Lenticular Airship and Associated Controls

TECHNICAL FIELD [0001] The disclosure relates to lenticular airships. In particular, the disclosure relates to an airship and associated control elements for providing increased maneuverability and operability.

GENERAL INFORMATION [0002] Aerostatic air-lighter airships have found significant use since 1783 after the first successful manned flight of the Montgolfier Montgolfier hot air balloon. Since then, many improvements have been made, but the design and concept of manned hot air balloons still remain essentially similar. Such constructions may include a gondola for carrying the operator and passengers, a heating device (e.g., propane burner) and a large shell or bag attached to the nacelle and adapted to be filled with air. The operator may then use a heating device to heat the air until the buoyancy forces of the heated air exert sufficient force on the shell to lift the balloon and attached nacelle.

[0003] In order to improve this concept of flight that is lighter than air, some lighter-than-air airships have been developed to include driving assemblies, navigational instruments and flight controls. Such additions may allow the operator of such an airship to steer the thrust of the drive assemblies in a direction to cause the airship to follow the desired direction. Airships using propulsion units and navigational instruments usually do not use hot air as a lifting gas (although hot air can be used), with many operators preferring instead of floating gases lighter than air, such as hydrogen and helium. Airships may also include, inter alia, a coating to keep the gas lighter than air, the crew area and the load area.

They may expose the airship to adverse aeronautic effects (e.g., weather-induced elevation and reduced maneuverability). [0004] Airships other than traditional hot air balloons can be divided into several construction classes: rigid, semi-rigid, non-rigid and hybrid types. The rigid airship usually has a rigid frame containing a plurality of non-pressurized gaseous cells or balloons to provide lift. Such airships generally do not depend on the internal pressure of gaseous cells to maintain their shape. The semi-rigid airships generally use a certain pressure within the gaseous envelope to maintain their shape, but they can also have frames along the bottom shell portion for, among others, distributing suspended loads to the shell and to allow lower coating pressures. Non-rigid airships usually use a pressure level above the surrounding air pressure to maintain their shape, and any load associated with the load carrying devices is maintained by the gas coat and the associated fabric. The widely used airship is an example of a non-rigid airship.

[0005] Hybrid airships can include components from other types of airships, such as a load holding frame and a coating using the pressure associated with the lifting gas to maintain its shape. Hybrid airships can also combine features of a heavier airship (such as airplanes and helicopters) and lighter air technology to generate additional lift and stability. It should be noted that many airships, when fully laden with cargo and fuel, are heavier than air, and thus can use their propulsion system and shape to generate aerodynamic lift to remain at altitude. However, in the case of a hybrid airship, the mass of the airship and the load can be substantially compensated by the lift force generated by the forces associated with the lifting gas, such as helium.

[0006] The lifting force (i.e., volatility) associated with a gas lighter than air can

Depending on numerous factors, including pressure and ambient temperature, among others. For example, at sea level, approximately one cubic meter of helium can balance the mass of approximately one kilogram. Therefore, the airship may contain a sufficiently large shell, by means of which it will maintain sufficient lifting gas to raise the mass of the airship. Airships adapted to lift a heavy load may use a shell of the size required to lift the load. [0007] The design of the hull and streamlined shape of airships can provide additional lift when the airship is on its way. For example, a lenticular airship may have a disk-like shape in a round contour where the diameter may be greater than the associated height.

[0008] However, the lighter airship can create unique problems associated with aerodynamic stability, based on susceptibility to unfavorable aerodynamic forces. For example, traditional airships can usually exhibit low aerodynamic stability on the tilt axis. Lenticular shaped bodies may be less aerodynamically stable than bodies with a spherical or ellipsoidal shape. For example, the air stream of the boundary layer around the body can separate and form significant turbulence at locations far ahead of the rear edge. Therefore, systems and methods for improving aerodynamic stability may be desirable.

[0009] In addition, increasing flight control can be another difficult but important aspect for the construction of a lighter airship than the airship. For example, an airship can be lifted by thrust forces generated by vertically directed motor motors and can move forward or backward powered by thrust forces generated by vertically directed power motors. However, in traditional flight control systems, the propeller pitch was not variably adjustable. Therefore, the operator of such airships could not control, inter alia, the inclination angle and / or lifting force associated with the airship by adjusting the pitch of the propeller. In addition, vertically and horizontally

The direct drive motors were separately controlled, without allowing these motors to be coordinated with horizontal and vertical stabilization systems. Therefore, the traditional airship controls did not provide the maneuverability and response requested by the operators. In addition, the operator may want to know certain parameters associated with the flight during the flight without having to turn away from the view in front of the airship to ensure a more efficient control input. For example, an operator may want the position indication in the airship space to be visible in line with the canopy of the nacelle before providing the tilt / tilt control inputs to the airship. Accordingly, systems and methods for increasing flight controllability may be desirable, including, but not limited to, control of the tilting and tilting of the airship,

[0010] The present disclosure may be directed to addressing the aforementioned wishes, using various embodiments of the airship.

[0011] FR 2 830 838, which is considered the closest prior art, relates to a lenticular hull. The airship contains numerous engines, a vertical stabilizer and a tail equipped with rotary flaps. The motors are controlled by control means that are operated by the pilot.

[0012] US 4,591,112 concerns an airship with a vector string with four vertical lifting units. The rotational movement of the airship around its deflection axis is obtained mainly by giving the lifting units a differential transverse cyclical pitch or a differential longitudinal circular stroke.

SUMMARY OF THE DISCLOSURE [0013] According to the invention, there is provided: a system for controlling the deviation as defined by claim 1; and a method of controlling the deviation as defined by claim 8.

[0014] In one aspect, the present disclosure relates to a deviation control system associated with an airship. The system may comprise one or more vertical control surfaces connected to an airship, a first power source and a second power source, each

They are adapted to provide a thrust associated with the airship, and a yaw rate control configured to receive input data indicative of the desired yaw angle. The system may further comprise a communication controller coupled to a deviation control element, one or more vertical control surfaces and a first and second power source. The controller may be configured to receive an output signal from a deviation control element corresponding to the desired yaw angle. The controller may further be configured to generate a control signal configured to modify a state associated with at least one of the one or more vertical control surfaces, a first power supply, and a second power source,

[0015] In a further aspect, the present disclosure relates to a method of controlling the deviation associated with an airship comprising a first power supply, a second power source, and a vertical control surface. The method may include receiving a signal indicative of the desired yaw angle for the airship and determining the operational state associated with the first power source, the second power source, and the vertical control surface. The method may further comprise modifying the operational state associated with the first power source, the second power source, and the vertical control surface to achieve the desired yaw angle.

[0016] In yet another aspect, the present disclosure relates to a deviation control system associated with a lenticular airship defining a rim and a nose. The system may include a vertical control surface connected to the tailing of the lenticular airship, a first power source located on the rim of the lenticular airship at a position 120 degrees from the nose and adapted to provide thrust associated with a lenticular airship and a second power source located at the rim of the lenticular airship at a minus 120 degree position. from the nose and adapted to provide a string associated with a lenticular airship. The system may further comprise an element

The control device is used to control the deviation and pedal actuation, configured to receive input data indicative of the desired yaw angle. The system may also include a communication controller connected to a tilt control element, a vertical control surface, and a first and a second power source. The controller may be configured to receive an output signal from a deviation control element corresponding to the desired yaw angle. The controller may further be configured to generate a control signal configured to modify a state associated with at least one of the one or more vertical control surfaces, a first power source, and a second power source such that the lens-shaped airship generally achieves the desired yaw angle.

[0017] According to a further aspect, the present disclosure relates to a flight parameter control system associated with an airship. The system may comprise a frame and a supporting structure slidably mounted on the frame and shaped to provide a substrate for the ship control element and an output ram signal indicative of the retraction of the support structure from a predetermined neutral frame position. The system may further comprise a processor communicatively connected to the frame, supporting the structure and control element of the airship. The processor may be configured to receive an output slider signal, the processor being configured to generate a control signal to modify the flight parameter based on the output slider signal.

[0018] According to a further aspect, the present disclosure relates to a method of controlling at least one parameter associated with an airship. The method may include sliding the supporting structure over the frame, wherein the support structure is adapted to provide an output slider signal indicative of the offset of the supporting structure from a predetermined neutral position and includes a control element. The method further includes receiving an output slider on the controller and generating a control signal based on the output slider; and modifying the flight parameter associated with the airship by

The signal control.

[0019] In yet another aspect, the present disclosure relates to a pitch control system associated with each of three or more drive assemblies connected to an airship. The system may include a control element configured to receive input from an operator indicating the desired lift. The system may further include a processor configured to receive a signal indicative of the desired carrier force from the control element and generate an output signal to cause a substantially similar modification to each of the three or more drive assemblies such that the desired carrier force will be substantially exerted on the airship.

[0020] In yet another aspect, the present disclosure relates to a propeller pitch control method associated with three or more drive assemblies associated with an airship. The method may include receiving input from the operator indicating the desired lift and modifying the operation of three or more drive assemblies such that the desired lift will be substantially exerted on the airship.

[0021] In yet another aspect, the present disclosure relates to a force support control system associated with an airship. The system may comprise three drive assemblies, each drive assembly comprising a variable pitch propeller, and a control element configured to receive input from an operator indicating the desired lift. The system may further comprise a communication processor connected to three drive assemblies and a control element. The processor may be configured to receive a signal indicating the desired carrier force from the control element and transmitting the signal control to three drive assemblies configured to cause each of the three drive assemblies to form a substantially similar vector of thrust.

[0022] In yet another aspect, the present disclosure relates to a system for displaying location information in a space associated with an airship. The system may include a first series of indicators arranged longitudinally

The horizontal axis and the second series of indicators are arranged along the vertical axis. The system may include a processor configured to determine the location in space associated with the airship; and causing at least one indicator from the first series of indicators or a second series of indicators to respond based on the location in space.

