System and method for solar-powered airship

A solar-powered airship with a hull configured to contain a gas and at least one propulsion assembly with a propulsion device and electric motors configured to drive the propulsion device. The airship may also include a power supply system including solar panels operatively coupled to the electric motors and configured to supply power to the electric motors. The power supply system may also include batteries operatively coupled to the solar panels and configured to receive and store electrical energy supplied by the solar panels, the batteries being further operatively coupled to the electric motors and configured to supply power to the electric motors. The batteries may each be located within an outer envelope of the airship defined by the hull of the airship in a position selected to provide ballast. The solar-powered airship may also include a cargo system configured to contain passengers or freight.

TECHNICAL FIELD

The present disclosure is directed to a solar-powered airship and, more particularly, to a solar-powered airship having a cargo compartment within the hull of the airship.

BACKGROUND

Aerostatic lighter-than-air airships have seen substantial use since 1783, following the first successful manned flight of the Montgolfier brothers' hot-air balloon. Numerous improvements have been made since that time, but the design and concept of manned hot-air balloons remains substantially similar. Such designs may include a gondola for carrying a pilot and passengers, a heating device (e.g., a propane torch), and a large envelope or bag affixed to the gondola and configured to be filled with air. The pilot may then utilize the heating device to heat the air until the buoyant forces of the heated air exert sufficient force on the envelope to lift the balloon and an attached gondola. Navigation of such an airship has proven to be difficult, mainly due to wind currents and lack of propulsion units for directing the balloon.

To improve on the concept of lighter-than-air flight, some lighter-than-air airships have evolved to include propulsion units, navigational instruments, and flight controls. Such additions may enable a pilot of such an airship to direct the thrust of the propulsion units in such a direction as to cause the airship to proceed as desired. Airships utilizing propulsion units and navigational instruments typically do not use hot air as a lifting gas (although hot air may be used), with many pilots instead preferring lighter-than-air lifting gases such as hydrogen and helium. These airships may also include an envelope for retaining the lighter-than-air gas, a crew area, and a cargo area, among other things. The airships are typically streamlined in a blimp- or zeppelin-like shape, which, while providing reduced drag, may subject the airship to adverse aeronautic effects (e.g., weather cocking).

Airships other than traditional hot-air balloons may be divided into several classes of construction: rigid, semi-rigid, non-rigid, and hybrid type. Rigid airships typically possess rigid frames containing multiple, non-pressurized gas cells or balloons to provide lift. Such airships generally do not depend on internal pressure of the gas cells to maintain their shape. Semi-rigid airships generally utilize some pressure within a gas envelope to maintain their shape, but may also have frames along a lower portion of the envelope for purposes of distributing suspension loads into the envelope and for allowing lower envelope pressures, among other things. Non-rigid airships typically utilize a pressure level in excess of the surrounding air pressure in order to retain their shape and any load associated with cargo carrying devices is supported by the gas envelope and associated fabric. The commonly used blimp is an example of a non-rigid airship.

Hybrid airships may incorporate elements from other airship types, such as a frame for supporting loads and an envelope utilizing pressure associated with a lifting gas to maintain its shape. Hybrid airships also may combine characteristics of heavier-than-air airships (e.g., airplanes and helicopters) and lighter-than-air technology to generate additional lift and stability. It should be noted that many airships, when fully loaded with cargo and fuel, may be heavier than air and thus may use their propulsion system and shape to generate aerodynamic lift necessary to stay aloft. However, in the case of a hybrid airship, the weight of the airship and cargo may be substantially compensated for by lift generated by forces associated with a lifting gas such as, for example, helium. These forces may be exerted on the envelope, while supplementary lift may result from aerodynamic lift forces associated with the hull.

A lift force (i.e., buoyancy) associated with a lighter-than-air gas may depend on numerous factors, including ambient pressure and temperature, among other things. For example, at sea level, approximately one cubic meter of helium may balance approximately a mass of one kilogram. Therefore, an airship may include a correspondingly large envelope with which to maintain sufficient lifting gas to lift the mass of the airship. Airships configured for lifting heavy cargo may utilize an envelope sized as desired for the load to be lifted.

Hull design and streamlining of airships may provide additional lift once the airship is underway, however, previously designed streamlined airships, in particular, may experience adverse effects based on aerodynamic forces because of such hull designs. For example, one such force may be weather cocking, which may be caused by ambient winds acting on various surfaces of the airship. The term “weather cocking” is derived from the action of a weather vane, which pivots about a vertical axis and always aligns itself with wind direction. Weather cocking may be an undesirable effect that may cause airships to experience significant heading changes based on a velocity associated with the wind. Such an effect may thereby result in lower ground speeds and additional energy consumption for travel. Lighter-than-air airships may be particularly susceptible to weather cocking and, therefore, it may be desirable to design a lighter-than-air airship to minimize the effect of such forces.

On the other hand, airships having a hull shape with a length that is similar to the width may exhibit reduced stability, particularly at faster speeds. Accordingly, the aspect ratio of length to width (length:width) of an airship may be selected according to the intended use of the airship.

Landing and securing a lighter-than-air airship may also present unique problems based on susceptibility to adverse aerodynamic forces. Although many lighter-than-air airships may perform “vertical take off and landing” (VTOL) maneuvers, once such an airship reaches a point near the ground, a final landing phase may entail ready access to a ground crew (e.g., several people) and/or a docking apparatus for tying or otherwise securing the airship to the ground. Without access to such elements, the airship may be carried away by wind currents or other uncontrollable forces while a pilot of the airship attempts to exit and handle the final landing phase. Therefore, systems and methods enabling landing and securing of an airship by one or more pilots may be desirable.

In addition, airships may include passenger and/or cargo compartments, typically suspended below the hull of the airship. However, such placement of a passenger/cargo compartment can have an adverse affect on aerodynamics and, consequently, performance capabilities of the airship. For example, an externally-mounted compartment increases drag in both fore-aft and port-starboard directions, thus requiring more power to propel the airship, and rendering the airship more sensitive to cross-winds. Further, because an externally-mounted compartment is typically on the bottom of the airship, the compartment is offset from the vertical center of the airship and, therefore, may lead to instability as the added drag due to the compartment comes in the form of forces applied substantially tangential to the outer hull of the airship, causing moments that tend to twist and/or turn the airship undesirably. Such adverse moments require stabilizing measures to be taken, typically in the form of propulsion devices and/or stabilizing members (e.g., wings). However, propulsion devices require power, and stabilizing members, while providing stability in one direction, may cause stability in another direction. For example, a vertically-oriented stabilizer can provide lateral stability but may cause increased fore-aft drag, and may also render the airship more susceptible to cross winds. It would be advantageous to have an airship with a configuration that can carry passengers/cargo but is not susceptible to the adverse affects typically associated with externally-mounted compartments mentioned above.

The present disclosure is directed to addressing one or more of the desires discussed above, utilizing various exemplary embodiments of an airship.

