and a second cutout area therein located between the second forward edge and second aft edge, wherein the second flat-stock sheet is configured to be inserted through the first cutout area such that the second cutout area aligns with the first cutout area to define a cutout volume. The key is positioned in the cutout volume, where the key limits movement of the first flat-stock sheet relative to the second flat-stock sheet. The least three aerodynamic propulsors are positioned between the forward body edge and aft body edge and define a forward wing portion and an aft wing portion. The at least three aerodynamic propulsors are driven by the at least one motor. The at least three aerodynamic propulsors are configured to provide lifting thrust, pitch, yaw, and roll control to the aerial vehicle.

Additional features of embodiments of the disclosure will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by the practice of such embodiments. The features of such embodiments may be realized and obtained by means of the instruments and combinations particularly pointed out in the appended claims. These and other features will become more fully apparent from the following description and appended claims, or may be learned by the practice of such embodiments as set forth hereinafter.

DETAILED DESCRIPTION

When introducing elements of various embodiments of the present disclosure, the articles “a,” “an,” and “the” are intended to mean that there are one or more of the elements. The terms “comprising,” “including,” and “having” are intended to be inclusive and mean that there may be additional elements other than the listed elements. Additionally, it should be understood that references to “one embodiment” or “an embodiment” of the present disclosure are not intended to be interpreted as excluding the existence of additional embodiments that also incorporate the recited features. It should be understood that any directions or reference frames in the preceding description are merely relative directions or movements. For example, any references to “up” and “down” or “above” and “below” or “forward” and “aft” are merely descriptive of the relative position or movement of the related elements. Any element described in relation to an embodiment or a figure herein may be combinable with any element of any other embodiment or figure described herein.

This disclosure generally relates to aerial vehicles with multiple aerodynamic propulsors that are capable of flight convertible from a hover mode to an airplane flight mode. More particularly, this disclosure relates to aerial vehicles with multiple aerodynamic propulsors that are capable of flight convertible from a hover mode to an airplane flight mode that are at least partially made out of flat-stock materials. Flat stock materials can include balsa wood, cardboard, plastics, polymer foam sheets, metal foam sheets, open cell foam, closed cell foam, other flat materials, or combinations thereof.

In one embodiment, a fixed-wing remotely controlled convertible multi-propeller flat-stock flying aircraft with four or more propellers is described. A plurality of motors driving propellers may be accommodated within slots of the wings which, in some embodiments, are joined at a central juncture to each other. Pitch, roll, and yaw may be controlled by differential thrust and torque on each of the propellers and/or a series of turning vane flaps which may provide rotational and/or translational control with more than 11 degrees of control freedom. In some embodiments, flat-stock components make up the majority of the structural members. The flat-stock components can be cut in various shapes and/or be decorated for advertising, message transfer, promotion, entertainment, used recreationally, or combinations thereof. In some embodiments, the aircraft can hover like a helicopter, and convert to a translational flight mode similar to an airplane, at least partially using the flat-stock sheets as wings. Conversion from hover-to-translational-to-hover mode flight is accomplished by differential thrust and/or turning vane deflections which are used to induce nose-up and nose-down pitching moments and body rotations about the aircraft center of gravity in flight, enabling both hover flight and translational flight. Multiple flight packages and cargoes with a variety of functions as well as control and data transmission devices can be integrated.

While aerial vehicles that can fly like helicopters are accepted by the market and a aerial vehicles that can fly like airplanes are similarly desirable, it is clear that an aerial vehicle which possesses the best of both flight modes can be more desirable than either one individually. At least one embodiment described herein is capable of both hovering and airplane-like translational flight (i.e., applying thrust in a direction that is generally parallel to the ground for an extended period of time). At least one embodiment described herein is capable of converting between hover and airplane-like flight modes and back repeatedly. This act of conversion lends high speed translational flight (“dash”), good range, and endurance capability to aerial vehicles which are also capable of hovering over extended periods of time with good control authority.