[0023] In yet another aspect, the present disclosure relates to a method of displaying location information in a space associated with an airship. The method may include receiving a signal indicating the position in space associated with the airships and determining the location in space associated with the airship based on the signal. The method may further comprise triggering at least one indicator from the first series of indicators and the second series of indicators into a response depending on the location in space.

[0024] In yet another aspect, the present disclosure relates to a system for displaying position information in a space associated with an airship. The system may include a sensor configured to detect the position in space associated with the controller and generate the corresponding output of the sensor and a substantially transparent display. The system may further comprise a first series of indicators arranged along the horizontal axis of the display and a second series of indicators arranged along the vertical axis of the display. The system may also include a processor configured to determine the space position associated with the airship based on the sensor output and to call at least one indicator from the first series of indicators or the second series of indicators to light depending on the position in space.

BRIEF DESCRIPTION OF THE FIGURES [0025]

Fig. 1 is a schematic perspective view of an embodiment of a lenticular airship (SS);

Fig. 2 is a schematic view exemplifying the tail fork and its exemplary horizontal control surfaces and vertical control surfaces;

EP 2 500 261 B1

Fig. 3A is a schematic, partial perspective view of an embodiment of a vertical drive assembly;

Fig. 3B is a schematic, partial perspective view of an embodiment of a drive train assembly;

Fig. 4A is a schematic elevational view from the underside of an embodiment of the arrangement of the drive systems associated with the exemplary SS;

Fig. 4B is a schematic elevational view from the underside of another embodiment of the arrangement of the drive systems associated with the exemplary SS;

Fig. 5A is a schematic, partial perspective view of an exemplary nacelle associated with an exemplary SS, showing an exemplary control element for a slider and an exemplary general jump control;

Fig. 5B is a further schematic, partial perspective view of an exemplary nacelle associated with an exemplary SS, showing an exemplary travel control element and an exemplary general jump control;

Fig. 5C is another schematic, partial perspective view of an example of a gondola associated with an exemplary SS, showing an exemplary control element for a slider, an exemplary deviation control element, and an exemplary spatial position indicator;

Fig. 6 is a schematic front view of an embodiment of the space position indicator;

Fig. 7 is a block diagram of an embodiment of a flight computer; Fig. 8 is a block diagram illustrating an embodiment of a method of controlling the yoke associated with an airship;

Fig. 9 is a block diagram illustrating an embodiment of a method of controlling at least one parameter associated with an airship;

Fig. 10 is a block diagram illustrating an embodiment

A propeller pitch control method associated with three or more drive assemblies associated with an airship; and Fig. 11 is a block diagram illustrating an embodiment of a method of displaying location information in a space associated with an airship.

DETAILED DESCRIPTION Fig. 1 depicts one embodiment of a lenticular airship (SS) 10. The SS 10 may be adapted for vertical take-off and landing (VTOL) as well as three-dimensional navigation ( e.g. X, Y and Z planes). To facilitate such a flight, the SS 10 may include a supporting structure 20, fuselage 22, tail assembly 25, rear landing gear assemblies 377, a drive system comprising drive assemblies 31, a gondola 35, one or more computers 600 (see, e.g., Fig. 7 ) and / or a front landing gear assembly 777. Throughout this discussion, various embodiments of the terms "airship" and "lenticular airship" can be used interchangeably to refer to various embodiments of SS 10. In addition, the terms "forward" and / or " bow "can be used, to refer to areas in the hemispherical portion of SS 10 closest to the direction of the traveler, and the term "rear" and / or "tail" may be used to refer to areas in the semi-circular part of the SS nearest the direction of travel. Furthermore, the term "tail" may be used to refer to the most rearmost point connected to the fuselage 22, while the term "nose" may be used to refer to the point most advanced forward in the front portion of the hull 22.

Supporting structure 20 may be adapted to define a shape associated with SS 10, while providing a substrate for a number of systems connected to SS 10. Such systems may include, for example, a fuselage 22, a gondola 35, a load compartment (not shown) and / or driving assemblies 31. The support structure 20 can be defined by means of one or more frame members mutually connected to form the desired shape. For example, according to some examples

In other words, the frame members at the bottom of the support structure 20 can form a "H" configuration of built-up graphite composite beams. For example, the frame members can be a set of 3-pin graphite fabric layers applied at angles of 60 degrees between each thread. These frame members can connect to a similarly constructed rigid ring that defines the outer circumference SS 10. The ring can be composed of a plurality of superimposed composite structures that are connected to each other by means of a channel shaped composite stiffener. This arrangement of the beams and the frame of the rigid ring can cooperate together to transmit static and dynamic loads both under compression and tension.

[0028] To maximize the lifting ability associated with the SS 10, it may be desirable to design and fabricate the supporting structure 20 so that the mass associated with the support structure 20 will be reduced or minimized, while, for example, strength and hence resistance to aerodynamic forces will be increased or maximized. In other words, maximizing the strength-to-weight ratio associated with the support structure 20 may provide a more desirable configuration for the SS 10. For example, one or more frame members may be constructed of lightweight, but highly durable materials, including, e.g. based on carbon (e.g., carbon fiber) and / or aluminum.

[0029] According to some embodiments, one or more frame members may be constructed including a carbon fiber / resin composite and a honeycomb-carbon sandwich structure. The honeycomb-carbon honeycomb structure may further comprise a mousse material or carbon foam. In such an embodiment, the single frame members connected to the supporting structure 20 can be made in a suitable size and shape for mounting in the support structure 20. Such a construction can lead to the desired strength to weight ratio for the support structure 20. In some embodiments, it may be desirable to to create

Such a supporting structure 20 that the associated mass will be less than e.g. 200 kilograms.

[0030] The hull 22 may comprise a plurality of layers / coatings and / or may be a semi-rigid structure. In addition, the hull 22 may have the shape of a substantially flattened spheroid or "lenticular" shape. For example, the dimensions of the shape of the flattened spheroid may be approximately described by the relationship A = B> C, where A is the dimension of length (e.g., along the axis of tilt 5); B is the dimension of the width (e.g. along the incline axis 6); and C is the height dimension (eg along the deviation axis 7) of the object. In other words, a flattened spheroid may apparently have a circular contour with a height (e.g., polar diameter) less than the diameter of the round contour (e.g., equatorial diameter). For example, according to some embodiments, the hull 22 may include the following dimensions: A = 21 meters; B = 21 meters; and C = 7 meters. Dimensions related to hull 22 can also define at least partially, the volume of the lighter-than-air gas that can be held in the hull 22. For example, using the dimensions given above for the hull 22, the uncompressed internal volume associated with the hull 22 can be approximately 1275 cubic meters. It should be noted that these dimensions are only exemplary and larger or smaller dimensions may be used without departing from the scope of the present invention. For example, the hull 22 may comprise the following dimensions: A = 105 meters; B = 105 meters and C = 35 meters. that these dimensions are only exemplary and that larger or smaller dimensions can be used without departing from the scope of the present invention. For example, the hull 22 may comprise the following dimensions: A = 105 meters; B = 105 meters and C = 35 meters. that these dimensions are only exemplary and that larger or smaller dimensions can be used without departing from the scope of the present invention. For example, the hull 22 may comprise the following dimensions: A = 105 meters; B = 105 meters and C = 35 meters.

[0031] The fuselage 22 may be adapted to hold a volume of gas that is lighter than air and may be formed such that a substantially lenticular shape and / or a flattened spheroid is obtained when retaining the gas volume. Therefore, the fuselage 22 may include a first shell stapled or otherwise composed of a fabric or material adapted to hold gas lighter than air and / or with a round contour with a maximum thickness below the diameter of the round contour. In certain embodiments, the first coating may be formed from materials including, for example, aluminized plastic, polyurethane, polyester, laminated latex, and any other material suitable for

To retain gas lighter than air. The first coating may be formed from one or more polyester sheets and may be stitched or otherwise shaped such that retaining the volume of gas lighter than air causes the first coating 282 to receive the shape of the flattened spheroid.

[0032] The first shell connected to the hull 22 may be adapted to be mounted on the supporting structure 20, so that the supporting structure 20 may provide a support for the hull 22. For example, the first coating may be attached to the rim of the composite load ring to ensure continuous and smooth connection The upper cover of the fabric for SS 10. This construction can eliminate stress concentrations caused by asymmetrical upward forces often encountered in conventional airship constructions. In certain embodiments, the SS sutures 13 can extend radially from the center of the helium dome to the rigid rim, so that the sutures can carry loads along their length.

Lifting gases lighter than air for use in the first hull shell 22 may include, inter alia, helium, hydrogen, methane, and ammonia, for example. The potential carrier force of gas lighter than air may depend on gas density relative to the density of the surrounding air or other fluid (e.g., water). For example, the helium density at 0 degrees Celsius and 01.325 kilogram Pa can be approximately 0.1776 grams / liter, while the air density at 0 degrees C and 101.325 kilograms can be approximately 1.29 g / L. Based on the selected gas lighter than air, the inner volume of the first coating associated with the fuselage 22 can be selected so that the desired amount of lift is generated by the volume of gas lighter than air.

[0034] According to some embodiments, the first shell connected to the hull 22 can be divided by a series of "walls" or dividing structures (not shown). These walls can form separated "partitions", each of which can be individually filled with a lifting gas lighter than air. This configuration can mitigate the consequences

Damage to one or more baffles (e.g., leakage or tear in the fabric) such that the SS 10 may exhibit some aerostatic lift after damage to one or more baffles. In certain embodiments, each baffle may be in fluid communication with at least one other baffle, and such walls may be formed of materials similar to those used in the production of the first coating or alternatively (or additionally) other materials may be used. For example, "walls" can be constructed of a material that will be sufficiently porous to allow slow gas migration between separate cells to maintain an even pressure.

[0035] The one or more compartments in the first shell may include one or more filling and / or redundant valves (not shown) shaped to allow filling of the first coating, which may minimize the risk of overfilling of the first coating. Such valves may be designed to allow gas to enter lighter than air, as well as to allow lighter gas to flow out of the first coating once the internal pressure has reached a predetermined value (e.g., from about 150 to about 400 Pa).