BRIEF SUMMARY

The present disclosure is directed to a solar-powered airship. The airship may include a hull configured to contain a gas and at least one propulsion assembly coupled to the airship. The at least one propulsion assembly may include a propulsion device. The propulsion assembly may also include one or more electric motors operatively coupled to the at least one propulsion device and configured to drive the propulsion device. In addition, the airship may include a power supply system, which may include one or more solar panels operatively coupled to the one or more electric motors, and configured to supply power to the one or more electric motors for driving the at least one propulsion device. Further, the power supply system may include one or more batteries operatively coupled to the one or more solar panels and configured to receive and store electrical energy supplied by the one or more solar panels, the one or more batteries being further operatively coupled to the one or more electric motors and configured to supply power to the electric motors. Further, the one or more batteries may each be located within an outer envelope of the airship defined by the hull of the airship in a respective position providing ballast. In addition, the airship may also include a cargo system including at least one cargo compartment configured to contain at least one of passengers and freight, wherein the compartment is disposed substantially within the outer envelope of the airship.

In addition, the present disclosure is directed to a method of supplying power to operate an airship. The method may include receiving and storing, in one or more batteries, electrical energy from one or more solar panels operatively coupled to the one or more batteries, the one or more solar panels being further operatively coupled to one or more electric motors. The method may also include supplying electrical power to the one or more electric motors from the one or more solar panels. Further the airship may include a hull configured to contain a gas. In addition, the airship may also include at least one propulsion assembly coupled to the airship and including a propulsion device operatively coupled to the one or more electric motors, the one or more electric motors being configured to drive the propulsion device. Further, the airship may include a cargo system including at least one cargo compartment configured to contain at least one of passengers and freight, wherein the compartment is disposed substantially within the outer envelope of the airship. Also, the one or more batteries may each be located within an outer envelope of the airship defined by the hull of the airship in a respective position providing ballast.

DETAILED DESCRIPTION

Reference will now be made in detail to the drawings. Wherever possible, the same reference numbers will be used throughout the drawings to refer to the same or like parts.

The accompanying figures depict exemplary embodiments of a solar-powered airship10. Airship10may be configured for VTOL as well as navigation in three dimensions (e.g., X, Y, and Z planes). As shown inFIG. 1, for example, airship10may include a hull12configured to contain a gas. Airship10may also include at least one propulsion assembly31coupled to airship10, a power supply system for delivering power to propulsion assembly31(further detailed inFIG. 12), and a cargo system1100for carrying passengers and/or freight (see, e.g.,FIGS. 13A-13E).

Throughout this discussion of various embodiments, the terms “front” and/or “fore” will be used to refer to areas within a section of airship10closest to forward travel, and the term “rear” and/or “aft” will be used to refer to areas within a section of airship10closest to the opposite direction of travel. Moreover, the term “tail” will be used to refer to a rear-most point associated with hull12, while the term “nose” will be used to refer to the forward-most point within the front section of hull12.

FIG. 1further illustrates various axes relative to the exemplary airship10for reference purposes. Airship10may include a roll axis5, a pitch axis6, and a yaw axis7. Roll axis5of airship10may correspond with an imaginary line running through hull12in a direction from, for example, the tail to the nose of airship10. Yaw axis7of airship10may be a central, vertical axis corresponding with an imaginary line running perpendicular to roll axis5through hull12in a direction from, for example, a bottom surface of hull12to a top surface of hull12. Pitch axis6may correspond to an imaginary line running perpendicular to both yaw and roll axes, such that pitch axis6runs through hull12from one side of airship10to the other side of airship10, as shown inFIG. 1. “Roll axis” and “X axis;” “pitch axis” and “Y axis;” and “yaw axis” and “Z axis” may be used interchangeably throughout this discussion to refer to the various axes associated with airship10. One of ordinary skill in the art will recognize that the terms described in this paragraph are exemplary only and not intended to be limiting.

Hull12may include a support structure20(seeFIG. 2), and one or more layers of material14(FIG. 3) substantially covering support structure20. In some embodiments, airship10may be a “rigid” airship. As used herein, the term “rigid airship” shall refer to an airship having a rigid framework, and containing one or more non-pressurized gas cells or bladders to provide lift, wherein the hull of the airship does not depend on internal pressure of the gas cells to maintain its shape.

FIG. 2illustrates an exemplary support structure20according to some embodiments of the present disclosure. For example, support structure20may be configured to define a shape associated with airship10, while providing support to numerous systems associated with airship10. Such systems may include, for example, hull12, propulsion assemblies31, power supply system1000, and/or cargo system1100(FIG. 13D). As shown inFIG. 2, support structure20may be defined by one or more frame members22interconnected to form a desired shape.

To maximize a lifting capacity associated with airship10, it may be desirable to design and fabricate support structure20such that weight associated with support structure20is minimized while strength, and therefore resistance to aerodynamic forces, for example, is maximized. In other words, maximizing a strength-to-weight ratio associated with support structure20may provide a more desirable configuration for airship10. For example, one or more frame members22may be constructed from light-weight, but high-strength, materials including, for example, a substantially carbon-based material (e.g., carbon fiber) and/or aluminum, among other things.

Hull12may be configured to retain a volume of lighter-than-air gas. In some embodiments, hull12may include at least one envelope282(FIG. 3) sewn or otherwise assembled of fabric or material configured to retain a lighter-than-air gas. Envelope282may be fabricated from materials including, for example, aluminized plastic, polyurethane, polyester, laminated latex, mylar, and/or any other material suitable for retaining a lighter-than-air gas.

Lighter-than-air lifting gasses for use within envelope282of hull12may include, for example, helium, hydrogen, methane, and ammonia, among others. The lift force potential of a lighter-than-air gas may depend on the density of the gas relative to the density of the surrounding air or other fluid (e.g., water). For example, the density of helium at 0 degrees Celsius and 101.325 kilo-Pascals may be approximately 0.1786 grams/liter, while the density of air at 0 degrees C. and 101.325 kilo-Pascals may be approximately 1.29 g/L. Neglecting the weight of a retaining envelope, equation (1) below illustrates a simplified formula for calculating a buoyant force Fbuoyant based on volume of a lighter-than-air gas, where Df is a density associated with an ambient fluid, Dlta is a density associated with the lighter-than-air gas, gc is the gravity constant, and V is the volume of the lighter-than-air gas.
Fbuoyant=(Df−Dlta)*gc*V(1)

Simplifying the equation based on a volume of helium suspended within air at 0 degrees C. and 101.325 kilo-Pascals, a buoyant force may be determined to be approximately Fbuoyant/gc=1.11 grams per liter (i.e., approximately 1 kg per cubic meter of helium). Therefore, based on the lighter-than-air gas chosen, an internal volume of first envelope282associated with hull12may be selected such that a desired amount of lift force is generated by a volume of lighter-than-air gas. Equation (2) below may be utilized to calculate such a desired volume for aerostatic lift, taking into account the mass, M, of airship10.
V>M/(Df−Dlta)  (2)

In addition, in some embodiments, hull12may be formed of a self-sealing material. One or more layers of hull12may be selected from known self-sealing materials. An exemplary self-sealing hull material is shown inFIGS. 4A and 4B. In such an embodiment, hull material14may include a flexible, air-tight layer16and a viscous substance18adjacent air-tight layer16. When flexible, air-tight layer16is punctured, as shown inFIG. 4A, viscous substance18may fill and seal the puncture, as shown inFIG. 4B, after a puncturing object has been removed.

Hull12of airship10may have a three-dimensional shape that is selected according to intended functionality and use of the airship. Factors that may be considered in selecting an airship shape may include intended payload, speed of travel, range, longevity, maneuverability, etc. According to these and other factors, a number of design variables, many having an influence on hull shape, may be considered and balanced in arriving at a hull shape. Such variables may include, for example, volume/capacity of lighter-than-air gas, drag coefficient (including frontal, side, and vertical drag), weight, stability, etc.

