AIRCRAFT CONTROL METHOD

• US 20050118952A1
• Filed: 02/20/2001
• Published: 06/02/2005
• Est. Priority Date: 02/14/2000
• Status: Active Grant

• Current Assignee: Aerovironment
• Original Assignee: Aerovironment
• Inventors: Swanson, Kyle D., Cox, Earl C.
• Granted Patent: US 6,931,247 B2
• Time in Patent Office: Days
• US Class Current: 455/62
• CPC Class Codes: B64C 15/02 the jets being propulsion jets
• CPC Class Codes: B64C 3/42 Adjusting about chordwise axes
• CPC Class Codes: B64C 3/52 Warping
• CPC Class Codes: B64C 39/10 All-wing aircraft
• CPC Class Codes: B64D 27/24 using steam or spring force jet aircraft B64D27/16
• CPC Class Codes: B64D 27/353 using solar cells
• CPC Class Codes: B64D 31/06 actuated automatically
• CPC Class Codes: B64U 10/25 Fixed-wing aircraft VTOL aircraft B64U10/20
• CPC Class Codes: B64U 2101/20 for use as communications relays, e.g. high-altitude platforms
• CPC Class Codes: B64U 2101/31 for surveillance
• CPC Class Codes: B64U 2201/20 Remote controls
• CPC Class Codes: B64U 30/12 Variable or detachable wings, e.g. wings with adjustable sweep
• CPC Class Codes: B64U 40/10 for adjusting control surfaces or rotors
• CPC Class Codes: B64U 50/13 using external fans or propellers
• CPC Class Codes: B64U 50/19 using electrically powered motors
• CPC Class Codes: B64U 50/31 generated by photovoltaics
• CPC Class Codes: B64U 50/32 generated by fuel cells
• CPC Class Codes: G05D 1/0022 characterised by the communication link data switching networks in general H04L12/00
• CPC Class Codes: G05D 1/0077 using redundant signals or controls
• CPC Class Codes: H04B 7/18504 Aircraft used as relay or high altitude atmospheric platform
• CPC Class Codes: H04B 7/2041 : Spot beam multiple access
• CPC Class Codes: Y02T 50/10 : Drag reduction
• CPC Class Codes: Y02T 50/40 : Weight reduction
• CPC Class Codes: Y02T 50/50 : On board measures aiming to increase energy efficiency
• CPC Class Codes: Y02T 50/60 : Efficient propulsion technologies, e.g. for aircraft

Abstract

This disclosure provides a solar rechargeable aircraft that is inexpensive to produce, is steerable, and can remain airborne almost indefinitely. The preferred aircraft is a span-loaded flying wing, having no fuselage or rudder. Traveling at relatively slow speeds, and having a two-hundred foot wingspan that mounts photovoltaic cells on most all of the wing'"'"'s top surface, the aircraft uses only differential thrust of its eight propellers to turn. Each of five segments of the wing has one or more motors and photovoltaic arrays, and produces its own lift independent of the other segments, to avoid loading them. Five two-sided photovoltaic arrays, in all, are mounted on the wing, and receive photovoltaic energy both incident on top of the wing, and which is incident also from below, through a bottom, transparent surface. The aircraft includes hinges and actuators capable of providing an adjustable dihedral for the wing. The actuators can be motors or control surfaces. Alternately, the actuators can be movable masses within the wing, which may be capable of deforming the wing to alter the aerodynamics of the wing, and thereby actuate the hinges. Because of wing dihedral, the aircraft includes motors both above and below the center of drag, and the aircraft uses differential thrust to control aircraft pitch. The aircraft has a wide variety of applications, which include serving as a long term high altitude platform that serves to link a ground station using radio wave signals and a satellite using optical signals.

Claims

1-2. -2. (canceled)

3. A method for a mission controller at a ground station to control an aircraft, comprising:

identifying a plurality of communication subsystems between the ground station and the aircraft, wherein the plurality of communication subsystems are at least partially redundant;

establishing communication between the ground station and the aircraft using a first communication subsystem of the plurality of communication subsystems;

operating the first communications subsystem as a communication link for the mission controller to control the aircraft;

monitoring the first communication subsystem to determine information on at least one of;

the availability of the first communication subsystem and the reliability of the first communication subsystem;

monitoring a second communication subsystem of the plurality of communication subsystems to determine information on at least one of;

the availability of the second communication subsystem and the reliability of the second communication subsystem;

comparing the information determined in the steps of monitoring the first and second communication subsystems; and

operating the second communications subsystem as a communication link for the mission controller to control the aircraft if, in the step of comparing, the first communication subsystem is found to be at least one of;

unavailable and characterized by less preferable reliability than the second communication subsystem.

4. The method of claim 3, and further comprising establishing and maintaining communication between the ground station and the aircraft using the second communication subsystem while, in the step of comparing, the first communication subsystem is found to be both available and characterized by preferable reliability as compared to the second communication subsystem.

5. The method of claim 3, and further comprising:

monitoring a third communication subsystem of the plurality of communication subsystems to determine information on at least one of;

the availability of the third communication subsystem and the reliability of the third communication subsystem; and

operating the third communications subsystem as a communication link for the mission controller to control the aircraft if, in the step of comparing, the first and second communication subsystems are both found to be at least one of;

unavailable and characterized by less preferable reliability than the third communication subsystem.

6. The method of claim 3, wherein:

at least one of the plurality of communications systems is constituted from a plurality of separate system components, at least one of the plurality of separate system components having information available on at least one of;

the availability of the system component and the reliability of the system component; and

at least one of the plurality of separate system components that has information available on at least one of;

the availability of the system component and the reliability of the system component, is also part of another of the plurality of communications systems.

7. The method of claim 6, wherein:

at least two of the plurality of separate system components have information available on at least one of;

the availability of that system component and the reliability of that system component; and

at least two of the plurality of separate system components that have information available on at least one of;

the availability of that system component and the reliability of that system component, are also part of another of the plurality of communications systems.

8. The method of claim 3, wherein in the step of operating the second communications subsystem, the cost of using at least one of the first and second communication subsystems is a factor in determining which communication subsystem is characterized by less preferable reliability.

9. The method of claim 3, wherein the first and second communication subsystems are at least substantially redundant.

10. The method of claim 9, and further comprising establishing and maintaining communication between the ground station and the aircraft using the second communication subsystem while, in the step of comparing, the first communication subsystem is found to be both available and characterized by preferable reliability as compared to the second communication subsystem.

11. The method of claim 3, wherein the first and second communication subsystems are fully redundant.

12. The method of claim 11, and further comprising establishing and maintaining communication between the ground station and the aircraft using the second communication subsystem while, in the step of comparing, the first communication subsystem is found to be both available and characterized by preferable reliability as compared to the second communication subsystem.

13-21. -21. (canceled)