[0036] In addition to the lift force generated by the gas lighter than air entrapment, the hull 22 may be adapted to generate at least some aerodynamic lift when placed in an air flow (e.g., SS 10 in motion and / or wind traveling on the hull 22) based on the associated rake angle and air stream velocity with respect to SS 10. For example, the hull 22 may include a second shell adapted to substantially conform to the shape associated with the first shell. The second shell associated with the hull 22 may, for example, substantially surround both the top and bottom surfaces of the first coating or alternatively the second coating may be formed of two or more pieces of material each covering only a portion of the top and / or bottom surface of the hull 22. E.g,

The second coating may substantially surround the supporting structure 20 and the first shell connected to the fuselage 22.

[0037] The second coating may comprise a canvas, vinyl and / or other suitable material that can be stapled or otherwise prepared to a suitable shape that may exhibit the desired resistance to external stresses (e.g., tears, aerodynamic forces, etc.). In certain embodiments, the second coating may comprise a low resistivity and / or low weight fabric, such as, for example, polyester, polyurethane and / or DuPont ™ Tedlar® with a thermoplastic coating.

[0038] In addition to providing a transfer of aerodynamic lift to the supporting structure 20 and potential tearing resistance, after the installation of the second coating a space may be formed between the first coating and the second coating that can be used as a balloon for SS 10. For example, the balloon can be used to compensate for the pressure differences between the uplifting gas in the first shell and ambient air surrounding the SS 10, as well as ballasting the airship. The balloon can thus allow its shape to be maintained by the hull 22 when the ambient air pressure increases (e.g., when the SS 10 is lowered). Pressure compensation can be obtained, for example, by pumping air or evacuating air from the balloon when the SS 10 rises or lowers accordingly.

[0039] Fig. 1 also shows different axes relative to exemplary SS 10 for information purposes. The SS 10 may define the heel axis 5, the tilt axis 6 and the yaw axis 7. The tilting axis SS 10 may correspond to an imaginary line running through the hull 22 towards, for example, tail assembly 25 to the nacelle 35. The yaw axis 7 SS 10 may correspond to an imaginary a line extending perpendicular to the axis of tilt 5 through the hull 22 in the direction, e.g., from the underside of the hull to the outer surface of the hull 22. The tilt axis 6 can

EP 2 500 261 B1 corresponds to an imaginary line extending perpendicular to both the yaw axis and the tilting axis, so that the pitch axis 6 extends through the hull 22 from one side of the SS 10 to the other side of SS 10. "Yaw axis" and "X axis"; "Tilt axis" and "Y axis"; and "yaw axis" and "Z axis" may be used interchangeably throughout this discussion, referring to different axes associated with SS 10. An average person skilled in the art will know that the terms described in this paragraph are exemplary only and do not have to limit. [0040] The SS deflection and inclination control means may define the vertical and horizontal direction of the drive and finally determine the direction of flight of the SS 10.

[0041] Fig. 2 shows an example of a tail set 25. The tail band 25 may be configured to provide stabilizing and / or navigation functionality for SS 10. The tail band 25 may be operatively connected to the supporting structure 20 (see Fig. 1) by means of brackets, fixings and / or other suitable methods. For example, in some embodiments the tail tail 25 may be attached to the keel of the keel 120 and an elongate support member 124 connected to the support structure 20, using a tail mount 345. As shown in Fig. 2, the rim 120 may be a substantially circular peripheral beam connected to the supporting structure 20. The ridge 120 may include one or more framework sections with a predetermined radius of curvature, which can be attached to each other to form a keel 120 with the desired radius. In some embodiments, the rim 120 may have a diameter of, for example, approximately 21 meters. The elongated frame member 124 may be configured to extend in longitudinal direction from the front portion of the keel rim 120 to the rear portion of the keel rim 120. The elongated frame member 124 may encounter the keel 120 essentially orthogonal and may be aligned substantially at a midway point associated with the rim. keels 120. In other words, by looking at the rim of the keel 120 in a two-dimensional plane, the elongated frame member 124 can intersect the keel 120 in the respective positions of 0 degrees and 180 degrees. An average specialist in the field will know that you can to form a ring 120 of the desired radius. In some embodiments, the rim 120 may have a diameter of, for example, approximately 21 meters. The elongated frame member 124 may be configured to extend in longitudinal direction from the front portion of the keel rim 120 to the rear portion of the keel rim 120. The elongated frame member 124 may encounter the keel 120 essentially orthogonal and may be aligned substantially at a midway point associated with the rim. keels 120. In other words, by looking at the rim of the keel 120 in a two-dimensional plane, the elongated frame member 124 can intersect the keel 120 in the respective positions of 0 degrees and 180 degrees. An average specialist in the field will know that you can to form a ring 120 of the desired radius. In some embodiments, the rim 120 may have a diameter of, for example, approximately 21 meters. The elongated frame member 124 may be configured to extend in longitudinal direction from the front portion of the keel rim 120 to the rear portion of the keel rim 120. The elongated frame member 124 may encounter the keel 120 essentially orthogonal and may be aligned substantially at a midway point associated with the rim. keels 120. In other words, by looking at the rim of the keel 120 in a two-dimensional plane, the elongated frame member 124 can intersect the keel 120 in the respective positions of 0 degrees and 180 degrees. An average specialist in the field will know that you can In some embodiments, the rim 120 may have a diameter of, for example, approximately 21 meters. The elongated frame member 124 may be configured to extend in longitudinal direction from the front portion of the keel rim 120 to the rear portion of the keel rim 120. The elongated frame member 124 may encounter the keel 120 essentially orthogonal and may be aligned substantially at a midway point associated with the rim. keels 120. In other words, by looking at the rim of the keel 120 in a two-dimensional plane, the elongated frame member 124 can intersect the keel 120 in the respective positions of 0 degrees and 180 degrees. An average specialist in the field will know that you can In some embodiments, the rim 120 may have a diameter of, for example, approximately 21 meters. The elongated frame member 124 may be configured to extend in longitudinal direction from the front portion of the keel rim 120 to the rear portion of the keel rim 120. The elongated frame member 124 may encounter the keel 120 essentially orthogonal and may be aligned substantially at a midway point associated with the rim. keels 120. In other words, by looking at the rim of the keel 120 in a two-dimensional plane, the elongated frame member 124 can intersect the keel 120 in the respective positions of 0 degrees and 180 degrees. An average specialist in the field will know that you can The elongated frame member 124 may be configured to extend in longitudinal direction from the front portion of the keel rim 120 to the rear portion of the keel rim 120. The elongated frame member 124 may encounter the keel 120 essentially orthogonal and may be aligned substantially at a midway point associated with the rim. keels 120. In other words, by looking at the rim of the keel 120 in a two-dimensional plane, the elongated frame member 124 can intersect the keel 120 in the respective positions of 0 degrees and 180 degrees. An average specialist in the field will know that you can The elongated frame member 124 may be configured to extend in longitudinal direction from the front portion of the keel rim 120 to the rear portion of the keel rim 120. The elongated frame member 124 may encounter the keel 120 essentially orthogonal and may be aligned substantially at a midway point associated with the rim. keels 120. In other words, by looking at the rim of the keel 120 in a two-dimensional plane, the elongated frame member 124 can intersect the keel 120 in the respective positions of 0 degrees and 180 degrees. An average specialist in the field will know that you can by looking at the rim of the keel 120 in a two-dimensional plane, the elongated frame member 124 can intersect the rim 120 in the appropriate positions of 0 degrees and 180 degrees. An average specialist in the field will know that you can by looking at the rim of the keel 120 in a two-dimensional plane, the elongated frame member 124 can intersect the rim 120 in the appropriate positions of 0 degrees and 180 degrees. An average specialist in the field will know that you can

Many other attachment configurations are utilized and are intended to be within the scope of the present disclosure.

[0042] According to some embodiments, the tail body assembly 25 may include a vertical stabilizing member 310. The vertical stabilizing member 310 may be shaped as an air profile to impart stability and support to the SS in linear / deflected flight control. The vertical stabilizing member 310 may include a leading edge, a rear edge, a rotary assembly, one or more girders and one or more vertical control surfaces 350 (e.g., rudder).

[0043] The vertical stabilizing member 310 may be pivotally connected to the tail point assembly 25. During operation of the SS, the vertical stabilizing member 310 may point substantially upward from the point of attachment of the tail assembly 25 to the supporting structure 20, while the most upwardly oriented member. the point of the vertical stabilizing member 310 remains below or substantially at the same level as the most uppermost point on the top surface of the hull 22. Such a configuration may allow the vertical stabilizing member 310 to be connected to the SS 10 stabilizing member under certain conditions (e.g., docking to free air, high winds etc.) the vertical stabilizing member 310 can be shaped to rotate around the rotary assembly in a vertical plane,that the vertical stabilizing member 310 rests in a horizontal or downward vertical direction and substantially between the horizontal stabilizing members 315. Such arrangement may further allow to maximize the isotropy through the SS10 relative to the vertical axis, thereby minimizing the effects of adverse aerodynamic forces such as wind raising in relation to The vertical stabilizing member 310. In certain embodiments of the present disclosure, where the hull 22 has a thickness of 7 meters and where the tail assembly 25 is attached to the keel of the keel 120 and the elongated frame member 124, the vertical stabilizing member 310 can have a height dimension in the range from about 3 meters to about 4 meters.Such arrangement may further allow to maximize the isotropy through SS10 with respect to the vertical axis, thereby minimizing the effects of adverse aerodynamic forces, such as wind raising relative to the vertical stabilizing member 310. In certain embodiments of the present disclosure, where the hull 22 has a thickness of 7 meters and wherein the tail assembly 25 is attached to the keel of the keel 120 and the elongated frame member 124, the vertical stabilizing member 310 can have a height dimension in the range of about 3 meters to about 4 meters.Such arrangement may further allow to maximize the isotropy through SS10 with respect to the vertical axis, thereby minimizing the effects of adverse aerodynamic forces, such as wind raising relative to the vertical stabilizing member 310. In certain embodiments of the present disclosure, where the hull 22 has a thickness of 7 meters and wherein the tail assembly 25 is attached to the keel of the keel 120 and the elongated frame member 124, the vertical stabilizing member 310 can have a height dimension in the range of about 3 meters to about 4 meters.In certain embodiments of the present disclosure, where the hull 22 has a thickness of 7 meters and where the tail assembly 25 is attached to the keel of the keel 120 and the elongated frame member 124, the vertical stabilizing member 310 can have a height dimension in the range of about 3 meters to about 4 meters.In certain embodiments of the present disclosure, where the hull 22 has a thickness of 7 meters and where the tail assembly 25 is attached to the keel of the keel 120 and the elongated frame member 124, the vertical stabilizing member 310 can have a height dimension in the range of about 3 meters to about 4 meters.