In some embodiments, hull12of airship10may be “lenticular” in shape, i.e., substantially an oblate spheroid having a length, a width, and a height, wherein the length and the width have approximately the same dimension. For example, the dimensions of an oblate spheroid shape may be approximately described by the representation A=B>C, where A is a length dimension (e.g., along roll axis5); B is a width dimension (e.g., along pitch axis6); and C is a height dimension (e.g., along yaw axis7) of an object. In other words, an oblate spheroid may have an apparently circular planform with a height (e.g., a polar diameter) less than the diameter of the circular planform (e.g., an equatorial diameter). For example, according to some embodiments, hull12may include dimensions as follows: A=21 meters; B=21 meters; and C=7 meters. An exemplary lenticular embodiment of airship10is shown inFIG. 5.

In other embodiments, hull12of airship12may be substantially oblong. That is, hull12may have a length, a width, and a height, wherein an aspect ratio between the length and the width is greater than 1 to 1 (1:1). For example, in some embodiments the aspect ratio of hull length to hull width may be between approximately 4:3 and 2:1. Particularly, in some embodiments, the aspect ratio may be approximately 4:3, as shown inFIG. 6. In other embodiments, the aspect ratio may be approximately 3:2, as shown inFIG. 7. In still other embodiments, the aspect ratio may be approximately 2:1, as shown inFIG. 8.

As shown inFIGS. 9A and 9B, support structure20may include one or more frame members comprising a chassis705. In some embodiments, chassis705may be part of cargo system1100(FIG. 13D), e.g., as part of a cockpit. In other embodiments, chassis705may be integrated with hull12independent of cargo system1100. Chassis705may include high strength-to-weight ratio materials including, for example, aluminum and/or carbon fiber. In some embodiments, the one or more frame members of chassis705may be constructed as substantially tubular and may include a carbon fiber/resin composite and honeycomb-carbon sandwich. The honeycomb-carbon sandwich may include a carbon mousse or foam-type material. In such embodiments, individual frame members may be fabricated in an appropriate size and shape for assembly of chassis705. Such construction may lead to a suitable strength-to-weight ratio for chassis705as desired for a particular purpose of airship10. One of skill in the art will recognize that chassis705may be constructed in numerous configurations without departing from the scope of the present disclosure. The configuration of chassis705shown inFIGS. 9A and 9Bis merely exemplary.

Propulsion Assemblies

FIG. 10illustrates an exemplary embodiment of propulsion assemblies31. For example, as shown inFIG. 10, propulsion assemblies31may include a power source410, a propulsion device (such as power conversion unit415), and a propulsion unit mount430. Power source410may be operatively coupled to and configured to drive power conversion unit415. Power source410may include, for example, electric motors, liquid fuel motors, gas turbine engines, and/or any suitable power source configured to generate rotational power. Power source410may further include variable-speed and/or reversible type motors that may be run in either direction (e.g., rotated clockwise or counterclockwise) and/or at varying rotational speeds based on control signals (e.g., signals from computer600(e.g., as shown inFIG. 12A)). Power source410may be powered by batteries, solar energy, gasoline, diesel fuel, natural gas, methane, and/or any other suitable fuel source.

As shown inFIG. 10, each propulsion assembly31may include a power conversion unit415configured to convert the rotational energy of power source410into a thrust force suitable for acting on airship10. For example, power conversion unit415may include a propulsion device, such as an airfoil or other device that, when rotated, may generate an airflow or thrust. For example, power conversion unit415may be arranged as an axial fan (e.g., propeller, as shown inFIG. 10), a centrifugal fan, and/or a tangential fan. Such exemplary fan arrangements may be suited to transforming rotational energy produced by power source410into a thrust force useful for manipulating airship10. One of ordinary skill in the art will recognize that numerous configurations may be utilized without departing from the scope of the present disclosure.

Power conversion unit415may be adjustable such that an angle of attack of power conversion unit415may be modified. This may allow for modification to thrust intensity and direction based on the angle of attack associated with power conversion unit415. For example, where power conversion unit415is configured as an adjustable airfoil (e.g., variable-pitch propellers), power conversion unit415may be rotated through 90 degrees to accomplish a complete thrust reversal. Power conversion unit415may be configured with, for example, vanes, ports, and/or other devices, such that a thrust generated by power conversion unit415may be modified and directed in a desired direction. Alternatively (or in addition), direction of thrust associated with power conversion unit415may be accomplished via manipulation of propulsion unit mount430.

As shown inFIG. 10, for example, propulsion unit mount430may be operatively connected to support structure20(FIG. 2) and may be configured to hold a power source410securely, such that forces associated with propulsion assemblies31may be transferred to support structure20(FIG. 2). For example, propulsion unit mount430may include fastening points455designed to meet with a fastening location on a suitable portion of support structure20(FIG. 2) of hull12(FIG. 1). Such fastening locations may include structural reinforcement for assistance in resisting forces associated with propulsion assemblies31(e.g., thrust forces). Additionally, propulsion unit mount430may include a series of fastening points designed to match fastening points on a particular power source410. One of ordinary skill in the art will recognize that an array of fasteners may be used for securing fastening points to obtain a desired connection between propulsion unit mount430and a fastening location.

According to some embodiments, propulsion unit mount430may include pivot assemblies configured to allow a rotation of propulsion assemblies31about one or more axes (e.g., axes465and470) in response to a control signal provided by, for example, computer600(FIG. 25).

FIGS. 11A and 11Billustrate exemplary configurations (viewed from the bottom of airship10) of a propulsion system associated with airship10consistent with the present disclosure. Propulsion assemblies31associated with airship10may be configured to provide a propulsive force (e.g., thrust), directed in a particular direction (i.e., a thrust vector), and configured to generate motion (e.g., horizontal motion), counteract a motive force (e.g., wind forces), and/or other manipulation of airship10(e.g., yaw control). For example, propulsion assemblies31may enable yaw, pitch, and roll control as well as providing thrust for horizontal and vertical motion. Such functionality may depend on placement and power associated with propulsion assemblies31.

Functions associated with propulsion system30may be divided among a plurality of propulsion assemblies31(e.g., five propulsion assemblies31). For example, propulsion assemblies31may be utilized for providing a lift force for a vertical take-off such that the forces of the lighter-than-air gas within first envelope282are assisted in lifting by a thrust force associated with the propulsion assemblies31. Alternatively (or in addition), propulsion assemblies31may be utilized for providing a downward force for a landing maneuver such that the forces of the lighter-than-air gas within first envelope282are counteracted by a thrust force associated with the propulsion assemblies31. In addition, horizontal thrust forces may also be provided by propulsion assemblies31for purposes of generating horizontal motion (e.g., flying) associated with airship10.