To make a convertible aerial vehicle conventional requires complicated structural shapes, high power-to-weight ratios, and high authority flight control surfaces. Constructing a three-dimensional fuselage, empennage, canopy and wing structure of a given convertible aerial vehicle is often far more expensive than constructing one for either a conventional helicopter or a conventional airplane. The ability to fabricate a convertible aerial vehicle out of flat-stock, like foam sheets, may provide the advantage in some embodiments in that such materials can dramatically reduce fabrication costs, reduce shipping requirements, reduce assembly requirements, lower vehicle weight, and simplify aircraft designs.

In some embodiments, an aerial vehicle may include almost exclusively flat-stock sheets of material which are either kept planar or bent only in simple curves to form the body, empennage, and lifting surfaces of the aerial vehicle. In other embodiments, a percentage of the fuselage, empennage, lifting surfaces, or combinations thereof may be within a range having lower and upper values that include any of 15%, 25%, 35%, 45%, 55%, 65%, 70%, 75%, 80%, 85%, 90%, 95%, 100%, or any value therebetween.

Although often described in terms of reduced scale embodiments, the present disclosure is not so limited. Rather, principles and elements of the disclosure apply to aerial vehicles generally. For example, at least one aerial vehicle herein may be used in a larger scale aerial vehicle, such as an unmanned aerial vehicle. These unmanned aerial vehicles may include the following ranges of size: from 2.0 centimeters (cm) to 5.0 meters (m) in main propeller diameters. Furthermore, although most embodiments are described in terms of having propellers, other aerodynamic propulsors may be used. For example, in some embodiments a ducted fan, small jet engine, or other aerodynamic propulsor may be used.

While the use of a plurality of propellers may facilitate establishing good flight control properties while in a hover condition, at least one embodiment of aircraft described herein synergistically uses the plurality of propellers as a safety feature. Because a number of propellers lifting a given weight will typically be smaller in diameter than a single propeller lifting the same weight given the same amount of total power going to each system, the larger number of propellers may be integrated directly into lifting surfaces and/or structural members like wings and fuselages. If the wings and/or fuselage structures are not primarily three-dimensional, but planar, the amount of blockage drag may be minimized and/or bending moments of inertia in structural members in the directions of applied lifting loads may be maximized. In some embodiments, torsional rigidities may be increased by the use of primarily planar surfaces because flow blockage considerations are minimized.

Given a plurality of lifting propellers which are mounted within planar lifting surfaces and fuselage segments, in some embodiments, the use of braces, shrouds, landing gear, or combinations thereof to form a protective “cage” around such propellers may be used synergistically to enhance safety, reduce weight, reduce costs, or combinations thereof. Aerial vehicles that are capable of hovering may have difficulty manipulating control forces and moments. Manipulation of thrust via a plurality of propellers which are used not only for lifting, but also flight control, may improve the control over thrust and moment application to the aerial vehicle. While a plurality of propellers can often be used exclusively, a plurality of propellers may be used in concert with slipstream-mounted flight control surfaces.

A plurality of propellers may allow an aerial vehicle to advantageously use the relationship between the aerodynamic centers of the aircraft and the centers of gravity and therefore the static margins of the aircraft in all flight modes. Convertible aircraft may be demanding on computerized flight controllers because body rotations in pitch through 90° lead to singularities in Eulearian flight controllers. Therefore, often quarternian-based flight control algorithms are used. Such flight control algorithms generally require incrementally more computational power and skill of coding as they are far less common than simple Eulearian relationships.

According to least one embodiment described herein, an aerial vehicle may employ mechanisms, which maintain not only positive static margins in hover, but through the transition and once fully converted. Embodiments that incorporate features allowing large-scale positive static margin overmatch leads to aircraft self-stabilization. Accordingly, aircraft which would be “difficult” to fly can be made far easier to fly if features are built into the aircraft such as the ones described herein. These combined features lead to a unique class of aircraft.