[0044] The vertical stabilizing member 310 may include one or more

The number of girders (not shown) adapted to determine the vertical contour of the stabilizing member 310, as well as providing the substrate for the covering associated with the vertical stabilizing member 310. One or more girders may comprise a substantially carbon-based material, such as e.g. honeycomb carbon fiber honeycomb structure with carbon fiber mousse. Each of the one or more girders may have openings (e.g. round cutouts) at different locations, so that the mass is minimized, with a minimum compromise in strength. One of ordinary skill in the art will know that minimizing the number of girders used, while providing the desired structural substrate,

[0045] The leading edge 322 may be used to define the shape of the vertical edge of the stabilizing member 310, as well as securing the girders prior to installing the liner connected to the vertical stabilizing member 310. The leading edge 322 may also include a substantially carbon-based material, such as a honeycomb structure. honey from carbon fiber with carbon fiber mousse.

[0046] The leading edge 322 and the one or more girders may be aligned and fixed in place with the covering installed substantially covering the leading edge 322 and the girders. The covering may include, for example, a canvas, polyester, nylon, thermoplastics and / or any other suitable material. The covering may be secured by adhesives, shrink-wrap methods and / or any other suitable method for attaching the cover to the leading edge 322 and one or more girders.

[0047] For example, in some embodiments, the canvas material may be applied to one or more girders and the edge 322

Afterwards, it is secured with glue and / or other suitable fastener. The canvas material may then be coated with a polyurethane and / or a thermoplastic to further enhance strength and adhesion to one or more girders and lead edges 322.

[0048] The vertical stabilizing member 310 may also include one or more vertical control surfaces 360 adapted to manipulate the air flow around the vertical stabilizing member 310 for control purposes SS 10. For example, the vertical stabilizing member 310 may include a rudder rudder configured to exert lateral force on the driver. a vertical stabilizing member 310, i.e. a tail fixing 345 and a hull 22. Such lateral force can be used to generate a deflecting motion about the deflection axis 7 of the SS 10, which can be useful for compensating aerodynamic forces during flight. The vertical control surfaces 350 can be operatively connected to the vertical stabilizing member 310 (e.g. via hinges) and can be communicatively connected to circuits associated with the gondola 35 (e.g. yaw control devices) or other appropriate places and systems. For example, communication can be determined mechanically (e.g., cables) and / or electronically (e.g., wires and actuators and / or light signals) with a gondola 35 or any other suitable locations (e.g., a remote control element).

[0049] The horizontal stabilizing members 315 connected to the tail tail assembly 25 can be shaped as airfoils and can provide horizontal stability and support inter alia in controlling the SS 10 inclination. The horizontal stabilizing members 315 can include a leading edge, a rear edge, one or more girders and one or more horizontal control surfaces 360 (e.g., elevator heights).

[0050] In certain embodiments, the horizontal stabilizing members 315 may be attached to the bottom side of the hull 22 at a negative sash lift (also known as a negative or reverse boom rise). In other words, the horizontal stabilizing members 315 can extend from the vertical stabilizing member 310 at an angle downwards relative to the tilt axis 5.

EP 2 500 261 B1

The negative elevation of the horizontal stabilizing members 315 may allow the horizontal stabilizing members to function as ground support or when landing for the rear section SS 10. Alternatively, the horizontal stabilizing members 315 may be mounted in a positive or other suitable arrangement.

[0051] According to some embodiments, the horizontal stabilizing members 315 may be operatively attached to the tail attachment 345 and / or the vertical stabilizing member 310. Under certain conditions (e.g. docking into free air, high winds etc.), the horizontal stabilizing members 315 may be shaped to allow the vertical stabilizing member 310 to rotate in a vertical plane so that the vertical stabilizing member 310 rests substantially between the horizontal stabilizing members 315.

[0052] In some embodiments, the span (i.e., tip to tip measurement) associated with the horizontal stabilizing members 315 may be approximately 10 to 20 meters across, depending on the desired size of the hull 22. In certain embodiments, the span associated with the horizontal stabilizing members 315 can be, for example, approximately 14.5 meters. One skilled in the art will recognize that such a range may be larger or smaller depending on the properties of the particular embodiment. For example, the ratio of the hull diameter to span may be in the range of approximately between 1.6: 1 and 1: 1. [0053] The horizontal stabilizing members 315 may include one or more girders (not shown) adapted to define the contour of the horizontal stabilizing members 315, as well as providing a substrate for the covering associated with horizontal stabilizing members 315. One or more girders may comprise a substantially carbon-based material, such as a carbon fiber honeycomb structure with a carbon fiber mousse. Each of the one or more girders may have openings (e.g., round cutouts) at different locations, so that the mass is minimized with a minimum compromise of strength. An average specialist in the field will know that Each of the one or more girders may have openings (e.g., round cutouts) at different locations, so that the mass is minimized with a minimum compromise of strength. An average specialist in the field will know that Each of the one or more girders may have openings (e.g., round cutouts) at different locations, so that the mass is minimized with a minimum compromise of strength. An average specialist in the field will know that

The minimization of the number of girders used, while providing the desired structural substrate, can minimize the mass associated with the horizontal stabilizing members 315. Therefore, the girders can be arranged along the horizontal span of the stabilizing members 315 at desired spacing adapted to maximize the substrate while minimizing mass.

[0054] The leading edge 352 may be used to define the shape of the horizontal edges of the stabilizing members 315, as well as securing each girder prior to installing the cover coupled to the horizontal stabilizing members 315. The leading edge 352 may also include a substantially carbon-based material, such as a sandwich type sandwich structure. a honeycomb of carbon fiber with carbon fiber mousse to get the desired strength to weight ratio. When the leading edge 352 and one or more girders are aligned and secured in place, the covering can be installed substantially covering the leading edge 352 and one or more girders. The coating material may include, for example, a canvas, polyester, nylon, thermoplastics and / or any other suitable material. The covering may be secured by adhesives, methods with heat-shrinkable film and / or any other suitable method. For example, in some embodiments, the canvas material may be applied to one or more girders and the leading edge 352 and secured with glue and / or other suitable fastener. The canvas material may then be coated with a polyurethane and / or a thermoplastic material to further enhance strength and adhesion to the girders and lead edges 352.

[0055] The horizontal stabilizing members 315 may also include one or more horizontal control surfaces 360 (e.g., elevator heights) adapted to manipulate the airflow around the horizontal stabilizing members 315 to achieve the desired effect. For example, the horizontal stabilizing members 315 may include height rudders adapted to exert a reclining force (i.e., upward or downward force) and / or tilting force.

The tilting force can be used to cause movement of the SS 10 about the tilting axis 6, while the tilting force can be used to cause the movement of the SS 10 about the tilting axis 5. The horizontal control surfaces 360 can be operatively connected to horizontal stabilizing members 315 (e.g., via hinges) and can be mechanically (e.g., via cables) and / or electronically (e.g. via wires and actuators and / or light signals) controlled from a gondola 35 or other suitable location (e.g. remote control element).

[0056] Figs. 3A and 3B illustrate two embodiments of drive assemblies 31. For example, as shown in Fig. 3A, drive assemblies 31 may include a power supply 410, power conversion unit 415, drive assembly 430 and / or fuel source ( e.g. tank) (not shown). The power supply 410 may include, for example, electric motors, liquid fuel engines, gas turbine engines and / or any suitable power source configured to generate rotational power. The power supply 410 may further comprise variable speed and / or reversible type motors that can operate in both directions (e.g., clockwise and anti-clockwise rotation) and / or at different rotational speeds based on control signals (e.g., signals). from computer 600, shown in Fig. 7). The power supply 410 may be powered by batteries, solar, gasoline, diesel, natural gas, methane and / or any other suitable fuel source. For example, in some embodiments, the power supply 410 may include a Mini 2 and / or Mini 3 engine manufactured by Simonini Flying, Via per Marano, 4303, 41010 - San Dalmazio di Serramazzoni (MO), Italy.

[0057] According to some embodiments, the drive assemblies 31 may include an energy converting unit 415 adapted to convert the energy of the rotary power supply 410 into a thrust force suitable for operation on the SS 10. For example, the power conversion unit 415 may include an airfoil or other device that during Rotation can generate air flow or thrust. E.g

The energy conversion unit 415 may be arranged as an axial fan (e.g., a propeller), a centrifugal fan and / or a tangential fan. Such exemplary fan arrangements can be adapted to convert the rotational energy produced by the power source 410 into a thrust force useful inter alia for handling the SS 10. Alternatively, when using a power source such as a gas turbine engine, thrust can be provided without using the assembly 415 transforming energy. One of ordinary skill in the art will recognize that many configurations can be used without departing from the scope of the present disclosure.

[0058] The energy conversion unit 415 can be adjusted so that the angle of attack of the energy conversion unit 415 can be modified. This may allow modification of the thrust force and direction based on the rake angle associated with the energy conversion unit 415. For example, when the energy conversion unit 415 is adapted as an adjustable airfoil (e.g., variable pitch propellers), the energy conversion unit 415 can be rotated by 90 degrees to achieve a total inversion of thrust. The energy conversion unit 415 may be adapted, for example, with bunting, cradles and / or other devices, so that the thrust generated by the energy conversion unit 415 may be modified and directed in the desired direction.