It may be desirable to utilize propulsion assemblies31for controlling or assisting in control of yaw, pitch, and roll associated with airship10. For example, as shown inFIG. 11A, propulsion system30may include a fore propulsion assembly532operatively affixed to a fore section of keel hoop120(FIG. 24D) and substantially parallel to and/or on roll axis5of airship10. In addition to fore propulsion assembly532, propulsion system30may include a starboard propulsion assembly533operatively affixed to keel hoop120(FIG. 24D) at approximately 120 degrees (about yaw axis7) relative to roll axis5of airship10and a port propulsion assembly534operatively affixed to keel hoop120(FIG. 24D) at approximately negative 120 degrees (e.g., positive 240 degrees) (about yaw axis7) relative to roll axis5of airship10. Such a configuration may enable control of yaw, pitch, and roll associated with airship10. For example, where it is desired to cause a yawing movement of airship10, fore propulsion assembly532may be rotated or pivoted such that a thrust vector associated with fore propulsion assembly532is directed parallel to pitch axis6and to the right or left relative to hull12, based on the desired yaw. Upon operation of fore propulsion assembly532, airship10may be caused to yaw in reaction to the directed thrust associated with fore propulsion assembly532.

In other exemplary embodiments, for example, where it is desired to cause a pitching motion associated with airship10, fore propulsion assembly532may be rotated such that a thrust force associated with fore propulsion assembly532may be directed parallel to yaw axis and toward the ground (i.e., down) or toward the sky (i.e., up), based on the desired pitch. Upon operation of fore propulsion assembly532, airship10may then be caused to pitch in reaction to the directed thrust associated with fore propulsion assembly532.

According to still other embodiments, for example, where it is desired to cause a rolling motion associated with airship10, starboard propulsion assembly533may be rotated such that a thrust force associated with starboard propulsion assembly533may be directed parallel to yaw axis7and toward the ground (i.e., down) or toward the sky (i.e., up) based on the desired roll, and/or port propulsion assembly534may be rotated such that a thrust force associated with port propulsion assembly534may be directed in a direction opposite from the direction of the thrust force associated with starboard propulsion assembly533. Upon operation of starboard propulsion assembly533and port propulsion assembly534, airship10may then be caused to roll in reaction to the directed thrusts. One of ordinary skill in the art will recognize that similar results may be achieved using different combinations and rotations of propulsion assemblies31without departing from the scope of the present disclosure.

Fore, starboard, and port propulsion assemblies532,533, and534may also be configured to provide thrust forces for generating forward or reverse motion of airship10. For example, starboard propulsion unit533may be mounted to propulsion mount430(FIG. 10) and configured to pivot from a position in which an associated thrust force is directed in a downward direction (i.e., toward the ground) to a position in which the associated thrust force is directed substantially parallel to roll axis5and toward the rear of airship10. This may allow starboard propulsion unit533to provide additional thrust to supplement thrusters. Alternatively, starboard propulsion unit534may be rotated from a position in which an associated thrust force is directed substantially parallel to roll axis5and toward the rear of airship10, to a position where the associated thrust force is directed along pitch axis6such that an adverse wind force may be counteracted.

In addition to fore, starboard, and port propulsion assemblies532,533, and534, respectively, propulsion system30may include one or more starboard thrusters541and one or more port thrusters542configured to provide horizontal thrust forces to airship10. Starboard and port thrusters541and542may be mounted to keel hoop120(FIG. 24D), lateral frame members, horizontal stabilizing members315(FIG. 24A), or any other suitable location associated with airship10. Starboard and port thrusters541and542may be mounted using an operative propulsion unit mount430similar to that described above, or, alternatively, starboard and port thrusters541and542may be mounted such that minimal rotation or pivoting may be enabled (e.g., substantially fixed). For example, starboard and port thrusters541and542may be mounted to keel hoop120(FIG. 24D) at an aft location on either side of vertical stabilizing member310(FIG. 24D) (e.g., at approximately 160 degrees and negative 160 degrees, as shown inFIG. 5B). In some embodiments, starboard and port thrusters541and542may be substantially co-located with starboard and port propulsion assemblies533and534as described above (e.g., positive 120 degrees and negative 120 degrees). In such embodiments, propulsion unit mounts430associated with starboard and port propulsion assemblies533and534may include additional fastening points such that propulsion unit mounts430associated with starboard and port thrusters541and542may be operatively connected to one another. Alternatively, propulsion unit mounts430associated with starboard and port thrusters541and542may be operatively connected to substantially similar fastening points on support structure20as fastening points connected to propulsion unit mounts430associated with starboard and port propulsion assemblies533and534.

In some embodiments, thrust from starboard and port thrusters541and542may be directed along a path substantially parallel to roll axis5. Such a configuration may enable thrust forces associated with starboard and port thrusters541and542to drive airship10in a forward or reverse direction based on the thrust direction.

In some embodiments, thrust from starboard and port thrusters541and542may be configurable based on a position of associated propulsion unit mount430. One of ordinary skill in the art will recognize that additional configurations for starboard and port thrusters541and542may be utilized without departing from the scope of this disclosure.

Power Supply System

As shown inFIG. 12A, power supply system1000may include one or more solar panels1010(including photovoltaic cells) disposed on airship10. Solar panels1010may be disposed on various portions of airship10in a variety of different configurations, as shown in FIGS.1and12B-12D. Persons of ordinary skill in the art will recognize the requirements of solar panels suitable for the applications disclosed herein. Further, the disclosed configurations and placement of solar panels shown and discussed herein are not intended to be limiting, and persons of ordinary skill in the art will understand that additional embodiments are possible.

Solar panels1010may be operatively coupled one or more electric motors1020, and configured to supply power to the one or more electric motors for driving power conversion units415. In addition, power supply system1000may include one or more batteries1030operatively coupled to solar panel1010and configured to receive and store electrical energy supplied by solar panel1010, and may further be operatively coupled to electric motors1020to supply power to electric motors1020.

Batteries1030may each be located within an outer envelope of airship10defined by hull12of airship10. Batteries1030may be disposed in respective positions providing ballast. In some embodiments, batteries1030may be located in an aft portion of hull12, as shown inFIGS. 13D and 13E. In addition, various lightweight battery technologies may be employed to minimize any reduction in airship performance due to the added weight of batteries. Persons of ordinary skill in the art will readily recognize lightweight battery technologies that may be suitable for applications disclosed herein.

Batteries1030may be configured to supply power to electric motors1020in addition to the power supplied to electric motors1020from solar panel1010. Alternatively, or additionally, solar panel1010may be configured to supply power to electric motors1020via batteries1030.

When airship10is exposed to sunlight and/or during certain operations of airship10that may not require large amounts of power, airship10may run exclusively on solar power from solar panel1010. Under such conditions, electrical energy converted from sunlight by solar panel1010may also be used to charge batteries1030.

Persons of ordinary skill in the art will recognize suitable operative connections between solar panel1010, batteries1030, and electric motors1020, according to the arrangements described above.

Cargo System

As used herein, the term “cargo” is intended to encompass anything carried by airship10that is not a part of airship10. For example, the term “cargo,” as used herein, refers to freight, as well as passengers. Further, the term “passengers” is intended to encompass not only persons along for the ride, but also pilots and crew.

As shown inFIGS. 13A-13D, airship10may include a cargo system1100, which may include at least one cargo compartment1110configured to contain passengers and/or freight, and disposed substantially within the outer envelope of the airship, which is defined by hull12. In some embodiments, airship10may include multiple cargo compartments1110as shown in the accompanying figures. Cargo compartments1110may be of any suitable size and/or shape, and may include, for example, a passenger compartment1120, which may include a pilot cockpit and/or accommodations (e.g., seating and/or lodging) for commercial travelers/tourists. In some embodiments, cargo compartments1110may include a freight compartment1130. In some embodiments, airship10may include a passenger compartment1120and a separate freight compartment1130.