FIG. 1illustrates the most basic structural elements of the simplest form of the aircraft described herein. Specifically,FIG. 1illustrates a first flat-stock sheet102and a second flat-stock sheet104configured to engage one another to form the body of a convertible aerial vehicle. Although the present embodiment includes a pair of flat-stock sheets, more sheets may be included. For example, three or more flat-stock sheets may be used. The first flat-stock sheet102and second flat-stock sheet104may include one or more cutouts and may be printed with signs, lettering, logos, cutout lines for further excision, other cutouts, other printing, or combinations thereof. In some embodiments, the first flat-stock sheet102may be configured to engage with the second flat-stock sheet104without additional structural support. For example, the first flat-stock sheet102may have a first forward edge106and first aft edge108and the second flat-stock sheet104may have a second forward edge110and second aft edge112. The first flat-stock sheet102may have an aft slot114that extends along a first central axis116from the first aft edge108. In some embodiments, the aft slot114may extend 50% of the length of the first flat-stock sheet102. The second flat-stock sheet104may have a forward slot118that extends along a second central axis120from the second forward edge110. In some embodiments, the forward slot118may extend 50% of the length of the second flat-stock sheet104. In other embodiments, a length of the aft slot114and a length of the forward slot118may sum to 100% of the length of the first flat-stock sheet102and/or the second flat-stock sheet104.

In some embodiments, the first flat-stock sheet102may include a first cutout area122and the second flat-stock sheet104may include a second cutout area124. The first cutout area122and second cutout area124may complimentarily form a cutout volume in the assembled aerial vehicle, as will be described in relation to theFIG. 3. For example, guidance, navigation, control, batteries, receivers, and other associated electronics may be accommodated in the cutout volume. In some embodiments, the first flat-stock sheet102may include a pair of first propulsor cutouts126and the second flat-stock sheet104may include a pair of second propulsor cutouts128. The pair of first propulsor cutouts126and pair of second propulsor cutouts128may each accommodate a pair of aerodynamic propulsors, as will be described in relation to theFIG. 3. For example, a propeller and associated motor may be accommodated in each cutout of the pair of first propulsor cutouts126and the pair of second propulsor cutouts128. The pair of first propulsor cutouts126and pair of second propulsor cutouts128may take any geometric form, but are shown in a rectangular profile. In at least one embodiment, the propeller-motor pairs may be integrated principally such that the primary rotational axis lies within the plane of the first flat-stock sheet102and/or second flat-stock sheet104, respectively. Tilt mechanisms may be included to allow for swivel actuation such that the primary axis can lie outside of the plane of the flat structural material. For applications which demand an even higher level of control authority in pitch, roll and yaw control, first turning vane flaps130and/or second turning vane flaps132may be included on the first flat-stock sheet102and/or the second flat-stock sheet104, respectively.

The two sheets shown inFIG. 1are configured for orthogonal mating as shown inFIG. 2. Although the angle between the first flat-stock sheet102and the second flat-stock sheet104is shown as 90°, in some embodiments, the angles between the two (or more) sheets may be within a range having lower and upper values that include any of 5°, 10°, 15°, 25°, 35°, 45°, 55°, 65°, 70°, 75°, 80°, 85°, 90°, or any value therebetween. For example, the angle between the first flat-stock sheet102and the second flat-stock sheet104may be in a range of 5° to 90°. In another example, the angle between the first flat-stock sheet102and the second flat-stock sheet104may be in a range of 30° to 80°. In yet another example, the angle between the first flat-stock sheet102and the second flat-stock sheet104may be in a range of 40° to 60°.

The first flat-stock sheet102and the second flat-stock sheet104may be joined by engaging the aft slot114and the forward slot118such that the first flat-stock sheet102and the second flat-stock sheet104longitudinally overlap one another. In some embodiments, the first flat-stock sheet102and the second flat-stock sheet104may be fixed relative to one another after engaging the aft slot114and the forward slot118by the application of a bead or corner of adhesive or structural filleting material. In other embodiments, the first flat-stock sheet102and the second flat-stock sheet104may be fixed relative to one another by the application of a mechanical fastener such as a pin, bolt, screw, other connector, or combinations thereof to limit or substantially prevent the movement of the first flat-stock sheet102and the second flat-stock sheet104relative to one another. Fixation of the first flat-stock sheet102and the second flat-stock sheet104relative to one another may ensure the first cutout area122and second cutout area124may complimentarily form a cutout volume134in the assembled aerial vehicle.