[0059] For example, as shown in Fig. 3a, the fastener 430 of the drive assembly can be operatively connected to the supporting structure 20 (see Fig. 1) and can be adapted to maintain a protected power supply 410 so that the forces associated with the drive assemblies 31 they may be transferred to the support structure 20. For example, the drive assembly 430 may include attachment points 455 (Figures 3A and 3B) designed to correspond to the mounting location on the keel rim 120, the horizontal stabilizing members 315, the side frame member (not shown) and or any other appropriate place. Such sites may include structural reinforcement to support resistive forces

Related to drive units 31 (e.g., thrust forces). Alternatively, the drive assembly mount 430 may include a series of attachment points to match the attachment points to a particular power source 410. An average person skilled in the art will know that a set of fasteners to secure the attachment points can be used to achieve the desired connection between the drive assembly 430 and the drive assembly fixing the place.

[0060] According to some embodiments, the mounting 430 of the drive assembly may include rotatable assemblies configured to allow rotation of the driving assemblies 31 around one or more axes (e.g., axles 465 and 470) in response to a control signal provided by, for example, a computer 600 (see e.g., Fig. 7). The rotatable assemblies may include worm gears, bevel gears, bearings, motors and / or other devices that may facilitate adjustable rotation about one or more drive axes of the assemblies 31. In such embodiments, the electric motor may be configured to cause rotation of the associated gear. and the rotational movement of the worm gear may then cause rotation of the drive mounting gear, thereby rotating the drive mount 430.

[0061] Alternatively, in some embodiments, the drive assemblies 31 may be mounted such that a minimum rotational movement (e.g., substantially constant) may be allowed, as shown in Fig. 3B. If necessary, this configuration may be used for one or more drive assemblies 31.

[0062] Figs. 4A and 4B show exemplary configurations (as viewed from the bottom of SS 10) of a drive system associated with SS 10 according to the present disclosure. Driving units 31 associated with SS 10 may be configured to provide a driving force (e.g., thrust) directed in a specific direction (i.e., draft vector) and configured to generate traffic (e.g. moving force (e.g., wind force) and / or other manipulation of the SS 10 (e.g., a deviation control device). For example, the drive assemblies 31 may allow control of the deviation, inclination and

It also provides thrust for horizontal and vertical movement. Such functionality may depend on the distribution and power associated with the drive assemblies 31.

[0063] Functions associated with the drive system 30 can be separated among a plurality of drive assemblies 31 (e.g., drive assemblies 31). For example, the drive assemblies 31 may be used to provide lifting force for a vertical takeoff, so that the gas forces lighter than air in the first hull shell 22 are assisted when lifted by thrust associated with the drive assemblies 31. Alternatively (or additionally) the drive assemblies 31 may be used to provide a downward force for the maneuver so that the gas forces lighter than air in the first shell of the hull 22 are abolished by thrust associated with the drive assemblies 31. In addition, horizontal thrusts can also be provided by the drive assemblies 31 for generating horizontal motion (e.g., a translational movement relative to the ground) related to SS 10.

[0064] It may be desirable to use drive assemblies 31 to control or assist in controlling the deviation, inclination and tilt associated with SS 10. In certain embodiments, SS 10 may include one or more lifting drive assemblies, such as those shown in Fig. 3A, configured to provide a vertical lifting thrust force, and one or more horizontal drive assemblies, such as those shown in Fig. 3B1, configured to provide a horizontal thrust force. These vertical and horizontal drive assemblies can be controlled by the operator in a coordinated manner to balance the vertical lift component, the horizontal direction and the angle of the SS 10.

[0065] For example, as shown in Fig. 4A, the drive system 30 may include a forward drive assembly 532 operatively connected to the foremost keel rim section 120 (see Fig. 1) and substantially parallel to and / or on the tilt axis SS 10. In addition to the front drive assembly 532, the drive system 30 may include a right-hand drive assembly 533 operatively connected to the keel ring 120 for approximately 120

With the steps relative to the tilt axis SS 10 and the left-hand drive assembly 534 operatively connected to the keel of the keel 120 at approximately minus 120 degrees (e.g., plus 240 degrees) with respect to the tilt axis SS 10. Such configuration may allow deflection control, the inclination and tilting associated with the SS 10. For example, if it is desired to cause the tilting movement SS 10, the forward drive assembly 532 can be rotated so that the thrust vector associated with the forward drive assembly 532 will be parallel to the tilt axis 6 and to the right or left relative to it. hull 22, based on the desired deviation. By operating the front driving assembly 532, the deviation of the SS 10 can be caused in response to the directed thrust associated with the front driving assembly 532.

[0066] For example, in other embodiments, when it is desired to cause a traversing movement associated with the SS 10, the forward drive assembly 532 can be rotated so that the thrust associated with the forward drive assembly 532 can be oriented parallel to the yaw axis and towards the ground ( ie downwards) or towards the sky (ie upwards), based on the desired inclination. By operating the front driving assembly 532, the SS 10 can then be tilted in response to the directed thrust associated with the front driving assembly 532.

[0067] For example, according to yet other embodiments, when it is desired to cause a tilting movement associated with the SS 10, the right-hand drive assembly 533 can be rotated so that the thrust associated with the right-hand drive assembly 533 can be oriented parallel to the yaw axis 7 and towards ground (ie downwards) or towards the sky (ie upwards), based on the desired tilt. Additionally or alternatively the left-hand drive assembly 534 may be rotated such that the thrust associated with the left-hand drive assembly 534 may be directed away from the direction of thrust associated with the right-hand drive assembly 533. By operating the right-hand drive assembly 533 and the left-hand drive assembly 534 cause the SS 10 to tilt in response to directed thrust forces.

EP 2 500 261 B1

One of ordinary skill in the art will recognize that similar results can be obtained using various combinations and rotational motions of the driving units 31, without departing from the scope of the present disclosure. Furthermore, an ordinary person skilled in the art will know that the right-hand drive assembly 533 and the left-hand drive assembly 534 can, in certain embodiments, be fixed (i.e., non-rotatable) in a position to direct the thrust force substantially parallel to the deflection axis 7.

[0068] The forward right-hand and left-hand drive assemblies 532, 533 and 534 may also be adapted to provide thrust forces to generate SS forward or backward movement. For example, the right-hand drive assembly 533 can be mounted on the drive assembly 430 (see Fig. 3A) and adapted to rotate from a position where the associated thrust is directed downwards (i.e. towards the ground) to a position in wherein the associated thrust is directed substantially parallel to the tilt axis 5 and towards the rear of the SS 10. This may allow providing additional thrust force to propel the right-hand drive assembly 533. Alternatively, the right-hand drive assembly 534 may be rotated from the position at which associated thrust force. is directed substantially parallel to the tilt axis 5 and towards the rear of the SS 10,

[0069] In some embodiments, the front right-hand and left-hand drive assemblies 532, 533 and 534 may be secured high on the keel rim 120. Such a fastening structure may provide several advantages over those that secure the drive assemblies much lower. For example, this may pose a minor security risk for unintentional injury to ground personnel or damage to terrestrial equipment. The noise levels of the drive assemblies that are received inside the SS 10 may be lower compared to those attached to the sides of the nacelle 35. The fixing locations of the left hand drive assemblies 532, 533 and 534 may also allow the propellers to operate in a free stream of air, generally unobstructed by the proximity of the hull 22.

that a minimum rotational movement (e.g., substantially constant) may be allowed, as shown in Fig. 3B. For example, right-hand and left-hand propulsors 541 and 542 may be attached to the keel of the keel 120 at a point on the tail on either side of the vertical stabilizing member 310 (e.g., approximately 160 degrees and minus 160 degrees, as shown in Figure 4B). In some embodiments, right-hand and left-hand propellers 541 and 542 may be located at substantially the same location as the right-hand and left-hand drive assemblies 533 and 534 as described above (e.g., plus 120 degrees and minus 120 degrees). In such embodiments, the fasteners 430 of the drive assemblies connected to the right-hand and left-hand drive assemblies 533 and 534 may include additional fastening points, such that the fasteners 430 of the drive assemblies connected to the right and left-hand thrusters 541 and 542 may be operatively connected to each other. Alternatively, the fasteners 430 of the driving assemblies combined with right-hand and left-hand propellers 541 and 542 may be operatively connected to substantially similar fixing points on the supporting structure 20 as fixing points connected to the fasteners 430 of the drive assemblies connected to the right-hand and left-hand drive assemblies 533 and 534.

[0071] In some embodiments, thrust from right-hand and left-hand propellers 541 and 542 may be directed along the path

The configuration may allow the SS 10 to be driven by thrust forces associated with right-hand and left-hand propulsors 541 and 542 in the forward or reverse direction based on the direction of thrust, as well as the provision of forces around it. For example, a thrusting propeller 541 can generate a greater thrust force than through the left thruster 542. In this case, rotational motion SS10 about a pivot axis 7 can be caused. Similarly, left thruster 542 can generate more thrust than through right-hand propeller 542 thruster 541, which leads to a similar rotational movement about the deflection axis 7.

[0072] In some embodiments, the thrust from right-hand and left-hand propeller 541 and 542 may be configured based on the position of the associated drive assembly 430. One of ordinary skill in the art will recognize that additional configurations can be utilized for the left and right 541 and 542 propulsors without departing from the scope of the disclosure.

[0073] It should be noted that in the following disclosure, energy converting assemblies 415 comprising propeller (i.e., axial fans) are discussed. While the systems and methods described herein can be used in energy converting assemblies 415 including variable pitch propellers, an ordinary person skilled in the art will know that other energy conversion units (e.g., centrifugal fan) can also be implemented without departing from the scope of the present invention. Each power source / energy conversion unit configured to generate a variable thrust force may be controlled by the systems and methods of the present disclosure.