Although the figures show cargo compartments1110generally disposed in the bottom portion of airship10and having a lower surface that conforms to, or is substantially continuous with, the envelope defined by hull12, cargo compartments1110may have any suitable shape. Further, cargo compartments1110may be disposed in a location other than the bottom of airship10. For example, embodiments are envisioned that include a passenger compartment disposed near the top portion of hull12. Such embodiments may be practical, for example, if the passenger compartment is relatively small, e.g., to only hold a flight crew and/or several passengers.

In some embodiments, cargo compartments1110may be relatively small compared to the overall size of airship10, as shown inFIG. 13A. Alternatively, cargo compartments1110may be significantly larger, as shown inFIG. 13D.

Persons of ordinary skill in the art will recognize that the size, shape, and location may be selected according to numerous parameters related to the intended operation of the airship, such as weight, ballast, desired lifting gas volume (since the internally-located cargo compartments come at the expense of lifting gas volume), etc. For example, in some embodiments one or more of cargo compartments1110may be disposed at a location such that a static equilibrium associated with airship10may be maintained. In such embodiments, a cargo compartment1110may be mounted, for example, at a location along roll axis5, such that a moment about pitch axis6associated with the mass of the cargo compartment (or the mass of the cargo compartment including contents having a predetermined mass) substantially counteracts a moment about pitch axis6associated with the mass of empennage assembly25. Furthermore, the placement of cargo compartments1110within the envelope of hull12, places the mass of cargo compartments1110and any contents therein closer to both roll axis5and pitch axis6, thus reducing moments associated with placement of such mass at distances from these axes. Similarly, positioning of cargo compartments1110relative to yaw axis7may also be taken into consideration.

In some embodiments, cargo compartments1110may include a suitable means of access, such as a ladder, stairs, or ramp. In other embodiments, at least one cargo compartment1110of airship10may include a transport system1140configured to lower and raise at least a portion of cargo compartment1110to facilitate loading and unloading of cargo compartment1110. For example, as shown inFIG. 13B, cargo compartments1110may include elevators1150. Elevators1150may include any suitable lifting mechanism. In some embodiments, elevators1150may include cables1160(see, e.g.,FIG. 13C) that may connect hull12to a portion of cargo compartment1110(e.g., the floor/platform), and may be reeled in by winches attached to hull12in order to lift elevators1150. Such winches may be electrically driven, using power from power supply system1000. Persons of ordinary skill will recognize alternative mechanisms for raising and lowering portions of cargo compartments1110.

In some embodiments, as illustrated byFIG. 13B, elevators1150may be configured to lower and raise portions of cargo compartments1110that are substantially smaller than the size of cargo compartments1110. In other embodiments, a section of cargo compartment1110that may be lowered and raised may include substantially an entire lower section of cargo compartment1110, (not shown). In still other embodiments, substantially the entire cargo compartment1110may be lowered and raised, as shown inFIG. 13C.

In addition, as shown inFIG. 13B, transport system1140may be configured to lower a portion of cargo compartment1110a distance from hull12of airship10that is greater than a maximum height of the compartment. In such embodiments, transport system1140may include elevators1150that include collapsible wall sections1170.

Airship10may include one or more bladders1200inside hull12for containing a lighter-than-air gas, as shown inFIG. 14. In some embodiments, airship10may include multiple bladders1200disposed within hull12in a side-by-side, end-to-end, and/or stacked configuration. For example, bladders1200may be positioned end-to-end in a fore-aft configuration, as shown inFIG. 15. Alternatively, or additionally, bladders1200may be disposed side-by-side, as shown inFIG. 16. In some embodiments, one or more bladders1200may be disposed one inside another, as shown inFIG. 17. In some embodiments, both side-to-side and end-to-end configurations may be implemented, as shown inFIG. 18. In addition, embodiments are envisaged wherein bladders1200are stacked vertically (FIG. 19) or horizontally (FIGS. 20 and 21). A skilled artisan will recognize that various combinations of these bladder configurations may be implemented.

In some embodiments, airship10may include a string bladder1210, as shown, for example, inFIG. 22. Such a string bladder1210may have a length that is two or more times as long as a length of hull12, and may be disposed within hull12such that string bladder1210curves or folds upon itself within hull12. In some embodiments, string bladder1210may be disposed in an organized pattern, such as the spiral shown inFIG. 22. Alternatively, or additionally, airship10may include a string bladder1210that is randomly amassed within hull12(e.g., like spaghetti), as shown inFIG. 23.

In some embodiments, bladders1200may be formed of a self-sealing material. As discussed above with respect to hull12, persons of ordinary skill in the art will recognize self-sealing technologies suitable for implementation in bladders1200.

As an alternative to, or in addition to, multiple bladders1200, envelope282associated with hull12may be divided by a series of “walls” or dividing structures (not shown) within envelope282. These walls may create separated “compartments” that may each be filled with a lighter-than-air lifting gas individually. Such a configuration may mitigate the consequences of the failure of one or more compartments (e.g., a leak or tear in the fabric) such that airship10may still possess some aerostatic lift upon failure of one or more compartments. In some embodiments, each compartment may be in fluid communication with at least one other compartment, and such walls may be fabricated from materials similar to those used in fabrication of envelope282, or, alternatively (or in addition), different materials may be used. According to some embodiments, envelope282may be divided into four compartments using “walls” created from fabric similar to that used to create envelope282. One of skill in the art will recognize that more or fewer compartments may be utilized as desired.

One or more of the compartments or bladders1200within envelope282may include one or more fill and/or relief valves (not shown) configured to facilitate inflation, while minimizing the risk of over-inflation of envelope282and/or bladders1200. Such valves may be designed to allow entry of a lighter-than-air gas as well as allowing escape of lighter-than-air gas upon an internal pressure reaching a predetermined value (e.g., about 150 to 400 Pascals). One of skill in the art will recognize that more or fewer fill/relief valves may be used as desired and that relief pressures may be selected based on materials associated with envelope282and/or bladders1200, among other things.

In addition to aerostatic lift generated by retention of a lighter-than-air gas, hull12may be configured to generate at least some aerodynamic lift when placed in an airflow (e.g., airship10in motion and/or wind moving around hull12) based on an associated angle of attack and airflow velocity relative to the airship.

Airship10may also include a second envelope283(seeFIG. 3), thus defining a space between first envelope282and second envelope283, which may be utilized as a ballonet for airship10. For example, a ballonet may be used to compensate for differences in pressure between a lifting gas within first envelope282and the ambient air surrounding airship10, as well as for ballasting of an airship. The ballonet may therefore allow hull12to maintain its shape when ambient air pressure increases (e.g., when airship10descends). The ballonet may also help control expansion of the lighter-than-air gas within first envelope282(e.g., when airship10ascends), substantially preventing bursting of first envelope282at higher altitudes. Pressure compensation may be accomplished, for example, by pumping air into, or venting air out of, the ballonet as airship10ascends and descends, respectively. Such pumping and venting of air may be accomplished via air pumps, vent tabs, or other suitable devices (e.g., action of the propulsion system30) associated with hull12. For example, in some embodiments, as airship10ascends, air pumps (e.g., an air compressor) may fill the space between first envelope282and second envelope283with air such that a pressure is exerted on first envelope282, thereby restricting its ability to expand in response to decreased ambient pressure. Conversely, as airship10descends, air may be vented out of the ballonet, thereby allowing first envelope282to expand and assisting hull12in maintaining its shape as ambient pressure increases on hull12.