Hinge lines136of the first turning vane flaps130and/or second turning vane flaps132may be constructed of any suitably flexible material or mechanical connection to allow the movement of the first turning vane flaps130and/or second turning vane flaps132relative to the first flat-stock sheet102and/or the second flat-stock sheet104.

FIG. 3illustrates an assembled convertible aerial vehicle100including the first flat-stock sheet102, the second flat-stock sheet104, a plurality of aerodynamic propulsors138, and an electronics package140. In some embodiments, the plurality of aerodynamic propulsors138may be longitudinally aligned and distributed evenly about a central axis of the aerial vehicle100. In some embodiments, the electronics package140may include a guidance system, navigation system, control system, energy storage device, communications module, other electronic systems, or combinations thereof. In some embodiments, the electronics package140may be positioned to provide proper mass balance to the aerial vehicle100, thereby maintaining a positive static margin in all flight modes and enabling in-flight transitions. In other embodiments, the electronics package140may be positioned in the cutout volume134. In yet other embodiments, the electronics package140or other component, once positioned in the cutout volume134, may act as a key, which limits or substantially prevents the movement of the first flat-stock sheet102and the second flat-stock sheet104relative to one another.

FIG. 4illustrates another embodiment of an aerial vehicle200. The embodiment of the aerial vehicle200shown inFIG. 4reduces and/or minimizes wetted area, which may lend better high speed performance while enabling more efficient hover capabilities. The embodiment shown inFIG. 4is shown with two flat-stock sheets of materials. A first flat-stock sheet202and a second flat-stock sheet204may be built to accommodate an aft slot and/or include cutouts for all of the same components as shown inFIG. 1throughFIG. 3, but in much more compact form factor.

Proportionately larger first propulsor cut-outs226and second propulsor cut-outs228for accommodating aerodynamic propulsors238may increase aerodynamic efficiency of the aerial vehicle200. The first propulsor cutouts226and second propulsor cutouts228, in the illustrated embodiment, may be proportionately larger than those of the aerial vehicle100described in relation toFIG. 1throughFIG. 3. The increased area may reduce wetted area and lower skin friction drag. The proportionately larger first propulsor cutouts226and second propulsor cutouts228may help reduce propeller wake pulse impingement on lower surfaces of the first flat-stock sheet202and/or second flat-stock sheet204.

The first turning vane flaps230and/or second turning vane flaps232may be used for added pitch, roll and yawing moment control as well as aid in translation manipulation and control. The first turning vane flaps230and/or second turning vane flaps232are effective when exposed to the propwash developed by the aerodynamic propulsors238. In some embodiments, the first turning vane flaps230and/or second turning vane flaps232may be sized to have a lateral length (measured radially from a longitudinal axis242) that is similar to or the same as a diameter of the aerodynamic propulsors238and/or associated propwash. In other embodiments, the first turning vane flaps230and/or second turning vane flaps232may be sized to have a lateral length that is substantially the same as the lateral length of the first flat-stock sheet202and/or the second flat-stock sheet204, respectively. In yet other embodiments, the first turning vane flaps230and/or second turning vane flaps232may be sized to have a lateral length that is less than the lateral length of the first flat-stock sheet202and/or the second flat-stock sheet204, respectively. In some embodiments, at least a portion of each of the first turning vane flaps230and/or second turning vane flaps232may be positioned in the propwash (i.e., behind an aerodynamic propulsor238). In other embodiments, substantially all of each of the first turning vane flaps230and/or second turning vane flaps232may be positioned in the propwash. The first turning vane flaps230and/or second turning vane flaps232may be deflected in unison or differentially when commanded by a flight controller and/or flight director incorporated in the electronics package240.