[0074] Fig. 5A is a schematic, partial perspective view of an example of a gondola 35 associated with SS 10. The pod may include, inter alia, a computer 600 (see, e.g., Fig. 7) one or more operator interfaces and / or ballast (not shown) . The gondola 35 may be positioned to maintain a static balance of SS 10. For example, the gondola 35 may be adapted to be fixed in a certain manner.

The seat can be secured, for example, at a position along the axis of tilting 5, such that the moment about the axis of the axis of the vertical frame 124 (see FIG. 1). inclination 6 associated with the mass of the nacelle 35 substantially counteracts the moment about the pitch axis 6 associated with the mass of the tailset assembly 25. The nacelle 35 may be attached at a certain point along the draft axis 6 so that no moment about the roll axis 5 arises from the weight of the nacelle 35. Alternatively, and based on factors related to, among other things, aerodynamics, torques associated with the gondola 35 and tail assembly 25 about the inclination axis 6 can be adjusted to provide the desired aerodynamic properties. The average specialist in this field will know

[0075] The gondola 35 can accommodate an operator and at least one passenger and can carry additional items (e.g., ballast ballast). Gondola 35 may include one or more operator interfaces configured to provide space for an operator or other person to perform tasks associated with SS 10 flight. For example, as shown in Figure 5A, the gondola 35 may include a slider controlling element 210, item 221. controlling general jump and navigational instruments 230 among other things (eg seats, etc.).

[0076] The slider controlling element 210 may be mounted in the guide and may be configured to horizontally regulate balancing and maneuvering horizontally. According to the present disclosure, the guide may be a device in or on which another component, such as frame 211, moves or moves. The pitch control element 221 may be attached to a chassis connected to a gondola 35 and configured to regulate, among others, vertical flight and lifting . The slider controlling element 210 and the general pitch control element 221 may be configured to provide the SS operator with control elements for enabling control of the SS 10 during taxiing, flight and landing. The slider controlling element 210 and the general pitch control element 221

They may be communicatively coupled to computer 600, vertical and horizontal control surfaces 350 and 360 (Figure 2), drive assemblies 31 and other systems if desired (Figure 1). In addition, the slider controlling element 210 and the general pitch control element 22 may receive input data indicative of the desired navigational functions (e.g., rotation, bias, pitch and lift etc.) from the operator and provide such input data for the computer 600, the vertical and / or horizontal control surface 350 and 360, drive assemblies 31 or other arrangements configured to bring about manipulation of the SS 10 if necessary by the operator.

[0077] According to some embodiments, the gondola 35 may include a position P1 for the operator and a position P2 for the passenger and / or operator. The slider controlling element 210 may be located in the middle of the gondola 35 between the positions P1 and P2. The slider controlling element 210 may include, but is not limited to, a frame 211, a slidable carrier 212 and a steering rod 213 connected to a slidable carrier 212. Frame 211 and slidable carrier 212 may be adapted to enable sliding a carrier 212 over the frame 211. In some examples the embodiment frame 211 may be adapted to provide an output indicating the offset of the slidable carrier regulator 212 from a predetermined neutral position. For example, the neutral position may be the position of the slidable carrier 212,

[0078] The sliding load-bearing adjuster 212 may further include a central armrest 214 slidably connected to the frame 211. For example, the upper and side surfaces of the central armrest 214 located between the seats

EP 2 500 261 B1

P1 and P2 can move forward and backward along frame 211. By sliding the central armrest 214, frame 211 can provide a signal for computer 600, indicating offset from the neutral position associated with sliding support controller 212. In some embodiments sliding bearing regulator 212 can include other load-bearing constructions (eg headrest).

[0079] As shown in Fig. 5A, the rudder rod 213 may be installed at one end of the slidable carrier regulator 212 between position P1 and P2. The rudder rod 213 can move with the center armrest 214 when the central armrest 214 slides forward and backward along the frame 211. For example, the operator in position P1 can use his right hand to steer the steering bar 213 and can also move his right arm to forward and backward to control the slidable carrier 212. Similarly, the operator in position P2 can perform such operations with his left hand and arm respectively on the rudder rod 213 and the slidable carrier 212.

[0080] Among others, the slider controlling element 210 may adjust the pitch of the blade connected to the drive assemblies 31 (e.g., front drive assembly 532, right-hand drive assembly 533, left-hand drive assembly 534, right-hand propeller 541 and left-hand propeller 542) and / or power source settings power (e.g., throttle). According to some embodiments, the pitch of the propellers associated with the drive assemblies 31 can be adjusted by sliding the slidable support regulator 212. Sliding adjustment via the slider control element 210 can allow the operator to keep his hands and / or feet on the basic control elements, still allowing him to change the driving forces related to SS 10 (eg modification of the pitch of the propeller connected to the driving units 31 to bring the SS 10 forward and backward).

[0081] In certain embodiments, the slidable carrier 212 may have a neutral position corresponding to the idling throttle and a neutral or substantially neutral pitch of the propeller associated with

The offset from the neutral position associated with the slidable carrier 212 may correspond to a predetermined control value of the signal. Such values ​​may be stored in the look-up table or other related data structure associated with the computer 600. The control signal may be configured to cause modification of the flight parameters associated with the SS 10 based on the value. In some embodiments, the flight parameters may include a speed associated with SS 10. In such embodiments, the control signal may be selected to control the throttle and configured to cause modification of at least one of the propeller pitch and the output of the power source associated with one or more drive assemblies 31 .

[0082] For example, the slidable carrier 212 may be communicatively connected to the control system of the SS 10 propeller. After movement of the slidable carrier 212, the offset associated with the slidable carrier 212 may be transferred to the propeller pitch control unit, and the propeller pitch and / or the output power of the power source can be changed in proportion to the size of the offset and the predetermined ratio. In such an example, following the movement of the slidable carrier 212, the pitch of the propeller can be increased and / or the damper can be opened to the configuration configured to obtain thrust to move in the desired direction. Similarly, the backward movement of the sliding support regulator 212 may place the propulsors in a reverse travel and / or adjust the throttle accordingly,

The proportional regulation provided by the slider control element 210 can be implemented by any number of devices, such as a digital proportional controller.

[0083] According to some embodiments, the rudder rod 213 may be mounted on a slidable carrier 212. The rudder rod 213 may move angularly about a first axis, a second axis, and any combination of positions between the first and second axles. For example, the steering bar 213 may be moved perpendicular to a first axis perpendicular to the second axis or at different angles to each axis. The movement of the steering bar 213 around the first axis can control the tilt movement SS 10, while the movement of the steering bar 213 around the second axis can adjust the tilting movement SS 10. In other words, when the helm rod 213 is moved about the first axis, the drive assemblies 31 can operate in association with horizontal control surfaces 360, resulting in a modification of the inclination of the SS 10 about the inclination axis 6. When the rudder rod 213 is moved around the second axis, the drive assemblies 31 can be respectively actuated, causing a tilt modification SS 10 about the roll axis 5. In certain embodiments, the horizontal control surfaces 360 can also be actuated in connection with the drive assemblies, or separately from them. , causing modification of the tilt of the SS 10 about the tilting axis 5. An average person skilled in the art will know that various combinations of elements associated with the SS 10 can be incorporated to produce the desired tilt and / or roll response. In addition, due to its position on the slidable carrier 212, the steering rod 213 can assist in adjusting the forward and / or reverse movements (e.g., deceleration) of the SS 10 by, among others, right-hand and left-hand propulsor 541 and 542.

[0084] Figure 5A also shows an exemplary pitch control element 221, which may include, for example, the general pitch levers 220 and the lock button 223. The general pitch levers 220 may be on the left side of seat P1 and / or on the right side of seat P2 (not shown). Control levers 220 can be

The crosslinked or alternatively can act independently.

[0085] The pitch control element 221 may act to substantially synchronize the travel between the plurality of drive assemblies 31. For example, the general pitch lever 220 may be operated in a variable manner to adjust the pitch of the propeller associated with all three peripheral power sources (i.e. front drive assembly 532, right-hand drive assembly 533 and left-hand drive assembly 534 (see Figs. 4A and 4B)), which can thus provide variable, adjustable lifting. Such adjustable lifting may be useful to achieve, inter alia, a substantially equal flight, vertical take-off and landing. This ability can also be ensured, inter alia, by changes in the pitch of the propeller, the output power of peripheral power sources and the operation of one or more control surfaces.

[0086] In some embodiments, the general pitch lever handle 220 may be equipped with a locking mechanism to enable "set and forget" functionality. In some embodiments, such functionality may be enabled by a rotating lever which may allow the operator to achieve a stable even flight, and then turn the lock to maintain the overall function at the desired pitch level of the propeller. Alternatively, the locking can be achieved by a locking button 223 so that once the desired position for the general pitch lever 220 is reached, the locking button 223 can be depressed and the general pitch lever 220 locked in place. After pressing the lock button 22 for a second time, the general pitch lever 220 can be released from its position.

[0087] Fig. 5B is a further schematic partial perspective view of an example of a gondola 35 associated with SS 10, viewed from position P2. Fig. 5B shows a slider controlling element 210 and a pitch control element 221 on the left side of the seat P1.

[0088] Fig. 5C is a schematic, partial perspective view of a gondola 35 associated with SS 10, viewed from the position P1. Figure 5C also shows exemplary navigational instruments associated with SS 10. Navigational instruments 230 may include analog instruments (e.g., altimeter, speedometer, radios, etc.), digital instruments, and / or may include one or more multifunction displays (MFDs). mufti-function display). MFDs can include any avionics displays that provide multi-function displays, such as a primary function display (PFD). As the specialist will know well in this task, the MFD may include a CRT display, a plasma display, an LCD display, a touch screen and / or any other type of electronic display device. Computer 600 may be connected to navigational instruments 230 and / or other systems associated with SS 10.