FIG. 24Aillustrates an exemplary empennage assembly25. Empennage assembly25may be configured to provide stabilization and/or navigation functionality to airship10. Empennage assembly25may be operatively connected to support structure20via brackets, mounts, and/or other suitable methods. For example, in some embodiments, an empennage mount345similar to that shown inFIG. 24Bmay be used for operatively connecting empennage assembly25to longitudinal frame member124and keel hoop120.

FIG. 24Dis a schematic view highlighting an exemplary mounting configuration between empennage25, keel hoop120, and longitudinal support member124, utilizing empennage mount345. One of ordinary skill in the art will recognize that numerous other mounting configurations may be utilized and are intended to fall within the scope of the present disclosure.

According to some embodiments, empennage assembly25may include a vertical stabilizing member310and horizontal stabilizing members315(FIG. 24A). Vertical stabilizing member310may be configured as an airfoil to provide airship10with stability and assistance in yaw/linear flight control. Vertical stabilizing member310may include a leading edge, a trailing edge, a pivot assembly, one or more spars, and one or more vertical control surfaces350(e.g., a rudder).

Vertical stabilizing member310may be pivotally affixed to a point on empennage assembly25. During operation of airship10, vertical stabilizing member310may be directed substantially upward from a mounting point of empennage assembly25to support structure20while the upper-most point of vertical stabilizing member310remains below or substantially at the same level as the uppermost point on the top surface of hull12. Such a configuration may allow vertical stabilizing member310to maintain isotropy associated with airship10. Under certain conditions (e.g., free air docking, high winds, etc.), vertical stabilizing member310may be configured to pivot about a pivot assembly within a vertical plane such that vertical stabilizing member310comes to rest in a horizontal or downward, vertical direction, and substantially between horizontal stabilizing members315. Such an arrangement may further enable airship10to maximize isotropy relative to a vertical axis, thereby minimizing the effects of adverse aerodynamic forces, such as wind cocking with respect to vertical stabilizing member310. In some embodiments consistent with the present disclosure, where hull12includes a thickness dimension of 7 meters and where empennage assembly25is mounted to keel hoop120and longitudinal frame member124, vertical stabilizing member310may have a height dimension ranging from about 3 meters to about 4 meters.

Vertical stabilizing member310may include one or more spars (not shown) configured to define the planform of vertical stabilizing member310as well as provide support for a skin associated with vertical stabilizing member310. The one or more spars may include a substantially carbon-based material, such as, for example, a carbon fiber honeycomb sandwich with a carbon fiber mousse. Each of the one or more spars may have openings (e.g., circular cutouts) at various locations, such that weight is minimized, with minimal compromise in strength. One of ordinary skill in the art will recognize that minimizing the number of spars used, while still ensuring desired structural support may allow for minimizing weight associated with vertical stabilizing member310. Therefore, the one or more spars may be spaced along the span of vertical stabilizing member310at a desired interval configured to maximize support while minimizing weight.

A leading edge322may be utilized for defining an edge shape of vertical stabilizing member310as well as securing the spars prior to installation of a skin associated with vertical stabilizing member310. Leading edge322may also include a substantially carbon-based material, such as a carbon fiber honeycomb sandwich with a carbon fiber mousse.

Leading edge322and the one or more spars may be aligned and fastened in place with a skin installed substantially encasing leading edge322and spars. The skin may include, for example, canvass, polyester, nylon, thermoplastics, and any other suitable material. The skin may be secured using adhesives, shrink wrap methods, and/or any other suitable method for securing the skin to leading edge322and the one or more spars.

For example, in some embodiments, a canvass material may be applied over the one or more spars and leading edge322then secured using an adhesive and/or other suitable fastener. The canvass material may then be coated with a polyurethane and/or thermoplastic material to further increase strength and adhesion to the one or more spars and leading edge322.

Vertical stabilizing member310may also include one or more vertical control surfaces350configured to manipulate airflow around vertical stabilizing member310for purposes of controlling airship10. For example, vertical stabilizing member310may include a rudder configured to exert a side force on vertical stabilizing member310and thereby, on empennage mount345and hull12. Such a side force may be used to generate a yawing motion about yaw axis7of airship10, which may be useful for compensating for aerodynamic forces during flight. Vertical control surfaces350may be operatively connected to vertical stabilizing member310(e.g., via hinges) and may be communicatively connected to systems associated with a pilot cockpit (e.g., operator pedals) or other suitable location. For example, communication may be established mechanically (e.g., cables) and/or electronically (e.g., wires and servo motors346and/or light signals) with the cockpit or other suitable location (e.g., remote control). In some embodiments, vertical control surfaces350may be configured to be operated via a mechanical linkage351. In some cases, mechanical linkage351may be operably connected to one or more servo motors346, as shown inFIGS. 24A and 24D.

Horizontal stabilizing members315associated with empennage assembly25may be configured as airfoils and may provide horizontal stability and assistance in pitch control of airship10. Horizontal stabilizing members315may include a leading edge, a trailing edge, one or more spars, and one or more horizontal control surfaces360(e.g., elevators).

In some embodiments, horizontal stabilizing members315may be mounted on a lower side of hull12in an anhedral (also known as negative or inverse dihedral) configuration. In other words, horizontal stabilizing members315may extend away from vertical stabilizing member310at a downward angle relative to roll axis5. The anhedral configuration of horizontal stabilizing members315may allow horizontal stabilizing members315to act as ground and landing support for a rear section of airship10. Alternatively, horizontal stabilizing members315may be mounted in a dihedral or other suitable configuration.

According to some embodiments, horizontal stabilizing members315may be operatively affixed to empennage mount345and/or vertical stabilizing member310independent of hull12. Under certain conditions (e.g., free air docking, high winds, etc.) horizontal stabilizing members315may be configured to allow vertical stabilizing member310to pivot within a vertical plane, such that vertical stabilizing member310comes to rest substantially between horizontal stabilizing members315.

In some embodiments, a span (i.e., tip-to-tip measurement) associated with horizontal stabilizing members315may be approximately 10 to 20 meters across, depending on a desired size of hull12. In some embodiments, a span associated with horizontal stabilizing members315may be, for example, approximately 14.5 meters. Horizontal stabilizing members315may include one or more spars (not shown) configured to define the planform of horizontal stabilizing members315as well as provide support for a skin associated with horizontal stabilizing members315. The one or more spars may include a substantially carbon-based material, such as a carbon fiber honeycomb sandwich with a carbon fiber mousse. Each of the one or more spars may have openings (e.g., circular cutouts) at various locations, such that weight is minimized with minimal compromise in strength. One of ordinary skill in the art will recognize that minimizing the number of spars used, while still ensuring desired structural support may allow for minimizing weight associated with horizontal stabilizing members315. Therefore, spars may be spaced along the span of horizontal stabilizing members315at a desired interval configured to maximize support while minimizing weight.