In some embodiments, each of the aerodynamic propulsors238may include a rotor244driven by a powerpod246. The powerpod246may include an electric motor248configured to rotate the rotor244at various rates depending on pilot commands and flight director commands to stabilize the aerial vehicle200. In some embodiments, a thrust provided by the aerodynamic propulsor238may at least partially depend upon the rate at which the electric motor248rotates the rotor244. In other embodiments, the powerpod246may include one or more motors to adjust the angle of the rotor244relative to the first flat-stock sheet202and/or second flat-stock sheet204. For example, the powerpod246may tilt a plane defined by the rotating rotor244by various amounts to direct the thrust provided by the thrust from the aerodynamic propulsor238. In some embodiments, the powerpod246may tilt the rotor244in a range having upper and lower values including any of up to 1°, 3°, 5°, 7°, 9°, 11°, 13°, 15°, or any value therebetween. For example, the powerpod246may tilt the rotor244in a range up to 15°degrees. In another example, the powerpod246may tilt the rotor244in a range of up to 10°degrees. In yet other embodiments, the powerpod246may include one or more motors that adjust the angle of the blades of the rotor244. The powerpod246may increase or decrease the angle of the blades of the rotor244to increase or decrease the thrust of the aerodynamic propulsor238independently of the rate of rotation of the rotor244.

The electric motor248may be integrated into powerpod246which may include aerodynamic fairings and may house, for example, electronics, fuel, batteries, other components, or combinations thereof. The powerpod246may additionally or alternatively house any combination of light emitting diodes for navigation or display and/or cameras for sensing to lend stereoscopic vision. Electronics for guidance, navigation, control, radio frequency signal reception and data or video transmission may be located in the electronics package240and may be in electrical and/or data communication with at least one of the powerpods246. This electronics package240may form part of a counterbalance which shifts a center of mass of the aerial vehicle200forward, thereby establishing a positive static margin.

Equation 1 illustrates the relationship of the position of the aircraft center of mass to establishing a positive static margin. The center of mass position of the aircraft may be in front of the aerodynamic center in all flight modes. Because all of the turning vane flaps are aligned with high dynamic pressure slipstreams, the dynamic pressure ratios may be comparatively high in the empennage. This feature aids the establishment of high level static margins, which in turn help lend favorable flight qualities to the aircraft. At least one embodiment may be designed according to Equation 1.

where SM is the Static Margin of the aircraft

Xacwis the nondimensional aerodynamic center location of the wing

Xachis the nondimensional aerodynamic center location of the empennage

ΔXacfis the nondimensional shift in aerodynamic center of the aircraft due to the presence of the fuselage

Xcgis the nondimensional center of gravity location of the aircraft center of gravity

CLαwfis the lift curve slope of the wing-fuselage combination

CLαhis the lift curve slope of the empennage

ηhis the dynamic pressure ratio over the empennage

dε/dα is the downwash gradient with respect to change in angle of attack

Shis the empennage area

S is the wing area

The embodiment of an aircraft shown inFIG. 4may include a number of landing gear pads250. In some embodiments, the landing gear pads250may form a platform from which takeoffs and landings of the aerial vehicle200may be executed. In other embodiments, the landing gear pad250may be supported by a support member252that may form a protective cage around the aerodynamic propulsor238(in particular, the rotors244) to protect both the aerodynamic propulsor238from striking obstacles and protect obstacles from the aerodynamic propulsor238. In yet other embodiments, the landing gear pads250and support member252may shift both the local aerodynamic center and center of gravity of the wing structure forward. For example, an aerodynamic propulsor238may be mounted in the first flat-stock sheet202in the first propulsor cutout226, and the location of the aerodynamic propulsor238may define a forward wing portion256and an aft wing portion258of the first flat-stock sheet202. In some embodiments, the support member252may be connected to the forward wing portion256and provide additional support to the forward wing portion256.