[0089] The SS 10 may further include a deviation control element 241 (see FIG. 5C) configured to control a movement about a deviation axis 7 of the SS 10. The biasing control element 241 may be configured to provide a signal to the computer 600 that may, in turn, cause drive operation. of the units and control surfaces associated with the SS essentially in tandem to substantially achieve the desired deflection angle about the yaw axis 7. The bias control element 241 may include, for example, the rotary cylinders 240 and 242 in the form of pedals in the nacelle 35 as shown in Figure 5C, configured to receive an input from the operator indicating the desired bias angle associated with the SS 10. In some embodiments, the pedal rotary actuators 240 and 242 may be pedal rudders.One of ordinary skill in the art will know that the deviation control element may include other suitable devices, such as a yoke.

[0090] The bias control member 241 may be activated, for example, by rotary rams 240 and 242 in the form of pedals connected to a pole (not shown) and / or any other similar devices. The forces around the deflection axis 7 can be generated by using one or more

The number of control surfaces (e.g., vertical control surface 350 and horizontal control surface 360) and / or drive power sources (e.g., front drive assembly 532, right-hand drive assembly 533, left-hand drive assembly 534, right-hand propeller 541 and left-handed thruster 542). For example, during combined control between power sources and control surfaces, the pedal rotary actuators 240 and 242 may be communicatively coupled to computer 600 associated with SS 10. The computer 600 may also be communicatively coupled to one or more vertical control surfaces associated with the SS. And / or driving power sources configured to provide thrust for SS 10.

[0091] In some embodiments, the pedal-operated rotary actuators 240 and 242 and / or plowing (not shown) can function as a deflection control element 241 by receiving input from an operator indicating the desired deflection angle (e.g., by deflection of the pedal). The computer 600 may be configured to receive the output signal from the rotary cylinders 240 and 242 in the form of pedals due to operator intervention and to cause the vertical control surface and / or drive power sources to operate independently or in tandem such that the SS 10 substantially assumes the desired angle. deviations.

[0092] The SS 10 may further include a flight information display system for displaying various information associated with the SS 10. According to certain embodiments, the flight information display system may include a series of position sensors that can be installed in different locations.

In other words, locations (e.g., hull 22 SS 10). These sensors can be configured to sense various parameters, such as position, velocity and acceleration among others related to SS 10. These sensors can also generate an output corresponding to the sensed parameters. The flight information display system may be communicatively coupled to computer 600, as illustrated in FIG. 7, which may include a processor. The processor may be configured to receive the output from the sensors and determine the position in space associated with the SS 10 based on the output from the sensors. The processor may be communicatively coupled to the position indicator 250 in space, such that the space position indicator 250 may display location information in the space associated with the SS 10. For example, as shown in FIG. 6, which is a schematic front view of an example spatial position indicator 250, an exemplary spatial position indicator 250 may be configured as a head-up display (HUD) capable of displaying the gondola position 35 so that the operator can easily monitor various information associated with the SS 10 without distracting from the front space SS 10. For example, the space position indicator 250 may be above the navigational instruments 230 (Figure 5C). In some embodiments, the space position indicator 250 may be substantially transparent and include a plurality of indicators (e.g., LEDs, lights etc.) configured to display various flight information SS 10, such as, inter alia, space position SS 10 and / or speed SS 10.

[0093] For example, as shown in Fig. 6, a first series of indicators 251-257 can be arranged in a substantially straight line along a horizontal axis, with a second series of indicators 258-260 and 261-263 arranged in a substantially straight line along a vertical axis, and intersecting at index 254, thus forming a cross. The space position indicator 250 may be communicatively coupled to the computer 600, each indicator being configured to indicate a position in space associated with the SS 10. At least one indicator from the first indicator array and / or the second series of indicators may correspond (e.g. ) according to

EP 2 500261 B1. The indicators may be arranged in any suitable configuration that may provide the operator with an indication of location in the SS space and / or other information during maneuvers.

[0094] In some embodiments, the indicator 254 in the middle may be white, the next indicator in either direction (i.e., indicators 253, 255 in the vertical direction and indicators 260, 261 in the vertical direction) may be green, the next indicator (i.e., indicators 252). , 256 in a horizontal direction and indicators 259, 262 in a vertical direction) may be orange, and those at the ends (ie, indicators 251, 257 in a horizontal direction and indicators 258, 263 in a vertical direction) may be red. The colors are only examples. In such embodiments, while the SS is in a neutral flight position in space (i.e., straight and even), only the middle white indicator 254 can be illuminated. When the inclination angle SS 10 decreases, for example the indicator 261 under the central indicator 254 may light up in green. If the inclination continues to decrease, indicator 262 can turn on in orange. If the tilt angle continues to decrease, the end indicator 263 may turn red. A similar arrangement of indicators can be set for movement with increased inclination, movement with reduced inclination and left and right sided tilting of SS 10. Alternatively, the indicators can be activated in the reverse direction to the one previously described. For example, when the inclination angle SS 10 decreases, the indicator 260 may respond. As the angle of inclination continues to decrease, the indicators 259 and 258 may respond, indicating that the inclination of the airship has been reduced to a predetermined magnitude. One of ordinary skill in the art will recognize that variants of the described schemes are possible without departing from the scope of the present disclosure.

[0095] The space position indicator 250 may provide the operator with a general guide during flight. For example, it may allow the operator to keep his eyes in the area surrounding the SS 10 while being constantly informed about position data in the SS space (e.g., tilt and roll angles).

[0096] According to some embodiments, inter alia, the drive assemblies 31 and control surfaces can be adjusted by means of a computer 600. Fig. 7 is a block diagram of an embodiment of a computer 600 according to the present disclosure. For example, as shown in Figure 7, computer 600 may include processor 605, disk 610, input device 615, MFD 620, optional external disk 625, and / or interface 630. Computer 600 may include more or fewer components as needed. In this embodiment, the processor 605 includes a CPU 635 that is connected to a random access memory (RAM) 640, a graphics card 645 memory unit, a video interface controller (VIC) 650 and an input / output unit (I / O) 655.

In this embodiment, the drive 610, the input device 615, MFD 620, the optional external device 625 and the interface 630 may be connected to the processor 605 via an I / O device 655. In addition, the disk 610 may include data structures and / or other information, which may be processed by the processor 605 and displayed on MFD 620. The input device 615 may include mechanisms by which the user and / or circuit associated with the SS 10 can access the computer 600. The optional external device 625 may allow the computer 600 to manipulate other devices through control signals. For example, an electronic control system (fly-by-wire) or a fiber-optic control system (fly-by-light) allowing the sending of control signals to optional external devices may be included, including, for example, actuators associated with fasteners 430 of the drive assemblies and / or control surfaces connected to the horizontal and vertical stabilizing members 310 and 315. As used herein, "control signals" can mean any analog, digital and / or signals in other formats configured to trigger the operation of the element associated with the SS 10 (e.g., a signal configured to trigger the operation of one or more control surfaces associated with the SS 10). In the sense used here digital and / or signals in other formats configured to trigger the operation of the SS-associated element (e.g., a signal configured to trigger the operation of one or more of the control surfaces associated with the SS 10). In the sense used here digital and / or signals in other formats configured to trigger the operation of the SS-associated element (e.g., a signal configured to trigger the operation of one or more of the control surfaces associated with the SS 10). In the sense used here

"Electronic control system" means a control system in which the control signals can be transmitted in electronic form by an electrically conductive material (e.g. a copper wire). According to some embodiments, such a system may comprise a computer 600 between the operator control elements and the final control actuator or surface that can modify the operator's intervention according to predetermined computer programs. As used herein, a "fiber optic control system" means a control system where the control signals are transmitted similar to an electronic control system (i.e., including the computer 600), but in which the control signals can be transmitted through light on a light conductive material (e.g. ).

[0098] According to some embodiments, the interface 630 may allow the computer to send and / or receive information other than through the input device 615. For example, the computer 600 may receive signals indicating control information from flight control elements 720, remote control element, position sensors associated with SS 10 and / or any other suitable device. The computer 600 may then process such commands and transmit control signals to various systems associated with the SS 10 (e.g., a drive system 30, vertical and horizontal control surfaces 350 and 360, etc.). Computer 600 can also receive information about the weather and / or environmental conditions from sensors associated with SS 10 (e.g. altimeters, navigation radios, Pitot tubes etc.)

[0099] According to the present disclosure, the computer 600 may receive input data related to a desired deflection angle 241 from the deviation control element 241, the rudder beam 213 or any other corresponding SS device associated device. The computer 600 may further receive a signal indicating the desired modification of one or more parameters associated with SS 10 (e.g., speed, thrust vector etc.), e.g. from the control element 210 controlling the slider. For example, the signal may correspond to the offset of the element controlling the slider relative to

Neutral position. In addition, the computer 600 may also receive a pitch control signal from the general pitch control element 221 indicating the desired lift.

[0100] According to some embodiments, the computer 600 may include software, data structures, and / or circuits for other functionality. For example, the computer 600 may include software for controlling the automatic SS 10. The automatic pilot control may include any functions configured to automatically maintain a fixed course and / or perform other navigational functions independent of the SS 10 operator (e.g., stabilizing the SS 10, preventing undesired maneuvers, automatic landing etc.). For example, computer 600 may receive information from an SS 10 operator including a flight plan and / or destination information.

[0101] According to the present disclosure, the computer 600 may also include software for controlling the flight based on signals received from the input devices associated with the SS 10. For example, the computer 600 may include functions and data to receive a signal from the deviation control element 241, determine the associated values ​​and generating a control signal configured to modify the drive units 31 and / or control surfaces based on the desired yaw angle. An exemplary deviation control method will be described in more detail with reference to Fig. 7. As a further example, computer 600 may also include software for performing parameter control associated with SS 10 based on the received offset signal associated with the slider control element 210.

The carrier force associated with the SS 10 based on the received pitch control signal from the general pitch control element 221. An exemplary method for controlling a pitch of a propeller will be described in more detail with reference to FIG. 10. In yet another example, a computer and / or other components may be operatively connected to a processor 605 via an I / O unit 655. According to certain embodiments, no computer or other computer may be used. more than one computer can be used for redundancy. These configurations are only exemplary, and other implementations will fall within the scope of the present disclosure.