A leading edge352may be utilized for defining an edge shape of horizontal stabilizing members315as well as securing each spar prior to installation of a skin associated with horizontal stabilizing members315. Leading edge352may also include a substantially carbon-based material, such as a carbon fiber honeycomb sandwich with a carbon fiber mousse to obtain a desirable strength-to-weight ratio. Once leading edge352and the one or more spars have been aligned and fastened in place, a skin may be installed substantially encasing leading edge352and the one or more spars. Skin materials may include, for example, canvass, polyester, nylon, thermoplastics, and/or any other suitable material. The skin may be secured using adhesives, shrink wrap methods, and/or any other suitable method. For example, in some embodiments, a canvass material may be applied over the one or more spars and leading edge352and secured using an adhesive, and/or other suitable fastener. The canvass material may then be coated with a polyurethane and/or thermoplastic material to further increase strength and adhesion to spars and leading edge352.

Horizontal stabilizing members315may also include one or more horizontal control surfaces360(e.g., elevators) configured to manipulate airflow around horizontal stabilizing members315to accomplish a desired effect. For example, horizontal stabilizing members315may include elevators configured to exert a pitching force (i.e., up or down force) on horizontal stabilizing members315. Such a pitching force may be used to cause motion of airship10about pitch axis6. Horizontal control surfaces360may be operatively connected to horizontal stabilizing members315(e.g., via hinges) and may be mechanically (e.g., via cables) and/or electronically (e.g., via wires and servo motors347and/or light signals) controlled from a pilot cockpit or other suitable location (e.g., remote control). In some embodiments, horizontal control surfaces360may be configured to be operated via a mechanical linkage349. In some cases, mechanical linkage349may be operably connected to one or more servo motors347, as shown inFIG. 24A.

FIG. 24Bis an illustration of an exemplary embodiment of empennage mount345. Empennage mount345may be configured to operatively connect vertical stabilizing member310, horizontal stabilizing members315, and support structure20. Empennage mount345may include similar high-strength, low-weight materials discussed with reference to support structure20(e.g., carbon fiber honeycomb sandwich). Further, empennage mount345may include fastening points configured to mate with fastening points present on support structure20. For example, longitudinal frame member124and/or keel hoop120may be configured with fastening points near a rear location of keel hoop120(e.g., at approximately 180 degrees around keel hoop120). Such fastening points may be configured to mate with fastening points provided on empennage mount345. One of ordinary skill in the art will recognize that numerous fastener combinations may be utilized for fastening empennage mount345to the related fastening points of heel hoop220and longitudinal frame member124.

Empennage mount345also may be configured to enable pivoting of vertical stabilizing member310such that vertical stabilizing member310may be placed in a position between horizontal stabilizing members315when desired. Empennage mount345may include pins, hinges, bearings, and/or other suitable devices to enable such a pivoting action. In some embodiments, vertical stabilizing member310may be mounted on a swivel pin (not shown) associated with empennage mount345and may include a latching mechanism (not shown) configured to operatively connect vertical stabilizing member310to keel hoop120and/or other suitable location. Latching mechanism (not shown) may include hawksbill latches, slam latches, spring loaded pins, striker plates, hydraulic actuators, and/or any other combination of suitable mechanisms. Control of latching mechanism (not shown) and pivoting of vertical stabilizing member310may be achieved utilizing mechanical (e.g., via cables) and/or electrical (e.g., via control signals and servo motors), or any other suitable control methods (e.g., via hydraulics).

Rear Landing Gear

When, for example, horizontal stabilizing members315are configured in an anhedral arrangement (i.e., angled downward away from hull12) and are connected to a lower side of airship10(as shown inFIGS. 24A-D), horizontal stabilizing members315may function as ground and landing support for a rear section of airship10. Accordingly, empennage assembly25, specifically horizontal stabilizing members315may provide support for rear landing gear assembly377.

Rear landing gear assembly377may be operatively connected to each airfoil associated with horizontal stabilizing members315(e.g., as shown inFIG. 24C). Rear landing gear assembly377may include one or more wheels378, one or more shock absorbers381, and mounting hardware379. Rear landing gear assemblies377may be connected to horizontal stabilizing members315at a tip end and/or any other suitable location (e.g., a midpoint of horizontal stabilizing members315).

In some embodiments, rear landing gear assembly377may include a single wheel mounted on an axle operatively connected via oleo-pneumatic shock-absorbers to horizontal stabilizing members315at an outer-most tip of each airfoil. Such a configuration may allow rear landing gear assembly377to provide a damping force in relation to an input (e.g., forces applied during touchdown and landing). Horizontal stabilizing member315may further assist in such damping based on configuration and materials used. One of ordinary skill in the art will recognize that rear landing gear assemblies377may include more or fewer elements as desired.

Rear landing gear assembly377may be configured to perform other functions including, for example, retracting and extending (e.g., with respect to horizontal stabilizing members315), and/or adjusting for a load associated with airship10. One of ordinary skill in the art will recognize that numerous configurations may exist for rear landing gear assembly377and any such configuration is meant to fall within the scope of this disclosure.

Front Landing Gear

According to some embodiments, support structure20may be configured to provide support as well as an operative connection to front landing gear assembly777(seeFIG. 9A). Front landing gear assembly777may include one or more wheels, one or more shock absorbers, and mounting hardware. Front landing gear assembly777may be connected to support structure20at a location configured to provide stability during periods when airship10is at rest or taxiing on the ground. One of ordinary skill in the art will recognize that various positioning configurations of front landing gear assembly777(e.g., in front of passenger compartment1120) may be used without departing from the scope of this disclosure. In some embodiments, front landing gear777may include dual wheels mounted on an axle operatively connected via oleo-pneumatic shock-absorbers to support structure20or passenger compartment1120.

According to some embodiments, front landing gear assembly777may be configured to perform other functions including, for example, steering airship10while on the ground, retracting, extending, adjusting for load, etc. For example, front landing gear assembly777may include an operative connection to passenger compartment1120such that front landing gear assembly777may be turned to cause airship10to head in a desired direction while moving on the ground. Such a connection may include a rack and pinion, a worm gear, an electric motor, and/or other suitable devices for causing front landing gear assembly777to turn in response to a steering input.

According to some embodiments, front landing gear assembly777may include an operative connection to a steering control associated with a yoke in passenger compartment1120. An operator may turn the yoke causing a signal indicative of a steering force to be sent to computer600. Computer600may then cause an electric motor associated with front landing gear assembly777to cause front landing gear assembly777to turn in a direction indicated by the steering force input from the operator. Alternatively, steering may be accomplished via a mechanical connection (e.g., cables, hydraulics, etc.) or any other suitable method. One of ordinary skill in the art will recognize that a steering control may be linked to flight controls, a dedicated steering control, and/or other suitable control without departing from the scope of the present disclosure.

INDUSTRIAL APPLICABILITY

The disclosed airship10may be implemented for use in a wide range of applications. For example, in some embodiments, airship10may be configured to perform functions involving traveling from one location to another. For instance, airship10may be configured to perform a function associated with at least one of lifting objects (e.g., construction lifting), elevating a platform, transporting items (e.g., freight), displaying items (e.g., advertisement), and transporting humans (e.g., passenger carriage and/or tourism), and/or providing recreation.