The additional support from the support member252may facilitate overall aircraft stability, facilitate aeromechanical stability of the surface, and mitigate flutter tendencies of the forward wing portion256and, directly or indirectly, the aft wing portion258. The support member252may form the forward attach point of the powerpods, and may stabilize the forward portions of the powerpods. The support member252may be directly bonded to the leading edge254of the first flat-stock sheet202and/or the second flat-stock sheet204, integrated into the forward wing portion256and/or aft wing portion258, or may be removable by any of a number of different mechanisms. The support member252may further reinforce the first flat-stock sheet202and/or the second flat-stock sheet204against impacts with stationary objects or with other aerial vehicles. For example, a plurality of aerial vehicles described herein may engage in aerial “combat” as toys wherein they are intentionally flown into one another. As combative toys, such hardened leading edges254may provide one combatant an advantage in competition and/or durability over another which only uses unprotected conventional wing materials. As described herein, the tips of each support member252may include a landing gear pad250, which may, in addition to providing a stable base for takeoff and landing, may lend to the aircraft an improved level of safety should any person be hit by the tip of the landing gear.

In some embodiments, at least two of the plurality of aerodynamic propulsors238may be at different longitudinal positions relative to the longitudinal axis242of the aerial vehicle200. In other embodiments, at least two of the plurality of aerodynamic propulsors238may be at different lateral distances relative to the longitudinal axis242of the aerial vehicle200.

In other embodiments, an aerial vehicle may comprise flat-stock sheets having irregular or asymmetric shapes, which may be configured to allow the aerial vehicle to resemble or evoke other objects for novelty, marketing, or other beneficial purposes.FIG. 5illustrates an embodiment of an aerial vehicle300with flat-stock-sheets configured to resemble an animal. This flying animal pattern embodiment may include a first flat-stock sheet302, second flat-stock sheet304, one or more stabilizers360, and a guard member362, which form the primary structure of the aerial vehicle300. The first flat-stock sheet302may have first propulsor cutouts326and the second flat-stock sheet304may have second propulsor cutouts328, each of which may be configured to house and/or accommodate an aerodynamic propulsor.

The one or more stabilizers360may engage with the first flat-stock sheet302and/or second flat-stock sheet304to provide stabilization to the aerial vehicle300. The one or more stabilizers360may provide additional aerodynamic stability to the aerial vehicle300in embodiments with irregular or asymmetric shapes that may be aerodynamically unstable independently. In some embodiments, the one or more stabilizers360may engage with the first flat-stock sheet302and/or second flat-stock sheet304through a slotted joint, similar to that described in relation to the first flat-stock sheet102and second flat-stock sheet104ofFIG. 1. In other embodiments, the one or more stabilizers360may engage with the first flat-stock sheet302and/or second flat-stock sheet304by an adhesive, a bonding of the one or more stabilizers360with the first flat-stock sheet302and/or second flat-stock sheet304, a mechanical fastener, or combinations thereof. In at least one embodiment, the one or more stabilizers360may function as empennage at or near the aft of the aerial vehicle300.

The aerial vehicle300may include a guard member362that is configured to support the first flat-stock sheet302and second flat-stock sheet304relative to one another and/or protect the aerodynamic propulsors and/or other electronic components of the aerial vehicle300. For example, the guard member362may be a hoop, ring, square, ellipse, or other shape of resilient material configured to withstand impacts during a crash or other flight of the aerial vehicle300. The guard member362may be made of or include metal, plastics, wood, paper composites, or other resilient materials. The guard member362may engage with the first flat-stock sheet302and/or second flat-stock sheet304through one or more apertures364therethrough and/or through one or more recesses366in the first propulsor cutouts326and/or second propulsor cutouts328.