[0102] Fig. 8 is a block diagram 900 illustrating an exemplary method of controlling the deviation associated with SS 10. As described above, the operator may provide input data associated with the desired deflection angle to obtain by the SS 10 to the computer 600 (step 905). Such input data may be provided by a deviation control element 241 (e.g., hinged pedal cylinders 240), a steering rod 213, or any other suitable method. Upon receipt of information regarding the desired deflection angle (step 910), the computer 600 determines the current state, inter alia, SS 10, drive assemblies 31 and control surfaces (e.g., vertical and horizontal control surfaces 350 and 360, respectively) (step 915). The current state may include velocity SS 10, propeller pitch of one or more drive assemblies 31 (e.g. the right-hand propeller 541 and the left-hand propeller 542) and / or the angle associated with the vertical control surface 350. For example, the computer 600 may determine that the right-hand thruster 541 and the left-hand thruster 542 operate at substantially the same output power and at substantially the same pitch of the propeller. Furthermore, the computer 600 may determine that the angle associated with the vertical control surface is substantially zero. Based on the desired bias angle, the computer 600 can generate a control signal configured to modify the drive assemblies 31 (e.g., right hand propeller 541 and left-hand thruster 542) and / or control surfaces (e.g., vertical control surface 350) (step 920). For example, the computer 600 may use a look-up table or other reference to determine values ​​corresponding to the desired angle that the right-hand thruster 541 and the left-hand thruster 542 operate at substantially the same output power and at substantially the same pitch of the propeller. Furthermore, the computer 600 may determine that the angle associated with the vertical control surface is substantially zero. Based on the desired bias angle, the computer 600 can generate a control signal configured to modify the drive assemblies 31 (e.g., right hand propeller 541 and left-hand thruster 542) and / or control surfaces (e.g., vertical control surface 350) (step 920). For example, the computer 600 may use a look-up table or other reference to determine values ​​corresponding to the desired angle that the right-hand thruster 541 and the left-hand thruster 542 operate at substantially the same output power and at substantially the same pitch of the propeller. Furthermore, the computer 600 may determine that the angle associated with the vertical control surface is substantially zero. Based on the desired bias angle, the computer 600 can generate a control signal configured to modify the drive assemblies 31 (e.g., right hand propeller 541 and left-hand thruster 542) and / or control surfaces (e.g., vertical control surface 350) (step 920). For example, the computer 600 may use a look-up table or other reference to determine values ​​corresponding to the desired angle that the angle associated with the vertical control surface is substantially zero. Based on the desired bias angle, the computer 600 can generate a control signal configured to modify the drive assemblies 31 (e.g., right hand propeller 541 and left-hand thruster 542) and / or control surfaces (e.g., vertical control surface 350) (step 920). For example, the computer 600 may use a look-up table or other reference to determine values ​​corresponding to the desired angle that the angle associated with the vertical control surface is substantially zero. Based on the desired bias angle, the computer 600 can generate a control signal configured to modify the drive assemblies 31 (e.g., right hand propeller 541 and left-hand thruster 542) and / or control surfaces (e.g., vertical control surface 350) (step 920). For example, the computer 600 may use a look-up table or other reference to determine values ​​corresponding to the desired angle

And then generate a signal configured to induce pitch modification and output power associated with the right-hand thruster 541 so that the thrust vector associated with the right-hand thruster 541 will be substantially larger than that associated with the left-hand thruster 542. In addition, the computer 600 can generate a control signal configured to trigger the vertical rotation of the control surface 350 to the left. The computer 600 may transmit such signals via an electrical transmission system, an electromechanical transmission system or other suitable system (e.g., a fiber optic control system). Furthermore, an ordinary person skilled in the art will know that computer 600 can generate a signal configured to operate any of the circuits associated with SS 10 so that the desired deflection angle is achieved.

[0103] Fig. 9 is a block diagram 1000 illustrating an exemplary method of controlling at least one parameter associated with SS 10. The SS operator may use a slider control element 210 to provide an indication of a desired modification to one or more parameters associated with SS 10 (step 1005) . For example, the SS operator 10 may request a higher forward speed and may thus move the forward slider control element 210 relative to a predetermined neutral position indicating a further additional speed request. The computer 600 may then determine the level of the desired modification based on the signal from the slider control element 210 (step 1010). For example, when the operator moves the control element 210 controlling the slider to a position at a short distance from the predetermined neutral position, the computer 600 may determine that the requested modification is proportionally small relative to the offset of the slider control element 210 from a predetermined neutral position. The computer 600 may use a look-up table or other reference to determine the offset values ​​and then to generate a control signal configured to call up the output power associated with the right-hand propeller 541 and left-hand propulsor 542 to the level determined to trigger the requested modification (step 1020). After receiving such a control signal, respectively to determine the values ​​of the offset, and then to generate a control signal configured to effect an increase in the output power associated with the right-hand propeller 541 and the left-hand propulsor 542 to the level specified for triggering the desired modification (step 1020). After receiving such a control signal, respectively to determine the values ​​of the offset, and then to generate a control signal configured to effect an increase in the output power associated with the right-hand propeller 541 and the left-hand propulsor 542 to the level specified for triggering the desired modification (step 1020). After receiving such a control signal, respectively

The right-hand and left-hand propulsors 541 and 542 may respond substantially simultaneously to provide the desired power increase (step 1025). As mentioned above, in addition to modifying the output power of the drive assemblies 31, the signal control may also modify the pitch of the propeller 415 of the energy conversion devices connected to the drive assemblies 31. The skilled person will know that although the above description was mainly related to propeller based propeller units, other types are contemplated. driving teams. For example, based on input data to the slider controlling element 210, the computer 600 may modify the operational parameters of the gas turbine engine or other suitable drive assembly.

[0104] Fig. 10 is a block diagram 1100 depicting an exemplary method for controlling a pitch of a propeller associated with three or more drive assemblies associated with SS 10. An operator SS can actuate a pitch control element 221 (e.g., a general pitch lever 220), to indicate the required lift related to SS 10 (step 1105). For example, the SS operator 10 requesting a higher lift force associated with the SS 10 can pull the general pitch lever 220 to cause the general pitch lever 220 to rotate upward. The operator may continue to operate the general pitch lever 220 until the operator determines that the desired lifting force has been reached. In some embodiments, the operator may then lock the general pitch lever 220 when the desired lift force is reached, by means of a lock button 223 or by means of another suitable method (eg a lockable lock). When the operator actuates the pitch control element 221, the computer 600 may determine the desired lift based on the deflection and / or other property associated with the general pitch lever 220 (step 1110). For example, the computer 600 may receive a signal indicative of the deflection associated with the general pitch lever 220, and may then use a look-up table or other data structure to determine the control value of the signal. After determining the value, the computer 600 may generate a control signal configured to trigger a substantial synchronization of the propeller pitch and / or the output of the power source for computer 600 may determine the desired lift based on deflection and / or other property associated with the general pitch lever 220 (step 1110). For example, the computer 600 may receive a signal indicative of the deflection associated with the general pitch lever 220, and may then use a look-up table or other data structure to determine the control value of the signal. After determining the value, the computer 600 may generate a control signal configured to trigger a substantial synchronization of the propeller pitch and / or the output of the power source for computer 600 may determine the desired lift based on deflection and / or other property associated with the general pitch lever 220 (step 1110). For example, the computer 600 may receive a signal indicative of the deflection associated with the general pitch lever 220, and may then use a look-up table or other data structure to determine the control value of the signal. After determining the value, the computer 600 may generate a control signal configured to trigger a substantial synchronization of the propeller pitch and / or the output of the power source for

Each of the front right-hand and left-hand drive assemblies 532, 533 and 534 are provided to provide the desired lift (i.e., thrust vector) (step 1120). It should be noted that the thrust vector can be directed to cause positive or negative thrust.

[0105] Fig. 11 is a block diagram 1200 depicting an exemplary method of displaying location information in a space associated with SS 10. As noted above, the SS 10 may include, inter alia, one or more position sensors in the space configured to detect the position in the SS space 10 (ie the inclination of the tilt, inclination and tilt axes 5, 6, 7 SS 10 relative to the ground, respectively). Computer 600 may receive such information from location sensors or other suitable devices (step 1205). Based on this information, the computer 600 can determine the space position associated with the SS 10 (step 1210). The computer 600 can then trigger different indicators or a position indicator in space (step 1220) for response. For example, when the space position associated with the SS 10 is determined to be essentially downward, the computer 600 can trigger 261, 262 and 263 (e.g., illumination) for response. Furthermore, if the space position is both downward and tilting to the left, the computer 600 can call up indicators 253, 252 and 251 (e.g., light up) for response. One of ordinary skill in the art will recognize that numerous such configurations are possible depending on the particular location in space and that this description is intended as an example only. illumination). One of ordinary skill in the art will recognize that numerous such configurations are possible depending on the particular location in space and that this description is intended as an example only. illumination). One of ordinary skill in the art will recognize that numerous such configurations are possible depending on the particular location in space and that this description is intended as an example only.

[0106] Other embodiments of the invention will be apparent to one of skill in the art from the description and practice of the present disclosure. For example, the SS 10 may include a platform or other load carrying structure adapted to suspend the communication equipment (e.g., satellite relay / receiver, cell tower etc.) at a specific location. Since the SS 10 can, for example, use associated control surfaces, drive assemblies 31 and its flattened spheroid shape to stay suspended and substantially stationary at a given location, the SS 10 can act as a communications post in desired areas.

EP 2 500 261 B1

In addition, based on the numerous features of SS 10, other functions can be performed using the SS 10, including, without limitation, lifting the structure, transport (eg transport of people and / or tourism), satellite communication, display (e.g. advertising), recreation, military or other recognition / supervision (eg to patrol the borders), assistance in the event of a disaster, scientific research etc. Such functions can be performed using remote control and / or using manned SS 10 flights.

[0107] It is intended that the description and examples be considered as merely exemplary, with the real scope of the invention indicated in the appended claims.

EP 2 500 261 B1