In some embodiments, airship10may be configured to perform functions wherein the airship remains in substantially stationary flight. For example, airship10may be configured to perform a function including at least one of assembly of a structure, conducting cellular communications, conducting satellite communications, conducting surveillance, advertising, conducting scientific studies, and providing disaster support services. Airship10may include a platform or other cargo carrying structure configured to suspend communications equipment (e.g., satellite relay/receiver, cell tower, etc.) over a particular location. Because airship10may utilize, for example, associated control surfaces, propulsion assemblies31, and its shape to remain suspended and substantially stationary over a given location, airship10may operate as a communications outpost in desired areas. Further, airship10may be employed for military or other reconnaissance/surveillance operations (e.g., for border patrol).

Operation of airship10may be performed by remotely controlling and/or utilizing manned flights of airship10. Alternatively, or additionally, airship10may be operated by preprogrammed automated controls, particularly for applications involving stationary flight.

In some embodiments, airship10may be configured to fly at altitudes of 30,000 feet or more. Capability of flying at such altitudes may facilitate various aforementioned operations, such as surveillance, communications, scientific studies, etc. In addition, high altitude flight such as this may enable airship10to take advantage of jet streams, and also fly above adverse weather conditions and/or turbulence that may otherwise be present at lower altitudes. In addition, flying at high altitudes, above clouds, may expose solar panel1010to more sunlight. Further, at higher altitudes, sunlight may be more intense, further enhancing collection of solar energy.

In some embodiments, airship10may be configured for use at extreme high altitudes, e.g. as a replacement for satellites. Such embodiments of airship10may be configured for stationary or mobile flight at altitudes of more than 60,000 feet. Certain embodiments may be capable of normal operation at altitudes of more than 100,000 feet.

In some contemplated applications, airship10may be flown using solar energy during daylight hours and batteries at night and/or while flying beneath cloud cover. During flight in which airship10may be flown completely using solar energy, airship10may store any excess solar energy collected by using it to charge batteries1030.

Whether configured for manned, un-manned, and/or automated flight, airship10may, according to some embodiments, be controlled by a computer600. For example, propulsion assemblies31and control surfaces, among other things, may be controlled by a computer600.FIG. 25is a block diagram of an exemplary embodiment of a computer600consistent with the present disclosure. For example, as shown inFIG. 25, computer600may include a processor605, a disk610, an input device615, a multi-function display (MFD)620, an optional external device625, and interface630. Computer600may include more or fewer components as desired. In this exemplary embodiment, processor605includes a CPU635, which is connected to a random access memory (RAM) unit640, a display memory unit645, a video interface controller (VIC) unit650, and an input/output (I/O) unit655. The processor may also include other components.

In this exemplary embodiment, disk610, input device615, MFD620, optional external device625, and interface630are connected to processor605via I/O unit655. Further, disk610may contain a portion of information that may be processed by processor605and displayed on MFD620. Input device615includes the mechanism by which a user and/or system associated with airship10may access computer600. Optional external device625may allow computer600to manipulate other devices via control signals. For example, a fly-by-wire or fly-by-light system may be included allowing control signals to be sent to optional external devices, including, for example, servo motors associated with propulsion unit mounts430and control surfaces associated with horizontal and vertical stabilizing member310and315. “Control signals,” as used herein, may mean any analog, digital, and/or signals in other formats configured to cause operation of an element related to control of airship10(e.g., a signal configured to cause operation of one or more control surfaces associated with airship10). “Fly-by-wire,” as used herein, means a control system wherein control signals may be passed in electronic form over an electrically conductive material (e.g., copper wire). Such a system may include a computer600between the operator controls and the final control actuator or surface, which may modify the inputs of the operator in accordance with predefined software programs. “Fly-by-light,” as used herein, means a control system where control signals are transmitted similarly to fly-by-wire (i.e., including a computer600), but wherein the control signals may transmitted via light over a light conducting material (e.g., fiber optics).

According to some embodiments, interface630may allow computer600to send and/or receive information other than by input device615. For example, computer600may receive signals indicative of control information from flight controls720, a remote control, and/or any other suitable device. Computer600may then process such commands and transmit appropriate control signals accordingly to various systems associated with airship10(e.g., propulsion system30, vertical and horizontal control surfaces350and360, etc.). Computer600may also receive weather and/or ambient condition information from sensors associated with airship10(e.g., altimeters, navigation radios, pitot tubes, etc.) and utilize such information for generating control signals associated with operating airship10(e.g., signals related to trim, yaw, and/or other adjustments).

According to some embodiments, computer600may include software and/or systems enabling other functionality. For example, computer600may include software allowing for automatic pilot control of airship10. Automatic pilot control may include any functions configured to automatically maintain a preset course and/or perform other navigation functions independent of an operator of airship10(e.g., stabilizing airship10, preventing undesirable maneuvers, automatic landing, etc.). For example, computer600may receive information from an operator of airship10including a flight plan and/or destination information. Computer600may use such information in conjunction with autopilot software for determining appropriate commands to propulsion units and control surfaces for purposes of navigating airship10according to the information provided. Other components or devices may also be attached to processor605via I/O unit655. According to some embodiments, no computer may be used, or other computers may be used for redundancy. These configurations are merely exemplary, and other implementations will fall within the scope of the present disclosure.

According to some embodiments, it may be desirable for computer600to transmit in-flight signals configured to, for example, correct course heading and/or assist in stabilizing airship10independent of an operator of airship10. For example, computer600may calculate, based on inputs from various sensors (e.g., altimeter, pitot tubes, anemometers, etc.), a wind speed and direction associated with ambient conditions surrounding airship10. Based on such information, computer600may determine a set of operational parameters that may maintain stability of airship10. Such parameters may include, for example, propulsion unit parameters, control surface parameters, ballast parameters, etc. Computer600may then transmit commands consistent with such parameters assisting in maintaining stability and/or control of airship10. For example, computer600may determine that as airship10gains altitude, the ballonet should be pressurized to prevent over-pressurization of first envelope282. In such a situation, computer600may cause air pumps to activate, thereby pressurizing the ballonet to a desirable pressure. It should be noted that data associated with wind and other various effects on airship10(e.g., aerodynamic stresses) may be determined empirically and/or experimentally, and stored within computer600. This may allow computer600to perform various actions consistent with safely navigating airship10.

As noted above, according to some embodiments, once aloft, it may be desired to hold airship10substantially stationary over a desired area and at a desired altitude. For example, computer600and/or an operator may transmit control signals to propulsion system30, vertical and horizontal control surfaces350and360, the ballonet, and/or other systems associated with airship10, such that airship10remains substantially stationary even where wind currents may cause airship10to be exposed to aerodynamic forces.

Although, for purposes of this disclosure, certain disclosed features are shown in some figures but not in others, it is contemplated that, to the extent possible, the various features disclosed herein may be implemented by each of the disclosed, exemplary embodiments. Accordingly, differing features disclosed herein are not to be interpreted as being mutually exclusive to different embodiments unless explicitly specified herein or such mutual exclusivity is readily understood, by one of ordinary skill in the art, to be inherent in view of the nature of the given features.

While the presently disclosed device and method have been described with reference to the specific embodiments thereof, it should be understood by those skilled in the art that various changes may be made and equivalents may be substituted without departing from the scope of the disclosure. In addition, many modifications may be made to adapt a particular situation, material, composition of matter, process, process step, or steps to the objective, spirit, and scope of the present invention. Other embodiments of the invention will be apparent to those skilled in the art from consideration of the specification and practice of the invention disclosed herein. It is intended that the specification and examples be considered as exemplary only.