The first flat-stock sheet302may include a first cutout area322and the second flat-stock sheet304may include a second cutout area324. In some embodiments, the first cutout area322in the first flat-stock sheet302may be sized to allow some or all of the second flat-stock sheet304to be inserted through the first cutout area322. For example, the first cutout area322may be configured to allow the second flat-stock sheet304to be inserted through the first flat-stock sheet302until the second cutout area324(of the second flat-stock sheet304) is substantially aligned with the first cutout area322. Similar as described in relation to the aerial vehicle100described in relation toFIG. 1throughFIG. 3, the alignment of the first cutout area322and second cutout area324of the aerial vehicle may allow an electronics package or other component to be retained in a cutout volume and the electronics package or other component may limit the relative movement of the first flat-stock sheet302and the second flat-stock sheet304.

FIG. 6illustrates the embodiment of the aerial vehicle300in an assembled configuration. The aerial vehicle300in an assembled configuration may include electronic and/or motive components such as an electronics package340. The electronics package340may be configured to fit in a cutout volume334defined by the alignment of the first cutout area322and the second cutout area324. A component located in the cutout volume334may function as a key, limiting or substantially preventing the movement of the first flat-stock sheet302and the second flat-stock sheet304relative to one another. For example, the placement of the electronics package340or another component in the cutout volume334may limit or substantially prevent the movement of the first flat-stock sheet302and the second flat-stock sheet304relative to one another. The key, such as the electronics package340, may be retained in the cutout volume334by adhesives, a mechanical fastener, an interference fit, a snap fit, other connection mechanisms, or combinations thereof. In some embodiments, the electronics package340may include aerodynamic fairings.

The guard member362may engage with the first flat-stock sheet302and/or second flat-stock sheet304through one or more apertures364therethrough and/or through one or more recesses366in the first propulsor cutouts326and/or second propulsor cutouts328. The guard member362may be configured to provide support to the first flat-stock sheet302and/or second flat-stock sheet304by mounting substantially perpendicularly to both the first flat-stock sheet302and the second flat-stock sheet304. In other embodiments, the guard member362may be connected to the first flat-stock sheet302and/or second flat-stock sheet304at other relative angles, including any of 30°, 40°, 50°, 60°, 70°, 80°, or any value therebetween. The aerodynamic propulsors338and/or powerpods may be positioned within the first propulsor cutouts326and the second propulsor cutouts328, as described herein.

The asymmetrical and/or irregular patterns may allow shapes replicating vintage aircraft to be flown by using this fundamental layout.FIG. 7illustrates embodiment of an aerial vehicle400replicating a vintage aircraft design. The aerial vehicle400may include a plurality of flat-stock sheets including a laterally asymmetrical first flat-stock sheet402and a laterally symmetrical second flat-stock sheet404. The first flat-stock sheet402may replicate a fuselage of an aircraft, and the second flat-stock sheet404may replicate the wing set of the aircraft. The first flat-stock sheet402and/or second flat-stock sheet404may include first and second cutout areas that may define a cutout volume434, as described herein.

The aerial vehicle400may have constrained dimensions of the first flat-stock sheet402and/or second flat-stock sheet404relative to the size of the electronic package440, aerodynamic propulsors, other electronics, or other components supported by the body of the aerial vehicle400. In some embodiments, the aerial vehicle400may include two pairs of aerodynamic propulsors that may or may not be longitudinally aligned or radially equidistance. For example, the aerial vehicle400may include a first pair of aerodynamic propulsors438A and a second pair of aerodynamic propulsors438B. In some embodiments, the first pair of aerodynamic propulsors438A may be located forward or aft of the second pair of aerodynamic propulsors438B. In other embodiments, the first pair of aerodynamic propulsors438A may be located further from or closer to the longitudinal axis of the aerial vehicle400than the second pair of aerodynamic propulsors438B.

The empennage of the aerial vehicle may include first turning vane flaps430and second turning vane flaps432, which, in the depicted embodiment, may replicate rudder elements and elevators. The turning vane flaps may be moved about hinges436which may be built from any structural material and/or mechanical arrangement of components to allow rotation about denoted hinge lines. In some embodiments, adhesives and/or mechanical fasteners may join the first flat-stock sheet402and second flat-stock sheet404. In other embodiments, the electronics package440may be integrated to provide proper balance and level of static margin and/or limit movement of the first flat-stock sheet402and second flat-stock sheet404relative to one another.

FIG. 8illustrates an embodiment of a three-sheet panel embodiment of aerial vehicle500that includes a plurality of aerodynamic propulsors. The aerial vehicle500may include a plurality of flat-stock sheets568,570,572joined at a longitudinal axis542of the aerial vehicle500. In some embodiments, the plurality of flat-stock sheets may be arranged about the longitudinal axis at equal angular intervals, at least partially based upon the quantity of flat-stock sheets. For example, the depicted embodiment has three flat-stock sheets568,570,572joined at the longitudinal axis542at 120° intervals from one another. In other embodiments, an aerial vehicle having six flat-stock sheets may have the six flat-stock sheets joined about the longitudinal axis at600intervals.

Embodiments of aerial vehicles having an odd number of flat-stock sheets, such as the aerial vehicle500inFIG. 8, may be less stable than embodiments of aerial vehicles with symmetrically opposed (i.e., mirrored about the longitudinal axis542) aerodynamic propulsors. In some embodiments, each flat-stock sheet568,570,572of the aerial vehicle500may include at least two aerodynamic propulsors538to maintain balance and control in pitch, roll and yaw. The at least two aerodynamic propulsors538in each flat-stock sheet568,570,572may be displaced longitudinally and/or radially relative to one another to enable moment control about the longitudinal axis542. The multiple pairs of aerodynamic propulsors538may be driven differentially so as to allow for combinations of rotor speeds and direction to control both forces and moments generated by the combined motor-propeller assemblies.

At least one embodiment of an aircraft described herein is capable of stable hover flight, mid-flight conversion, and translational flight like an airplane.FIG. 9illustrates an example dual conversion flight674. The aerial vehicle600may takeoff676vertically and hover678. The aerial vehicle600may move laterally and vertically in a hover678. More power may be applied and the aerial vehicle600may pitch over, converting680the flight to a translational flight682, similar to an airplane flight. During translational flight682, the aerial vehicle600may fly in any number of maneuvers like any typical airplane plus some special maneuvers which are may be enabled only by at least one embodiment of an aerial vehicle described herein such as, for example, reverse hammer-heads, ascending Cobras, backwards flight and reverse nose dives. To reduce forward airspeed and convert again from translational flight682to hover flight, the aerial vehicle600may execute a zoom climb684. At the stage when the kinetic energy of the aerial vehicle600is exhausted, the aerial vehicle600may be fully converted686. Then the aircraft may back down and land688in hover flight.

An embodiment of an aerial vehicle described herein may include a tethered variant of the aerial vehicle700which may be launched from an earth-, building- or vehicle-fixed launch pad790. The aerial vehicle700may be launched from a stowed position to an elevated position by, for example, paying out lines through feed mechanisms792and/or elongating the supporting lines794. The supporting lines794can carry not only structural loads in the form of tension, but may also provide a degree of stabilization and may transfer electrical power vertically from the base to the aircraft and any command signals to motor, pan, tilt, zoom mechanisms, then convey downwards the corresponding video and sensory signals. In some embodiments, the tethered aerial vehicle700may be tethered by at least one supporting line794. In other embodiments, the tethered aerial vehicle700may be tethered by a number of supporting lines794equal to the number of flat-stock sheets in the tethered aerial vehicle700. In yet other embodiments, the tethered aerial vehicle700may be tethered by more supporting lines794than the number of flat-stock sheets in the tethered aerial vehicle700.

Various embodiments have been described herein including various components. Components from one embodiment may be combined with components from another embodiment. For example, the landing gear of the embodiment described in relation toFIG. 4may be combined with the flat-stock sheet angular arrangement of the embodiment described in relation toFIG. 8. In another example, the guard member of the embodiment described in relation toFIG. 6may be combined with the landing gear of the embodiment described in relation toFIG. 4.